JP5856873B2 - Railway vehicle drive system, railway vehicle equipped with the same, and drive control method - Google Patents

Description

  The present invention relates to a diesel engine power generation drive type railway vehicle drive system, and more particularly to a technology for realizing energy saving by effectively utilizing regenerative brake power.

  There are still many non-electrified sections on local and local lines, both domestically and internationally. In these sections, the number of services is about one per hour, and passengers are also quiet. Rather than introducing new electric equipment and running trains, running diesel-powered cars like conventional ones not only requires no capital investment, but also matches the amount of transportation such as running on one car. This is because a vehicle configuration with a high degree of freedom is possible and the running cost can be reduced.

  By the way, there are two types of trains. One is a "liquid type diesel car" that obtains a tensile force by transmitting the mechanical power of the diesel engine directly to the wheels via a liquid transmission and reduction gear, and the other is a generator that generates the diesel engine driving power. This is an “electric power train” that converts the energy into electrical energy with a motor and returns it to mechanical energy with an electric motor to drive the wheels to obtain a tensile force. Currently, the mainstream of domestic diesel cars is "liquid diesel cars". In the former JNR era, “electric trains” were also developed, but the power was not expanded. “Mechanical → Electric → Mechanical” requires two energy conversions, and at that time, an inefficient DC generator was used to convert engine output to electrical energy. This is because the role of “electric diesel vehicles” declined as development progressed.

  In recent years, with the generalization of inverter-driven trains and the development of series hybrid electric vehicles, attention has been focused on “electric electric vehicles”. Electric trains have the advantage that they can be used in common with trains by omitting complicated mechanical parts with a short inspection cycle, such as liquid transmissions. In addition, while the in-vehicle parts are being shared to improve maintainability, the main equipment such as the inverter device, electric motor, and circuit breaker has the advantage of being able to share the specifications with the train.

  The series hybrid pneumatic vehicle is described in, for example, a railway vehicle drive system disclosed in Japanese Patent Application Laid-Open No. 2010-11684.

  FIG. 7 shows a device configuration diagram of a railway vehicle drive device in Japanese Patent Application Laid-Open No. 2010-11684.

  The system control unit 109 includes an operation command NTC_inv output from the cab 111, an electric motor rotor frequency FR_mtr output from the speed calculation unit 120b, drive torque information TRQ_inv output from the inverter device 104, and a battery cell temperature TMP_btr output from the power storage device 108. , The battery storage amount SOC_btr is input, the engine output command NTC_eng is output to the engine device 101, the converter power generation command NTC_cnv is output to the converter device 103, and the total amount of these devices is set so that the secondary battery storage amount is within a certain range. Control various operating states. By minimizing the conduction loss due to the charge / discharge current, the safety of the power storage means is secured and the service life is extended.

  Patent document 1 is a structure of a series hybrid type diesel car. By installing a power storage device, regenerative braking has been realized that has not been realized in electric powered vehicles as well as liquid powered vehicles. The regenerative braking power is charged to the power storage device and applied as part of the power during power running, thereby reducing fuel consumption.

JP 2010-11684 A "Railway vehicle drive system"

  As mentioned above, regenerative braking is enabled by installing a power storage device in the series hybrid system. On the other hand, a general electric train without a power storage device has the same merit as a series hybrid train, although it can share parts with a train. I have no means.

  Even in a general electric train, the auxiliary machine power consumption is operating during braking, so at least the regenerative brake power for the auxiliary machine load can be consumed as auxiliary machine power consumption. However, the regenerative brake power becomes small just before the vehicle stops, and the auxiliary machine power consumption cannot be borne. At this time, a baton touch is required from the inverter device (regenerative brake) to the converter device (engine generated power) as a power supply source to the auxiliary machine.

  In order to operate the inverter device or converter device as a power supply source to the auxiliary equipment, the inverter device or converter device performs constant voltage control (AVR control) that keeps the DC voltage constant, and supplies power to the auxiliary equipment. It is conceivable that the auxiliary power supply to be supplied performs constant power control (constant current control if a constant voltage is assumed) in order to supply necessary power from the DC section to the load. Here, the constant voltage control (AVR control) is preferably handled by either the inverter device or the converter device in order to avoid control interference. The switching time needs to be less than the control cycle (about several milliseconds) of constant voltage control (AVR control).

  By the way, a serial communication method such as RS485 is generally used as a method of control cooperation between the inverter device and the converter device in the railway system. In principle, a method of switching the power supply source for the auxiliary machine from the inverter device (regenerative brake) to the converter device (engine generated power) by control transmission by serial communication or the like is also possible. However, in the communication between the inverter device and the converter device, there is a transmission delay due to control information transmission processing and reception processing, and a communication cycle. This transmission delay varies depending on the specifications of the equipment, but it is about several tens of milliseconds in the general railway system control specifications. That is, it is considered difficult to switch the power supply source for the auxiliary machine from the inverter device (regenerative brake) to the converter device (engine generated power) by control transmission using serial communication or the like.

  An object of the present invention is to provide a control system for an electric pneumatic vehicle that can effectively use regenerative brake power and has high control stability.

  In the present invention, paying attention to the fact that the DC voltage of the DC power part connecting the inverter device and the converter device is common, the upper limit voltage is the chopper device that controls charging / discharging of the inverter device or the power absorption device, and the lower limit voltage is the converter. By limiting the device, it is not necessary to switch the power supply source to the auxiliary device from the inverter device (regenerative brake) to the converter device (engine generated power) by control transmission such as serial communication, and the DC voltage is set to a predetermined value. As a result, the power was supplied to the auxiliary equipment by either the inverter or the converter.

That is, first power conversion means for converting AC power generated by a generator driven by the engine into DC power, second power conversion means for converting DC power to AC power and controlling the motor, and DC power Auxiliary power supply means for supplying power to the auxiliary equipment with input as input, voltage detection means for detecting the voltage of DC power, first control means for controlling the first power conversion means, and second power conversion In the railway vehicle drive system comprising the second control means for controlling the means, the first control means comprises a first voltage threshold for the voltage information detected by the voltage detection means, and the second control means comprises a voltage The second voltage threshold is provided for the voltage information detected by the detection means, the second voltage threshold is set to a voltage value larger than the first voltage threshold , and the second power conversion means performs the regenerative operation. DC power When the voltage becomes smaller than the first voltage threshold, the first control means adjusts the output of the first power conversion means so that the voltage of the DC power becomes equal to or higher than the first voltage threshold, When the second power conversion means performs a regenerative operation and the voltage of the DC power becomes larger than the second voltage threshold, the second control means determines that the voltage of the DC power is the second voltage threshold. The output of the second power conversion means is adjusted so as to be as follows.

