JP7289774B2 - RAIL VEHICLE DRIVING SYSTEM AND RAIL VEHICLE DRIVING METHOD - Google Patents

Description

The present invention relates to a railway vehicle drive system and a railway vehicle drive method.

Drive systems for rail vehicles are commonly provided with current interrupters. As an example of current breakers, for example, current breakers disclosed in Patent Documents 1 and 2 are known.

JP 2004-096877 A JP 2006-067732 A

The inventors of the present application have made intensive studies on the practical application of a railway vehicle drive system in which a semiconductor current reducer is used as a current breaker to downsize a filter reactor, and as a result, the following knowledge has been obtained.

A main circuit of a railroad vehicle drive system generally has a filter capacitor and a filter reactor that suppress voltage pulsation generated when an inverter whose load is an electric motor that drives the railroad vehicle is operated. Filter reactors play a role in reducing current and voltage pulsations that occur during running, as well as suppressing large short-circuit currents from flowing from overhead lines when high and low potentials are short-circuited in the main circuit. The inductance value required for such a role is generally 8 mH to 12 mH, and therefore the volume and mass of the filter reactor are large. For example, the volume and mass of the filter reactor occupies about 1/2 to 1/3 of the entire drive system except for the electric motor.

Therefore, if the size of the filter reactor can be reduced, it contributes to the size reduction of the entire drive system.

In order to downsize the filter reactor, it is necessary to set a small inductance value. However, when the inductance of the filter reactor is reduced, the performance of the filter including the filter capacitor and the filter reactor, that is, the performance of suppressing an increase in retrace current noise, which is a harmonic voltage generated from the inverter and output to the retrace line, deteriorates. end up This can lead to erratic operation of signaling equipment on the track circuit.

Therefore, when the inductance of the filter reactor is reduced, it is necessary to mount in the drive system means for reducing the retrace current noise to a specified value or less that does not affect the operation of the signal device. One of such means is an active filter that reduces the retrace current noise by injecting a current having the opposite phase of the retrace current noise.

In a system that uses an active filter to suppress the effects of a low-inductance filter reactor, it is necessary to keep the retrace current noise below a specified value through normal operation of the active filter. Therefore, the active filter should basically be in operation when the path from the current collector to the return line is conducting. If it is unavoidable to stop the active filter, the stop time must be limited to a period of time that does not cause malfunction of the signal equipment.

Furthermore, as the inductance of the filter reactor is reduced, the amount of change in current per unit time flowing from the overhead wire increases when a failure or ground fault occurs in the drive system. Normally, the current flowing from overhead lines is interrupted by a mechanical device such as a high-speed circuit breaker. However, due to the low inductance of the filter reactor, the amount of change in the current flowing from the overhead wire per unit time increases, so the breaking speed of the mechanical circuit breaker is not enough to cut off the current in time, causing a large current to flow from the overhead wire. , there is concern that the allowable current of the substation will be exceeded.

Therefore, by combining a semiconductor type current reducer and a mechanical circuit breaker, the breaking speed can be increased compared to a single mechanical circuit breaker, reducing both the inductance value of the filter reactor and the breaking current. be able to.

As described above, in order to reduce the inductance of the filter reactor, it is necessary to simultaneously mount the active filter and the semiconductor current reducer in the drive system.

Among them, the active filter is connected to a secondary winding magnetically coupled to the main winding of the filter reactor, and injects a noise reverse-phase current for reducing retrace current noise through the secondary winding. Since magnetic coupling transfers energy in both directions, if the current flowing through the main winding of the filter reactor changes over time, the current may also flow into the active filter via magnetic coupling, causing the active filter to burn out. .

In the operation sequence of the railway vehicle main circuit, there are cases where it is unavoidable that an overhead wire current surge occurs, such as when a filter capacitor is charged. Moreover, a sudden change in the overhead wire current that occurs when the current collector is reconnected to the overhead wire after being detached from the overhead wire is an unavoidable phenomenon in the operation of railway vehicles.