Alternatively, first power conversion means for converting AC power generated by a generator driven by the engine into DC power, second power conversion means for converting DC power to AC power and controlling the motor, and DC power Auxiliary power supply means for supplying power to the auxiliary equipment as input, a power absorption means for charging / discharging DC power, a third power conversion means for adjusting power to be charged / discharged, and detecting the voltage of DC power Voltage detection means, first control means for controlling the first power conversion means, second control means for controlling the second power conversion means, and third control for controlling the third power conversion means The first control means comprises a first voltage threshold for the voltage information detected by the voltage detection means, and the third control means comprises a voltage detected by the voltage detection means. For information Comprising a third voltage threshold, the third voltage threshold, a larger voltage value than the first voltage threshold, the second power conversion means in the case where a regenerative operation, the voltage of the DC power first The first control means adjusts the output of the first power conversion means so that the voltage of the DC power becomes equal to or higher than the first voltage threshold, and the second power conversion When the means performs a regenerative operation and the voltage of the DC power becomes larger than the third voltage threshold, the third control means makes the voltage of the DC power fall below the third voltage threshold. To adjust the output of the third power conversion means.

Alternatively, first power conversion means for converting AC power generated by a generator driven by the engine into DC power, second power conversion means for converting DC power to AC power and controlling the motor, and DC power When the second power conversion means performs a regenerative operation in the auxiliary vehicle power supply means for supplying power to the auxiliary equipment with the input as input, the voltage detection means for detecting the voltage of DC power, and the drive control method for a railway vehicle. When the detected voltage value of the voltage detecting means becomes smaller than the first predetermined value, the first power conversion means is controlled so that the voltage of the DC power becomes equal to or higher than the first predetermined value. Power is generated from the generator and the second power conversion means performs a regenerative operation, and the detection voltage value of the voltage detection means becomes larger than a second predetermined value larger than the first predetermined value. The voltage of the DC power As equal to or less than a predetermined value, it adjusts the power by controlling the second power converter means for generating from the electric motor.

Alternatively, first power conversion means for converting AC power generated by a generator driven by the engine into DC power, second power conversion means for converting DC power to AC power and controlling the motor, and DC power Auxiliary power supply means for supplying power to the auxiliary equipment as input, a power absorption means for charging / discharging DC power, a third power conversion means for adjusting power to be charged / discharged, and detecting the voltage of DC power In the railway vehicle drive control method comprising the voltage detection means, the second power conversion means performs a regenerative operation, and the detected voltage value of the voltage detection means is smaller than the first predetermined value. In addition, when the first power conversion means is controlled to generate electric power from the generator so that the voltage of the DC power is not less than the first predetermined value, the second power conversion means performs a regenerative operation. And voltage detection means When the detected voltage value is larger than the larger second predetermined value than the first predetermined value, so that the voltage of the DC power is less than the second predetermined value, and controls the third power conversion means To charge the power absorption means.

  An effect of the present invention is that a regenerative brake electric power can be used effectively, and a control system for an electric pneumatic vehicle with high control stability can be provided.

The figure which shows the apparatus structure of one Embodiment in the drive system of the electric vehicle of this invention. The block diagram which shows the control system in one Embodiment of the drive system of the electric vehicle of this invention. The figure which shows the operation example in one Embodiment of the drive system of the electric vehicle of this invention. The figure which shows the apparatus structure of 2nd embodiment in the drive system of the electric vehicle of this invention. The block diagram which shows the control system in 2nd embodiment of the drive system of the electric vehicle of this invention. The figure which shows the operation example in 2nd embodiment of the drive system of the electric vehicle of this invention. The block diagram which shows the drive system of the conventional railway vehicle.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a diagram showing an apparatus configuration of an embodiment of an electric vehicle drive system according to the present invention.

  The engine device 1 includes at least an engine 12 and an engine control device 13. The engine control device 13 receives an engine output signal CMD_eng output from a system control unit 9 described later and a generator rotor frequency FR_gen output from a speed calculation unit 20a, and the shaft output of the engine 12 is an engine of the system control unit 9. An engine control signal F_eng is output to the engine 12 so as to follow the output command CMD_eng.

  The generator 2 uses the shaft output of the engine 12 as power, converts it into three-phase AC power, and outputs it. As the generator system, an induction generator is mainly assumed here, but a synchronous generator can also be applied as described later.

  The converter device 3 includes at least a converter main circuit 14, current detectors 16a, 16c, 16d, and 16e, a filter capacitor 17a, a resistor 18a, a voltage detector 19a, a speed calculation unit 20a, a current command generation unit 21a, and a PWM control unit 22a. Consists of.

  The converter main circuit 14 receives the three-phase AC power generated by the generator 2 and converts the three-phase AC power into DC power according to the voltage command VP_cnv output from the PWM controller 22a and outputs the DC power. The current detectors 16c, 16d, and 16e detect the phase currents Iu1, Iv1, and Iw1 of the three-phase alternating current described above. The filter capacitor 17a smoothes the current pulsation of the DC power converted by the converter main circuit 14. The current detector 16a detects the current value Is1 of the DC power unit. The resistor 18a diverts the current value Is1 of the DC power, and based on this, the voltage detector 19a detects the voltage value Ecf1 of the DC power.

  The speed detector 10 a is attached to the generator 2 and outputs a speed pulse signal PLS_gen based on the rotation speed of the rotating shaft that couples the engine device 1 and the generator 2. The speed calculator 20a calculates the rotational speed information FR_gen of the generator 2 based on the speed pulse signal PLS_gen and inputs it to the engine controller 13, the current command generator 21a, and the PWM controller 22a. Here, the output of the speed detector 10a is a speed pulse signal PLS_gen, and based on this, the speed calculation unit 20a calculates the rotational speed information FR_gen of the generator 2, which is assumed to be an induction generator. Actually, the required control information differs depending on the generator system. For example, when the generator is a permanent magnet synchronous generator, rotational position information is required as control information, and in order to calculate this, a rotational angle detector is provided instead of the speed pulse signal PLS_gen. A signal is measured, and a position calculation unit is provided instead of the speed calculation unit 20a to calculate rotational position information.

  The current command generator 21a receives the converter power generation command NTC_cnv output from the system overall control unit 9 and the rotational speed information FR_gen of the generator 2 output from the speed calculation unit 20a, and the generator 2 is based on the converter power generation command NTC_cnv. The vector control current commands Idp_cnv and Iqp_cnv for performing the constant power generation are calculated and output. The PWM control unit 22a includes the phase currents Iu1, Iv1, Iw1, generator 2 rotation speed information FR_gen, the DC power unit current value Is1, the voltage value Ecf1, the vector control current command Idp_cnv, Using Iqp_cnv as an input, a voltage command VP_cnv for driving converter main circuit 14 is calculated and output.

  The inverter device 4 includes at least an inverter main circuit 15, current detectors 16b, 16f, 16g, and 16h, a filter capacitor 17b, a resistor 18b, a voltage detector 19b, a speed calculation unit 20b, a current command generation unit 21b, and a PWM control device 22b. Of components.

  The inverter main circuit 15 receives the DC power output from the converter device 3 as an input, converts the DC power described above into three-phase AC power, and outputs it according to the voltage command VP_inv output from the PWM control unit 22b. The resistor 18b shunts the current value Is2 of the DC power, and based on this, the voltage detector 19b detects the voltage value Ecf2 of the DC power described above. The current detector 16b detects the current value Is2 of the DC power unit described above. The filter capacitor 17b smoothes the current pulsation of the DC power input to the inverter main circuit 15. The current detectors 16f, 16g, and 16h detect the phase currents Iu2, Iv2, and Iw2 of the three-phase alternating current described above.

  The electric motor 5 generates power for driving the vehicle based on the three-phase AC power generated by the inverter main circuit 15. As an electric motor system, an induction motor is mainly assumed here, but a motor generator can also be applied as described later.

  The speed detector 10 b is attached to the electric motor 5. The speed calculation unit 20b calculates the rotational speed information FR_mtr of the electric motor 5 based on the speed pulse signal PLS_mtr and inputs it to the system overall control unit 9, the current command generation unit 21b, and the PWM control unit 22b. Here, the output of the speed detector 10b is a speed pulse signal PLS_mtr, and the speed calculation unit 20b calculates the rotation speed information FR_mtr of the motor 5 based on this, but this assumes an induction motor. In fact, the required control information differs depending on the motor system. For example, when the motor is a permanent magnet type synchronous motor, rotational position information is required as control information, and in order to calculate this, a rotational angle detector is provided in place of the speed pulse signal PLS_mtr and the rotational position signal is measured. Then, instead of the speed calculation unit 20b, a position calculation unit is provided to calculate rotational position information.

  The current command generation unit 21b receives the operation command NTC_inv output from the cab 11 and the rotational speed information FR_mtr output from the speed calculation unit 20b, and based on the operation command NTC_inv, the shaft torque or the shaft of the motor 5 is input. Vector control current commands Idp_inv and Iqp_inv for controlling power running or dynamic braking torque are calculated and output so as to generate an output. The PWM control unit 22b includes the phase currents Iu2, Iv2, Iw2, the rotational speed information FR_mtr of the motor 5 described above, the current value Is2 of the DC power unit, the voltage value Ecf2, the vector control current command Idp_inv, With Iqp_inv as an input, VP_inv for variably controlling the output voltage and AC current frequency of the inverter main circuit 15 is calculated and output.

  The speed reducer 6 decelerates the rotational speed of the electric motor 5 with a combination of gears having different numbers of teeth, and drives the wheel shaft 7 with the amplified shaft torque to accelerate and decelerate the vehicle. The speed detector 10b is attached to the electric motor 5, and outputs a speed pulse signal PLS_mtr based on the rotational speed of the rotary shaft that couples the electric motor 5 and the speed reducer 6.

  The system control unit 9 receives the operation command NTC_inv output from the cab 11, the motor rotor frequency FR_mtr output from the speed calculation unit 20 b, and the filter capacitor voltages Ecf 1 and Ecf 2 as inputs, and sends the engine output command CMD_eng, current to the engine control device 13. The converter power generation command NTC_cnv is output to the command generation unit 21b to control the overall operation state of these devices.

  The auxiliary power supply inverter device 24 receives DC power located between the converter device 3 and the inverter device 4 as input, converts it into three-phase AC power, and outputs it. Further, the transformer 25 adjusts the service power supply voltage to be supplied to auxiliary equipment such as electric vehicle lighting and air conditioners, and supplies it to each service device.

  According to the above configuration, the converter device that converts engine generated power into direct current, the inverter device that drives the motor based on the direct current power, and the auxiliary power supply device that generates power necessary for the auxiliary device based on the direct current power are provided. In electric trains, when switching the power supply to the auxiliary load during braking from the inverter device (regenerative brake) to the converter device (engine generated power), the upper limit voltage of the DC power part connecting the inverter device and the converter device is set. As a control system that limits the lower limit voltage by the converter device and keeps the DC voltage within a predetermined value, the power supply source of the auxiliary power supply is changed from the inverter device (regenerative brake) to the converter device (engine Can provide a simple and highly stable control system for electric powered vehicles.

  In addition, by supplying regenerative braking power with priority to auxiliary machine power consumption in an electric power train, it is possible to realize an electric power train that can suppress loss of kinetic energy and reduce fuel consumption.

  In other words, according to the present embodiment, the fuel consumption can be reduced without using the power storage device by effectively using the regenerative brake power in the auxiliary machine, and the auxiliary machine can be controlled by the control transmission by serial communication or the like. Since there is no need to switch the power supply source to the inverter device (regenerative brake) to the converter device (engine generated power), it is possible to realize an electric powered vehicle with high DC section voltage control stability.

  FIG. 2 is a block diagram showing a control method in an embodiment of the electric vehicle drive system of the present invention.

  The filter capacitor voltage Ecf1 is a DC side voltage of the converter device 3 detected by a voltage detector 19a (not shown). Further, the target value setter 31 sets a lower limit voltage limit value V_lower for lower limit control so that the DC section voltage described later does not fall below a predetermined value. The switch 32a receives the converter gate start signal GST_cnv as a switching input, the filter capacitor voltage Ecf1 when GST_cnv = 0, the lower limit voltage limit value V_lower when GST_cnv = 1, and the lower limit voltage limit control target value (3) V_cnv3 Output as. The change rate limiter 33a receives the lower limit voltage limit control target value (3) V_cnv3, limits the change rate to a predetermined value or less, and outputs the lower limit voltage limit control target value (2) V_cnv2. Thereby, when the output of the switch 32a switches the filter capacitor voltage Ecf1 and the lower limit voltage limit value V_lower according to the converter gate start signal GST_cnv and outputs the lower limit voltage limit control target value (2) V_cnv2, the output value The change should not exceed the range that the lower limit voltage limit control described later can follow. The high level selector 34 selects the smaller one of the filter capacitor voltage Ecf1 and the lower limit voltage limit control target value (2) V_cnv2, and outputs it as the lower limit voltage limit control target value (1) V_cnv1.