From the above, it is a problem to suppress the surge current flowing into the active filter due to the overhead wire current fluctuation without stopping the operation of the active filter more than the time when the signal equipment does not malfunction.

The present invention has been made in consideration of the above points, and prevents surge currents from flowing into the active filter due to fluctuations in overhead line current without stopping the operation of the active filter for a period of time that does not cause signal equipment malfunction. It is an object to provide a rail vehicle drive system and a method for driving a rail vehicle with restraint.

In order to solve such a problem, in one aspect of the present invention, a railway vehicle drive system includes a circuit breaker that cuts off DC power from an overhead wire, and an AC power that is converted from the DC power to an electric motor that drives the railway vehicle. a main circuit having an inverter that supplies the line breaker and a filter reactor and a filter capacitor that are interposed between the line breaker and the inverter to suppress voltage pulsation generated when the inverter operates; a semiconductor current reducer provided in the main circuit and having a semiconductor switch element connected in series with the inverter and a resistor connected in parallel with the semiconductor switch element; and a return current generated by the inverter. and an active filter device that performs a noise reduction operation to suppress noise, and when the DC current from the overhead wire changes with a time slope exceeding a predetermined threshold, the semiconductor switch element is in an off state and the active filter After starting the noise reduction operation of the active filter device from the stop state of the noise reduction operation of the device, the semiconductor switch element is brought into a steady ON state.

According to the present invention, for example, it is possible to suppress the inflow of surge current into the active filter due to fluctuations in overhead wire current without stopping the operation of the active filter for a period of time when signal equipment does not malfunction. That is, it is possible to provide a railway vehicle drive system capable of maximizing the operable time of the active filter while suppressing interference with signal equipment. In addition, since it is possible to suppress the surge current that flows into the active filter due to fluctuations in the overhead wire current, it is possible to protect the active filter from disturbances caused by the overhead wire current without increasing the cost, weight, or size of the active filter. can.

1 is a diagram showing an example of a configuration of a drive system for a railway vehicle (electric vehicle) according to Embodiment 1; FIG. 4 is a diagram showing an example of a timing chart representing control of each device (at the time of charging a filter capacitor) that constitutes the drive system in the first embodiment; FIG. FIG. 10 is a diagram showing an example of a timing chart representing control of each device constituting the drive system in Embodiment 2 (at the time of occurrence of a sudden change in main circuit input current (trolley current Is) during inverter operation of the drive system). FIG. 11 is a diagram showing an example of a timing chart representing control of each device constituting the drive system (at the time of sudden change in main circuit input current (trolley current Is) during inverter operation of the drive system) in Example 3; FIG. 11 is a diagram showing an example of a configuration of a drive system for a railway vehicle according to a fourth embodiment;

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same or similar elements and processes are denoted by the same reference numerals, and redundant description is omitted. Further, in the embodiments described later, only differences from the previously described embodiments will be described, and redundant description will be omitted.

The following description of the embodiments and the configurations and processes shown in the respective drawings are intended to outline the embodiments to the extent necessary for understanding and implementing the present invention, and are intended to limit the embodiments according to the present invention. not intended to do so. Further, each embodiment and each modification can be combined in whole or in part without departing from the gist of the present invention and within a mutually compatible range.

Hereinafter, a first embodiment in which surge current flow into the active filter 51 is suppressed when the filter capacitor 6 (FC) included in the drive system 1 of the railway vehicle is charged, and the active filter 51 is quickly started to operate will be described with reference to FIGS. Description will be made with reference to FIG.

<Configuration of Drive System 1 of Embodiment 1>
FIG. 1 is a diagram showing an example of a configuration of a drive system 1 for a railway vehicle (electric vehicle) according to a first embodiment. As shown in FIG. 1, the drive system 1 includes a semiconductor current reducer 2 (SHB) and an active filter 51 (AF). The drive system 1 is a 1C4M control system that drives one or a plurality of main motors 15 (MM1 to MM4 in this embodiment) by power supplied from overhead wires via a current collector 13 (PAN), but is not limited to this. ) to drive the railway vehicle.

Electric power supplied from the overhead wire via the current collector 13 is input to the power unit 4 via the current breaker 7 (LB1, LB2), the semiconductor current reducer 2, the filter reactor 5, and the filter capacitor 6. The power unit 4 converts the input DC power into three-phase AC power and supplies it to the main motor 15 . Filter reactor 5 and filter capacitor 6 suppress voltage pulsation that occurs when the inverter of power unit 4 operates.

On the other hand, on the ground side, the drive system 1 has a ground switch 8 (GS) for electrically disconnecting the return line of the power supply and the ground of the main circuit. The drive system 1 also includes an overvoltage protection circuit 3 (OVT) including an overvoltage discharge element (OVTr), a discharge resistor (OVRe), and a voltmeter 12 (DCPT2), a series-connected discharge switch (DS) 9 and It has a discharge resistor (DCHRe) 10 and a voltmeter 11 (DCPT1).

The semiconductor current reducer 2 is for the purpose of limiting fault current at high speed in the event of a short-circuit fault in the semiconductor switch elements that make up the power unit 4 or a ground fault from the wiring in the main circuit to the main circuit housing. be provided. The semiconductor current reducer 2 turns on both the semiconductor switch element 101 (SHBTr1) and the semiconductor switch element 102 (SHBTr2) during current conduction operation during normal operation, and conducts overhead line current via the semiconductor switch element 101. .

In addition, when the above-described fault current occurs, the semiconductor current reducer 2 commutates the overhead line current to the resistor 111 (CHRe/DRe) by turning off both the semiconductor switch element 101 and the semiconductor switch element 102. do. Since the overhead line current starts to flow through the resistor 111, the fault current stops increasing and begins to decrease. By turning off the current breaker 7 after the overhead wire current has attenuated to a level at which the current breaking capability of the current breaker 7 is sufficient, the overhead wire current is interrupted.

The active filter 51 uses a current sensor (not shown) to detect retrace line current noise contained in the overhead line current, calculates an output necessary to cancel this noise, and outputs the output based on the calculation result through an AC switch 53. Then, the noise reduction operation to supply the secondary winding 52 (FL2) provided in the filter reactor 5 (FL1) of the main circuit is performed. The output of the active filter 51 is injected into the trolley current path through the magnetic coupling between the filter reactor 5 and the secondary winding 52 to reduce retrace current noise.

The transmission path of the overhead line current and the output terminal of the active filter 51 are coupled via magnetic coupling between the filter reactor 5 and the secondary winding 52 as described above. Therefore, if the overhead wire current changes sharply, the current passing through the filter reactor 5 changes sharply, and a surge voltage/current flows into the output terminal of the active filter 51, possibly damaging the circuit of the active filter 51. Therefore, means for reducing the surge entering the active filter 51 is required.

Several means are conceivable for surge suppression. Possible countermeasures on the active filter 51 side include the following means. A first means is to increase the rating of the elements used in the active filter 51 to enhance the withstand voltage and withstand current characteristics. The second means, as shown in FIG. 1, is to provide an AC switch 53 (ACSW) that disconnects the output terminal of the active filter 51 from the secondary winding 52, and turn off the AC switch 53 when an overcurrent occurs to suppress the surge. It is to block the intrusion route.

The AC switch 53 is desirably connected in parallel with an active filter current reducing resistor 54 (AFDRe). By connecting the active filter current reducing resistor 54, the voltage applied to both ends of the AC switch 53 can be suppressed when the overhead line current changes sharply while the AC switch 53 is off. can reduce the withstand voltage specification required for

As the resistance value of the active filter current reducing resistor 54 decreases, the voltage applied to both ends of the AC switch 53 decreases, but the current value flowing into the output terminal of the active filter 51 increases, and the AC switch 53 has an AF protection function. decreases. Therefore, the resistance value of the active filter current reducing resistor 54 needs to be determined in consideration of both the overcurrent tolerance of the active filter 51 and the overvoltage tolerance of the AC switch 53 .