  The adder / subtracter 35a subtracts the filter capacitor voltage Ecf1 from the lower limit voltage limit control target value (1) V_cnv1, and outputs a lower limit voltage limit control amount delta_V_cnv. The stabilization controller 36a calculates the lower limit voltage limit control operation amount Tqp_cnv for stably converging the lower limit voltage limit control target value (1) V_cnv1 to zero. The converter current controller 37 includes a lower limit voltage limit control operation amount Tqp_cnv, generator currents Iu1, Iv1, Iw1 detected by current detection values 16c, 16d, 16e (not shown), and a speed detector 10a (not shown). Based on the detected generator speed pulse signal PLS_gen, a converter voltage command value Vp_cnv for realizing voltage control in the converter main circuit 14 is calculated from the generator rotor frequency FR_gen calculated by the speed calculator 20a.

  With the above configuration, when the filter capacitor voltage Ecf1 tries to fall below the lower limit voltage limit value V_lower, the target value of the lower limit voltage limit control is V_lower, and the stabilization controller is set so that the filter capacitor voltage Ecf1 follows V_lower. The constant voltage control 36a realizes the lower limit voltage limit control that prevents the filter capacitor voltage Ecf1 from continuing below V_lower. On the other hand, when the filter capacitor voltage Ecf1 is not smaller than the lower limit voltage limit value V_lower, the lower limit voltage limit control is performed by setting the target value of the lower limit voltage limit control as the filter capacitor voltage Ecf1 and making the target value and detection value the same. Do not do.

  The filter capacitor voltage Ecf2 is a DC side voltage of the inverter device 4 detected by a voltage detector 19b (not shown). Further, the target value setting unit 38 sets an upper limit voltage limit value V_upper for performing upper limit control so that the DC section voltage described later does not exceed a predetermined value. The switch 32b receives the inverter gate start signal GST_inv as a switching input, the filter capacitor voltage Ecf2 when GST_inv = 0, the upper limit voltage limit value V_upper when GST_inv = 1, and the upper limit voltage limit control target value (3) V_inv3 Output as. The change rate limiter 33b receives the upper limit voltage limit control target value (3) V_inv3 as input, limits the change rate to a predetermined value or less, and outputs the upper limit voltage limit control target value (2) V_inv2. Thus, when the output of the switch 32b switches the filter capacitor voltage Ecf2 and the upper limit voltage limit value V_uper according to the inverter gate start signal GST_inv and outputs the upper limit voltage limit control target value (2) V_inv2, The change is made not to exceed the range that can be followed by the upper limit voltage limit control described later. The low level selector 39 selects the smaller one of the filter capacitor voltage Ecf2 and the upper limit voltage limit control target value (2) V_inv2, and outputs it as the upper limit voltage limit control target value (1) V_inv1.

  The adder / subtractor 35b subtracts the filter capacitor voltage Ecf2 from the upper limit voltage limit control target value (1) V_inv1, and outputs the upper limit voltage limit control amount delta_V_inv. The stabilization controller 36b calculates an upper limit voltage limit control operation amount ΔTqp_inv for stably converging the upper limit voltage limit control target value (1) V_inv1 to zero. The adder / subtractor 35c subtracts the upper limit voltage limit control operation amount ΔTqp_inv from the inverter torque command value (0) Tqp_inv0 generated from the vector control current commands Idp_inv and Iqp_inv, and outputs the inverter torque command value Tqp_inv. The inverter current controller 40 includes an inverter torque command value Tqp_inv, motor currents Iu2, Iv2, Iw2 detected by current detection values 16f, 16g, and 16h (not shown), and a motor detected by a speed detector 10b (not shown). An inverter voltage command value Vp_inv for realizing voltage control in the inverter main circuit 15 is calculated from the motor rotor frequency FR_mtr calculated by the speed calculation unit 20b based on the speed pulse signal PLS_mtr.

  By the operation of this control block, when the filter capacitor voltage Ecf2 tries to exceed the upper limit voltage limit value V_upper, the stabilization control is performed so that the target value of the upper limit voltage limit control is V_upper and the filter capacitor voltage Ecf2 follows V_upper. The constant voltage control of the unit 36b realizes an upper limit voltage limit control that prevents the filter capacitor voltage Ecf2 from continuously exceeding V_upper. On the other hand, when the filter capacitor voltage Ecf2 is not larger than the lower limit voltage limit value V_upper, the upper limit voltage limit control is performed by setting the target value of the upper limit voltage limit control to the filter capacitor voltage Ecf2 and making the target value and detection value the same. Do not do.

  According to the above configuration, the converter device that converts engine generated power into direct current, the inverter device that drives the motor based on the direct current power, and the auxiliary power supply device that generates power necessary for the auxiliary device based on the direct current power are provided. In electric trains, when switching the power supply to the auxiliary load during braking from the inverter device (regenerative brake) to the converter device (engine generated power), the upper limit voltage of the DC power part connecting the inverter device and the converter device is set. As a control system that limits the lower limit voltage by the converter device and keeps the DC voltage within a predetermined value, the power supply source of the auxiliary power supply is changed from the inverter device (regenerative brake) to the converter device (engine Can provide a simple and highly stable control system for electric powered vehicles.

  In addition, by supplying regenerative braking power with priority to auxiliary machine power consumption in an electric power train, it is possible to realize an electric power train that can suppress loss of kinetic energy and reduce fuel consumption.

  In other words, according to the present embodiment, the fuel consumption can be reduced without using the power storage device by effectively using the regenerative brake power in the auxiliary machine, and the auxiliary machine can be controlled by the control transmission by serial communication or the like. Since there is no need to switch the power supply source to the inverter device (regenerative brake) to the converter device (engine generated power), it is possible to realize an electric powered vehicle with high DC section voltage control stability.

  FIG. 3 is a diagram showing an operation example in one embodiment of the electric vehicle drive system of the present invention.

  The horizontal axis shows the passage of time, and the vertical axis shows the movement of each signal.

  At time t0, the vehicle coasts at a speed V0. At this time, the converter torque current command Tqp_cnv outputs the load torque Tqp_cnv0 for sharing the auxiliary machine power consumption with the converter generated power, and performs the power generation operation at a predetermined generator rotor frequency. This load torque Tqp_cnv0 is calculated by the stabilization controller 36a (not shown) as the lower limit voltage limit control operation amount so that the filter capacitor voltage Ecf1 does not fall below the lower limit voltage limit value V_lower. Control. The inverter torque current command Tqp_inv is coasting and is zero.

  At time t1, the inverter torque command Tqp_inv is raised to operate the regenerative brake when the brake starts. At this time, the auxiliary machine power consumption load is borne by the converter generated power, and the filter capacitor voltage Ecf1 is pushed up by the regenerative brake power. When the filter capacitor voltage Ecf1 becomes larger than the lower limit voltage limit value V_lower, the lower limit voltage limit control stops, so that the regenerative brake power is consumed by the auxiliary power consumption load. However, the power auxiliary machine power consumption load is often smaller than the regenerative brake power, and the filter capacitor voltage Ecf1 is further pushed up.

  At time t2, the pushed-up filter capacitor voltage Ecf1 reaches the upper limit voltage limit value V_upper. Therefore, the upper limit voltage limit control is started, and the inverter torque command value Tqp_inv is suppressed so that the filter capacitor voltage Ecf1 does not exceed the upper limit voltage limit value V_upper. Thereafter, the regenerative brake power decreases as the speed decreases, so that the suppression of the inverter torque command value Tqp_inv is gradually eliminated.

  At time t3, the regenerative brake power is equal to the auxiliary machine power consumption, and when it further decelerates, it falls below the auxiliary machine power consumption. The filter capacitor voltage Ecf1 is smaller than the upper limit voltage limit value V_upper. The upper limit voltage limit control stops and the filter capacitor voltage Ecf1 continues to decrease further.

  At time t4, the filter capacitor voltage Ecf1 drops to the lower limit voltage limit value V_lower, and the lower limit voltage limit control is started again. Thus, converter torque current command Tqp_cnv outputs load torque Tqp_cnv0 for sharing auxiliary machine power consumption with converter generated power.

  At time t5, the vehicle stops, the velocity Velocity VEL falls to 0, and the inverter torque command Tqp_inv falls to 0. Converter torque current command Tqp_cnv continuously outputs load torque Tqp_cnv0 for sharing auxiliary machine power consumption with converter generated power.

  Thus, when the voltage of the DC power is larger than the lower limit limiter (t1 to t4), by reducing the load torque Tqp_cnv for bearing with the converter generated power and reducing the power output from the generator, The regenerative brake power generated from the electric motor is prioritized and consumed by the auxiliary equipment.

  In other words, when the regenerative brake is activated by starting the brake, the auxiliary machine power consumption can be borne by the regenerative brake power. However, if the regenerative brake power tries to exceed the auxiliary machine power consumption, the DC voltage is boosted by the regenerative brake power, and the boosted DC voltage reaches the upper limit voltage limit. As a result, the upper limit voltage limit control is started, and the inverter torque command value is suppressed so that the DC voltage does not exceed the upper limit voltage limit value. When the regenerative brake power decreases as the brake decelerates, the regenerative brake power becomes equal to the auxiliary machine power consumption. The DC section voltage becomes smaller than the upper limit voltage limit. When the upper limit voltage limit control is stopped, the DC section voltage drops to the lower limit voltage limit. Adjust the converter torque command value so that the DC section voltage does not fall below the lower limit voltage limit value. That is, the converter torque command generates a generator torque for sharing the auxiliary machine power consumption with the converter generated power, and the engine generates an output balanced with this.

  FIG. 4 is a diagram showing a device configuration of the second embodiment in the electric vehicle drive system of the present invention.

  The engine device 1 includes at least an engine 12 and an engine control device 13. The engine control device 13 receives an engine output signal CMD_eng output from a system control unit 9 described later and a generator rotor frequency FR_gen output from a speed calculation unit 20a, and the shaft output of the engine 12 is an engine of the system control unit 9. An engine control signal F_eng is output to the engine 12 so as to follow the output command CMD_eng.

  The generator 2 uses the shaft output of the engine 12 as power, converts it into three-phase AC power, and outputs it. As the generator system, an induction generator is mainly assumed here, but a synchronous generator can also be applied as described later.

  The converter device 3 includes at least a converter main circuit 14, current detectors 16a, 16c, 16d, and 16e, a filter capacitor 17a, a resistor 18a, a voltage detector 19a, a speed calculation unit 20a, a current command generation unit 21a, and a PWM control unit 22a. Consists of.

  The converter main circuit 14 receives the three-phase AC power generated by the generator 2 and converts the three-phase AC power into DC power according to the voltage command VP_cnv output from the PWM controller 22a and outputs the DC power. The current detectors 16c, 16d, and 16e detect the phase currents Iu1, Iv1, and Iw1 of the three-phase alternating current described above. The filter capacitor 17a smoothes the current pulsation of the DC power converted by the converter main circuit 14. The current detector 16a detects the current value Is1 of the DC power unit. The resistor 18a diverts the current value Is1 of the DC power, and based on this, the voltage detector 19a detects the voltage value Ecf1 of the DC power.

  The speed detector 10 a is attached to the generator 2 and outputs a speed pulse signal PLS_gen based on the rotation speed of the rotating shaft that couples the engine device 1 and the generator 2. The speed calculator 20a calculates the rotational speed information FR_gen of the generator 2 based on the speed pulse signal PLS_gen and inputs it to the engine controller 13, the current command generator 21a, and the PWM controller 22a. Here, the output of the speed detector 10b is a speed pulse signal PLS_mtr, and the speed calculation unit 20b calculates the rotation speed information FR_mtr of the motor 5 based on this, but this assumes an induction motor. In fact, the required control information differs depending on the motor system. For example, when the motor is a permanent magnet type synchronous motor, rotational position information is required as control information, and in order to calculate this, a rotational angle detector is provided in place of the speed pulse signal PLS_mtr and the rotational position signal is measured. Then, instead of the speed calculation unit 20b, a position calculation unit is provided to calculate rotational position information.

  The current command generation unit 21a receives the converter power generation command NTC_cnv output from the system integrated control unit 9 and the rotational speed information FR_gen of the generator 2 output from the speed calculation unit 20a, and the generator 2 is based on the converter power generation command NTC_cnv. The vector control current commands Idp_cnv and Iqp_cnv for performing the constant power generation are calculated and output. The PWM control unit 22a includes the phase currents Iu1, Iv1, Iw1, generator 2 rotation speed information FR_gen, the DC power unit current value Is1, the voltage value Ecf1, the vector control current command Idp_cnv, Using Iqp_cnv as an input, a voltage command VP_cnv for driving converter main circuit 14 is calculated and output.

  The inverter device 4 includes at least an inverter main circuit 15, current detectors 16b, 16f, 16g, and 16h, a filter capacitor 17b, a resistor 18b, a voltage detector 19b, a speed calculation unit 20b, a current command generation unit 21b, and a PWM control device 22b. Of components.

  The inverter main circuit 15 receives the DC power output from the converter device 3 as an input, converts the DC power described above into three-phase AC power, and outputs it according to the voltage command VP_inv output from the PWM control unit 22b. The resistor 18b shunts the current value Is2 of the DC power, and based on this, the voltage detector 19b detects the voltage value Ecf2 of the DC power described above. The current detector 16b detects the current value Is2 of the DC power unit described above. The filter capacitor 17b smoothes the current pulsation of the DC power input to the inverter main circuit 15. The current detectors 16f, 16g, and 16h detect the phase currents Iu2, Iv2, and Iw2 of the three-phase alternating current described above.