The railway vehicle drive system 1 is a large-current system in which an overhead wire current of the order of 1000 A flows even during normal operation, and therefore the time gradient (dIs/dt) of the overhead wire current Is is large. For this reason, the first means described above is not practical because the increase in the element rating of the active filter 51 causes a large increase in mass and cost.

In the above-described second means, while the AC switch 53 is turned off, the active filter 51 can be protected from overcurrent, but the original function of the active filter 51, which is the reduction of retrace current noise, cannot be performed. There is a problem. In order to keep the intensity of the return line current noise below the specified value of disturbance of the signal equipment, when the current path from the current collector 13 to the return line is conducting, that is, the current breaker 7 and the semiconductor current reducer 2 are configured. When both the semiconductor switch element 101 and the semiconductor switch element 101 are turned on, the active filter 51 basically needs to be in operation. When temporarily stopping the operation of the active filter 51 is unavoidable, it is necessary to restart the operation of the active filter 51 within a time period that does not affect the signal equipment.

On the other hand, as surge suppressing means on the main circuit side, the operating sequence of the semiconductor switch elements constituting the semiconductor current reducer 2 can reduce the time gradient (dIs/dt) of the overhead line current Is. When a sudden change in overhead line current is detected, the semiconductor switch element 101 is turned off while the semiconductor switch element 102 is on, and the overhead line current is commutated to the resistor 112, thereby suppressing the current change. . As a result, the change in the current in the filter reactor 5 is suppressed, so the intensity of the inrush voltage/current flowing into the active filter 51 is also suppressed.

By chopping the semiconductor switch element 101, an intermediate resistance value between the parallel combined resistance of the resistors 111 and 112 and 0Ω can be artificially created. The resistance value of the commutation destination of the overhead wire current can be continuously changed, and the fluctuation of the overhead wire current when the semiconductor switch element 101 is turned on can be suppressed. When the semiconductor switch element 101 is turned on after the commutation of the wire current to the resistor 112, the resistance value of the commutation destination instantaneously changes to 0Ω. However, by changing the duty ratio of the chopping operation stepwise with time, the resistance value of the commutation destination can be changed continuously, and the surge can be suppressed without sudden changes in the current.

<Control when charging the filter capacitor>
Next, with reference to FIG. 2, the operation of each device constituting the drive system 1 during charging of the filter capacitor 6 (FC) will be described. FIG. 2 is a diagram showing an example of a timing chart representing control of each device (at the time of charging the filter capacitor) constituting the drive system 1 according to the first embodiment. The horizontal axis t in the drawing represents time.

Although not shown, the drive system 1 includes a current breaker 7, semiconductor switch elements 101 and 102, an active filter 51, an AC switch 53, an inverter (INV) gate of the power unit 4, various ammeters, It has a control logic unit that controls various voltmeters. However, the control form of each device is not limited to this.

As shown in FIG. 2, in the initial state (t0), the current breaker 7 (LB1, LB2) and the semiconductor switch element 101 (SHBTr1) and semiconductor switch element 102 (SHBTr2) of the semiconductor current reducer 2 are in the off state. is. In the initial state (t0), the AC switch 53 is turned off, the output gain of the active filter 51 is set to 0%, and the active filter 51 is protected. At t1, when the line breaker 7 (LB1, LB2) is turned on, charging of the filter capacitor 6 (FC) is started via the resistor 111 (CHRe/DRe), which is a current limiting resistor for charging, After that, the voltage Ecf of the filter capacitor 6 (FC) rises.

For a while (t1 to t2) from the start of charging the filter capacitor 6 (FC), the time gradient (dIs/dt) of the overhead wire current Is due to the charging current is large. At this time, when the AC switch 53 (ACSW) is turned on, an excessive current surge is applied to the active filter 51 (AF) via magnetic coupling between the filter reactor 5 (FL1) and the secondary winding 52 (FL2). Because of the inflow, the AC switch 53 (ACSW) is kept off.