  The electric motor 5 generates power for driving the vehicle based on the three-phase AC power generated by the inverter main circuit 15. As an electric motor system, an induction motor is mainly assumed here, but a motor generator can also be applied as described later.

  The speed calculation unit 20b calculates the rotational speed information FR_mtr of the electric motor 5 based on the speed pulse signal PLS_mtr and inputs it to the system overall control unit 9, the current command generation unit 21b, and the PWM control unit 22b. Here, the output of the speed detector 10b is a speed pulse signal PLS_mtr, and the speed calculation unit 20b calculates the rotation speed information FR_mtr of the motor 5 based on this, but this assumes an induction motor. In fact, the required control information differs depending on the motor system. For example, when the motor is a permanent magnet type synchronous motor, rotational position information is required as control information, and in order to calculate this, a rotational angle detector is provided in place of the speed pulse signal PLS_mtr and the rotational position signal is measured. Then, instead of the speed calculation unit 20b, a position calculation unit is provided to calculate rotational position information.

  The current command generation unit 21b receives the operation command NTC_inv output from the cab 11 and the rotational speed information FR_mtr output from the speed calculation unit 20b, and based on the operation command NTC_inv, the shaft torque or the shaft of the motor 5 is input. Vector control current commands Idp_inv and Iqp_inv for controlling power running or dynamic braking torque are calculated and output so as to generate an output. The PWM control unit 22b includes the phase currents Iu2, Iv2, Iw2, the rotational speed information FR_mtr of the motor 5 described above, the current value Is2 of the DC power unit, the voltage value Ecf2, the vector control current command Idp_inv, With Iqp_inv as an input, VP_inv for variably controlling the output voltage and AC current frequency of the inverter main circuit 15 is calculated and output.

  The speed reducer 6 decelerates the rotational speed of the electric motor 5 with a combination of gears having different numbers of teeth, and drives the wheel shaft 7 with the amplified shaft torque to accelerate and decelerate the vehicle. The speed detector 10b is attached to the electric motor 5, and outputs a speed pulse signal PLS_mtr based on the rotational speed of the rotary shaft that couples the electric motor 5 and the speed reducer 6.

  The system control unit 9 receives the operation command NTC_inv output from the cab 11, the motor rotor frequency FR_mtr output from the speed calculation unit 20 b, and the filter capacitor voltages Ecf 1 and Ecf 2 as inputs, and sends the engine output command CMD_eng, current to the engine control device 13. The converter power generation command NTC_cnv is output to the command generation unit 21b to control the overall operation state of these devices.

  The auxiliary power supply inverter device 24 receives DC power located between the converter device 3 and the inverter device 4 as input, converts it into three-phase AC power, and outputs it. Furthermore, the transformer 25 adjusts the service power supply voltage to be supplied to the lighting of an electric vehicle, an air conditioner, and the like, and supplies it to each service device.

  The chopper means 26 receives DC power located between the converter device 3 and the inverter device 4 as input, and controls a chopper current I_chp that charges and discharges the power by the power absorption means 27. The chopper current I_chp is detected by the current detector 16i.

  According to the above configuration, the converter device that converts engine generated power into direct current, the inverter device that drives the motor based on the direct current power, and the auxiliary power supply device that generates power necessary for the auxiliary device based on the direct current power are provided. In electric trains, when switching the power supply to the auxiliary load during braking from the inverter device (regenerative brake) to the converter device (engine generated power), the upper limit voltage of the DC power part connecting the inverter device and the converter device is set. As a control system that limits the lower limit voltage by the converter device and keeps the DC voltage within a predetermined value, the power supply source of the auxiliary power supply is changed from the inverter device (regenerative brake) to the converter device (engine Can provide a simple and highly stable control system for electric powered vehicles.

  In addition, in an electric powered vehicle equipped with power absorption means, by supplying regenerative brake power to auxiliary machine power consumption in preference to power absorption means, energy loss due to charge / discharge operation in the power absorption means can be suppressed, and fuel consumption can be reduced. An electric train that can reduce consumption can be realized.

  In other words, according to the present embodiment, the regenerative brake power can be preferentially used in the auxiliary machine, etc., so that the fuel consumption can be reduced and the power supply source to the auxiliary machine can be obtained by control transmission by serial communication or the like. Since there is no need to switch the inverter device (regenerative brake) to the converter device (engine generated power), it is possible to realize an electric pneumatic vehicle with high DC voltage control stability.

  Furthermore, unlike the above-described first embodiment, it is possible to absorb a surplus of regenerative brake power that cannot be consumed by the auxiliary device by the power absorbing means, so that it is possible to generate a large regenerative brake force.

  FIG. 5 is a block diagram showing a control method in the second embodiment of the electric vehicle drive system of the present invention.

  The filter capacitor voltage Ecf1 is a DC side voltage of the converter device 3 detected by a voltage detector 19a (not shown). Further, the target value setter 31 sets a lower limit voltage limit value V_lower for lower limit control so that the DC section voltage described later does not fall below a predetermined value. The switch 32a receives the converter gate start signal GST_cnv as a switching input, the filter capacitor voltage Ecf1 when GST_cnv = 0, the lower limit voltage limit value V_lower when GST_cnv = 1, and the lower limit voltage limit control target value (3) V_cnv3 Output as. The change rate limiter 33a receives the lower limit voltage limit control target value (3) V_cnv3, limits the change rate to a predetermined value or less, and outputs the lower limit voltage limit control target value (2) V_cnv2. Thus, when the output of the switch 32a switches the filter capacitor voltage Ecf1 and the lower limit voltage limit value V_lower according to the converter gate start signal GST_cnv and outputs the lower limit voltage limit control target value (2) V_cnv2, the output value The change should not exceed the range that the lower limit voltage limit control described later can follow. The high level selector 34 selects the smaller one of the filter capacitor voltage Ecf1 and the lower limit voltage limit control target value (2) V_cnv2, and outputs it as the lower limit voltage limit control target value (1) V_cnv1.

  The adder / subtracter 35a subtracts the filter capacitor voltage Ecf1 from the lower limit voltage limit control target value (1) V_cnv1, and outputs a lower limit voltage limit control amount delta_V_cnv. The stabilization controller 36a calculates the lower limit voltage limit control operation amount Tqp_cnv for stably converging the lower limit voltage limit control target value (1) V_cnv1 to zero. The converter current controller 37 includes a lower limit voltage limit control operation amount Tqp_cnv, generator currents Iu1, Iv1, Iw1 detected by current detection values 16c, 16d, 16e (not shown), and a speed detector 10a (not shown). Based on the detected generator speed pulse signal PLS_gen, a converter voltage command value Vp_cnv for realizing voltage control in the converter main circuit 14 is calculated from the generator rotor frequency FR_gen calculated by the speed calculator 20a.

  With the above configuration, when the filter capacitor voltage Ecf1 tries to fall below the lower limit voltage limit value V_lower, the target value of the lower limit voltage limit control is V_lower, and the stabilization controller is set so that the filter capacitor voltage Ecf1 follows V_lower. The constant voltage control 36a realizes the lower limit voltage limit control that prevents the filter capacitor voltage Ecf1 from continuing below V_lower. On the other hand, when the filter capacitor voltage Ecf1 is not smaller than the lower limit voltage limit value V_lower, the lower limit voltage limit control is performed by setting the target value of the lower limit voltage limit control as the filter capacitor voltage Ecf1 and making the target value and detection value the same. Do not do.

  The filter capacitor voltage Ecf2 is a DC side voltage of the inverter device 4 detected by a voltage detector 19b (not shown). Further, the target value setting unit 38 sets an upper limit voltage limit value V_upper for performing upper limit control so that the DC section voltage described later does not exceed a predetermined value. The switch 32b receives the chopper gate start signal GST_chp as a switching input, the filter capacitor voltage Ecf2 when GST_chp = 0, the upper limit voltage limit value V_upper when GST_chp = 1, and the upper limit voltage limit control target value (3) V_chp3 Output as. The change rate limiter 33b receives the upper limit voltage limit control target value (3) V_chp3 as input, limits the change rate to a predetermined value or less, and outputs the upper limit voltage limit control target value (2) V_chp2. Thereby, when the output of the switch 32b switches the filter capacitor voltage Ecf2 and the upper limit voltage limit value V_upper according to the chopper gate start signal GST_chp and outputs the upper limit voltage limit control target value (2) V_chp2, the output value The change is made not to exceed the range that can be followed by the upper limit voltage limit control described later. The low level selector 39 selects the smaller one of the filter capacitor voltage Ecf2 and the upper limit voltage limit control target value (2) V_chp2 and outputs it as the upper limit voltage limit control target value (1) V_chp1.

  The adder / subtractor 35b subtracts the filter capacitor voltage Ecf2 from the upper limit voltage limit control target value (1) V_chp1 and outputs the upper limit voltage limit control amount delta_V_chp. The stabilization controller 36b calculates an upper limit voltage limit control operation amount Tqp_chp for stably converging the upper limit voltage limit control target value (1) V_chp1 to zero.

  The chopper current controller 41 calculates a chopper conduction rate command value γ_chp for realizing current control in the chopper device 26 from the upper limit voltage limit control operation amount Tqp_chp and the generator current I_chp detected by the current detection value 16i (not shown). calculate.

  By the operation of this control block, when the filter capacitor voltage Ecf2 tries to exceed the upper limit voltage limit value V_upper, the stabilization control is performed so that the target value of the upper limit voltage limit control is V_upper and the filter capacitor voltage Ecf2 follows V_upper. The constant voltage control of the unit 36b realizes an upper limit voltage limit control that prevents the filter capacitor voltage Ecf2 from continuously exceeding V_upper. On the other hand, when the filter capacitor voltage Ecf2 is not larger than the lower limit voltage limit value V_upper, the upper limit voltage limit control is performed by setting the target value of the upper limit voltage limit control to the filter capacitor voltage Ecf2 and making the target value and detection value the same. Do not do.

  According to the above configuration, the converter device that converts engine generated power into direct current, the inverter device that drives the motor based on the direct current power, and the auxiliary power supply device that generates power necessary for the auxiliary device based on the direct current power are provided. In electric trains, when switching the power supply to the auxiliary load during braking from the inverter device (regenerative brake) to the converter device (engine generated power), the upper limit voltage of the DC power part connecting the inverter device and the converter device is set. As a control system that limits the lower limit voltage by the converter device and keeps the DC voltage within a predetermined value, the power supply source of the auxiliary power supply is changed from the inverter device (regenerative brake) to the converter device (engine Can provide a simple and highly stable control system for electric powered vehicles.

  In addition, in an electric powered vehicle equipped with power absorption means, by supplying regenerative brake power to auxiliary machine power consumption in preference to power absorption means, energy loss due to charge / discharge operation in the power absorption means can be suppressed, and fuel consumption can be reduced. An electric train that can reduce consumption can be realized.

  In other words, according to the present embodiment, the regenerative brake power can be preferentially used in the auxiliary machine, etc., so that the fuel consumption can be reduced and the power supply source to the auxiliary machine can be obtained by control transmission by serial communication or the like. Since there is no need to switch the inverter device (regenerative brake) to the converter device (engine generated power), it is possible to realize an electric pneumatic vehicle with high DC voltage control stability.

  FIG. 6 is a diagram showing an operation example in the second embodiment of the electric vehicle drive system of the present invention.

  The horizontal axis shows the passage of time, and the vertical axis shows the movement of each signal.

  At time t0, the vehicle is coasting at a speed V0. At this time, the converter torque current command Tqp_cnv outputs the load torque Tqp_cnv0 for sharing the auxiliary machine power consumption with the converter generated power, and performs the power generation operation at a predetermined generator rotor frequency. This load torque Tqp_cnv0 is calculated by the stabilization controller 36a (not shown) as the lower limit voltage limit control operation amount so that the filter capacitor voltage Ecf1 does not fall below the lower limit voltage limit value V_lower. Control. The inverter torque current command Tqp_inv is coasting and is zero.

  At time t1, the inverter torque command Tqp_inv is raised to operate the regenerative brake when the brake starts. At this time, the auxiliary machine power consumption load is borne by the converter generated power, and the filter capacitor voltage Ecf1 is pushed up by the regenerative brake power. When the filter capacitor voltage Ecf1 becomes larger than the lower limit voltage limit value V_lower, the lower limit voltage limit control stops, so that the regenerative brake power is consumed by the auxiliary power consumption load. However, the power auxiliary machine power consumption load is often smaller than the regenerative brake power, and the filter capacitor voltage Ecf1 is further pushed up.

  At time t2, the pushed-up filter capacitor voltage Ecf1 reaches the upper limit voltage limit value V_upper. The upper limit voltage limit control is started, and the chopper current I_chp is raised so that the filter capacitor voltage Ecf1 does not exceed the upper limit voltage limit value V_upper, and the regenerative braking power that cannot be consumed by the auxiliary machine power consumption is discharged by the power absorbing means 27. . The chopper current I_chp is controlled to be stabilized by the chopper means 26 in accordance with the chopper conduction rate γ_chp calculated by the chopper current controller 41 by the upper limit voltage limit control. Since the regenerative brake power decreases as the speed decreases, the chopper current I_chp gradually decreases, and the power storage in the power absorption means 27 is charged.

  At time t3, the regenerative brake power is equal to the auxiliary machine power consumption, and when it further decelerates, it falls below the auxiliary machine power consumption. The filter capacitor voltage Ecf1 is smaller than the upper limit voltage limit value V_upper. The upper limit voltage limit control stops and the filter capacitor voltage Ecf1 continues to decrease further.

  At time t4, the filter capacitor voltage Ecf1 drops to the lower limit voltage limit value V_lower, and the lower limit voltage limit control is started again. Thus, converter torque current command Tqp_cnv outputs load torque Tqp_cnv0 for sharing auxiliary machine power consumption with converter generated power.

  At time t5, the vehicle stops, the velocity Velocity VEL falls to 0, and the inverter torque command Tqp_inv falls to 0. Converter torque current command Tqp_cnv continuously outputs load torque Tqp_cnv0 for sharing auxiliary machine power consumption with converter generated power.

DESCRIPTION OF SYMBOLS 1 Engine apparatus 2 Generator 3 Converter apparatus 4 Inverter apparatus 5 Electric motor 6 Reduction gear 7 Wheel shaft 9 System integrated control part 10 Speed detector 11 Driver's cab 12 Engine 13 Engine control apparatus 14 Converter main circuit 15 Inverter main circuit 16 Current detector 17 Filter capacitor 18 Resistor 19 Voltage detector 20 Speed calculation unit 21 Current command generation unit 22 PWM control unit 24 Auxiliary power supply inverter device 25 Transformer 31, 38 Target value setter 32 Switch 33 Change rate limiter 34 High level selector 35 Adder / Subtractor 36 Stabilization Controller 37 Converter Current Controller 39 Low Level Selector 40 Inverter Current Controller 41 Chopper Current Controller

Claims (8)

First power conversion means for converting AC power generated by a generator driven by the engine into DC power; second power conversion means for converting the DC power into AC power and controlling the motor;
Auxiliary power supply means for supplying power to the auxiliary machine with the DC power as an input, voltage detection means for detecting the voltage of the DC power, first control means for controlling the first power conversion means, In a railway vehicle drive system comprising second control means for controlling the second power conversion means,
The first control means includes a first voltage threshold that is a lower limit value for the voltage information detected by the voltage detection means,
The second control means includes a second voltage threshold that is an upper limit value for the voltage information detected by the voltage detection means,
The second voltage threshold is a voltage value larger than the first voltage threshold ,
When the second power conversion means performs a regenerative operation and the voltage of the DC power becomes smaller than the first voltage threshold, the first control means Adjusting the output of the first power conversion means so that is equal to or greater than the first voltage threshold,
In the case where the second power conversion means performs a regenerative operation and the voltage of the DC power becomes larger than the second voltage threshold, the second control means Adjusting the output of the second power conversion means so that is less than or equal to the second voltage threshold . The railway vehicle drive system according to claim 1,
The first control means sets the output voltage of the first power conversion means to a voltage value detected by the voltage detection means when the voltage of the DC power is larger than the first voltage threshold. A drive system for railway vehicles. First power conversion means for converting AC power generated by a generator driven by the engine into DC power; second power conversion means for converting the DC power into AC power and controlling the motor;
Auxiliary power supply means for supplying power to the auxiliary equipment with the DC power as input, a power absorption means for charging / discharging the DC power, a third power conversion means for adjusting power to be charged / discharged, and the DC power Voltage detecting means for detecting the voltage of the first power, first control means for controlling the first power conversion means, second control means for controlling the second power conversion means, and the third power conversion. A railroad vehicle drive system comprising: a third control means for controlling the means;
The first control means includes a first voltage threshold that is a lower limit value for the voltage information detected by the voltage detection means,
The third control means includes a third voltage threshold that is an upper limit value for the voltage information detected by the voltage detection means,
The third voltage threshold is a voltage value larger than the first voltage threshold,
When the second power conversion means performs a regenerative operation and the voltage of the DC power becomes smaller than the first voltage threshold, the first control means Adjusting the output of the first power conversion means so that is equal to or greater than the first voltage threshold,
When the second power conversion means performs a regenerative operation and the voltage of the DC power becomes larger than the third voltage threshold, the third control means Adjusting the output of the third power conversion means so that is less than or equal to the third voltage threshold . The drive system for a railway vehicle according to claim 3,
The first control means sets the output voltage of the first power conversion means to a voltage value detected by the voltage detection means when the voltage of the DC power is larger than the first voltage threshold. A drive system for railway vehicles. A railway vehicle equipped with the railway vehicle drive system according to any one of claims 1 to 4, the engine, the generator, the electric motor, and the auxiliary machine. First power conversion means for converting AC power generated by a generator driven by the engine into DC power; second power conversion means for converting the DC power into AC power and controlling the motor;
In a drive control method for a railway vehicle, comprising: auxiliary power supply means for supplying power to an auxiliary machine with the DC power as input; and voltage detection means for detecting the voltage of the DC power.
When the second power conversion means performs a regenerative operation, and the detection voltage value of the voltage detection means becomes smaller than a first predetermined value, the voltage of the DC power is changed to the first predetermined voltage. Controlling the first power conversion means to generate electric power from the generator so as to be equal to or greater than a value,
When the second power conversion means performs a regenerative operation and the detection voltage value of the voltage detection means becomes larger than a second predetermined value larger than the first predetermined value, the DC A drive control method for a railway vehicle, characterized in that the electric power generated from the electric motor is adjusted by controlling the second electric power conversion means so that the voltage of electric power is not more than the second predetermined value. First power conversion means for converting AC power generated by a generator driven by the engine into DC power; second power conversion means for converting the DC power into AC power and controlling the motor;
Auxiliary power supply means for supplying power to the auxiliary equipment with the DC power as input, a power absorption means for charging / discharging the DC power, a third power conversion means for adjusting power to be charged / discharged, and the DC power A voltage detection means for detecting the voltage of the railway vehicle,
When the second power conversion means performs a regenerative operation, and the detection voltage value of the voltage detection means becomes smaller than a first predetermined value, the voltage of the DC power is changed to the first predetermined voltage. Controlling the first power conversion means to generate electric power from the generator so as to be equal to or greater than a value,
When the second power conversion means performs a regenerative operation, and the detected voltage value of the voltage detection means becomes larger than a second predetermined value larger than the first predetermined value, the direct current A drive control method for a railway vehicle, wherein the third power conversion means is controlled to charge the power absorption means so that the voltage of the electric power is not more than the second predetermined value.
In the railroad vehicle drive control method according to claim 6 or 7,
  When the detected voltage value of the voltage detection means is larger than a first predetermined value, the output from the first power conversion means is reduced to give priority to the power output from the first power conversion means. A railroad vehicle drive control method, characterized by being supplied to the auxiliary machine.