Further, the AF control gain (AF CONTROL GAIN) of the active filter 51 (AF) is set to 0%, and the active filter 51 (AF) causes the current to flow toward the secondary winding 52 (FL2) of the filter reactor 5 (FL1). will not be output. At this time, the AC switch 53 (ACSW) is in the OFF state, and the current path from the active filter 51 (AF) to the secondary winding 52 (FL2) is blocked. outputs a current toward the secondary winding 52 (FL2), there is a possibility that an overvoltage will occur in the active filter 51 (AF) and the active filter 51 (AF) will be damaged.

Then, at t2 when the time slope (dIs/dt) of the overhead wire current Is converges to a level at which the active filter 51 (AF) is not damaged even if the AC switch 53 (ACSW) is turned on, the AC switch 53 (ACSW) is turned on. After t2, the AF control gain (AF CONTROL GAIN) indicating the output of the active filter 51 (AF) is gradually increased, and the retrace current noise reduction operation of the active filter 51 (AF) is started.

At t3 when the AF control gain (AF CONTROL GAIN) of the active filter 51 (AF) has increased to the value necessary to reduce the retrace current noise so as not to affect the signal equipment, the semiconductor current reducer 2 Semiconductor switch element 101 (SHBTr1) and semiconductor switch element 102 (SHBTr2) are turned on. When both the semiconductor switch element 101 (SHBTr1) and the semiconductor switch element 102 (SHBTr2) are turned on, the inverter (INV) of the main circuit is gate-started (INVERTER GATE START ON) at t4, and the railcar runs.

The time slope (dIs/dt) of the overhead wire current Is is determined by the current sensor output for output control of the active filter 51, the voltage across the filter reactor 5, the voltage across the secondary winding 52 of the filter reactor 5, the voltage across the secondary winding 52 of the filter reactor 5, the filter capacitor 6 may be detected by indirect means such as the voltage of

According to this embodiment, as shown in FIG. 2, by controlling the semiconductor current reducer 2 (SHB) and the active filter 51 (AF), from the start of charging of the filter capacitor 6 to the start of operation of the active filter 51 time can be minimized.

Next, FIG. 3 shows a second embodiment in which the operation of the active filter 51 is stopped in order to avoid surge current flowing into the active filter 51 when the overhead wire current changes suddenly, and then the operation of the active filter 51 is restarted promptly. will be used for explanation. FIG. 3 is a diagram showing an example of a timing chart representing the control of each device constituting the drive system 1 in the second embodiment (when a sudden change occurs in the main circuit input current (trolley current Is) during inverter operation of the drive system 1). is. In the second embodiment, differences from the first embodiment will be mainly described, and descriptions of common points with the first embodiment will be omitted or simplified. The configuration of the drive system 1 of the second embodiment is the same as that of the first embodiment.

As shown in FIG. 3, during steady power running operation (t10 to t11), overhead line current Is>0, and semiconductor switch element 101 (SHBTr1) and semiconductor switch element 102 (SHBTr2) are both on. From t10 to t11, the active filter 51 operates to reduce retrace current noise so as not to affect signal equipment, AC switch 53 (ACSW) is on, AF control gain (AF CONTROL GAIN) is 100%.

Here, when a sudden change in the overhead line voltage occurs (t11), the overhead line current Is increases with a large time change (dIs/dt) (t11 to t12). When it is detected that the overhead wire current Is has changed with time with a time gradient exceeding a predetermined threshold (t12), the AC switch 53 (ACSW) is turned off to cut off the inrush current path to the active filter 51, By setting the AF control gain (AF CONTROL GAIN) of the active filter 51 to 0%, the active filter 51 stops operating and is protected. At the same time, the semiconductor switch element 101 (SHBTr1) is turned off to commutate the wire current Is to the resistor 112 . Here, since the magnitude relationship of the resistance values is resistor 111>resistor 112, the commutated overhead wire current Is preferentially flows through the resistor 112. FIG. Since the overhead wire current Is flows through the resistor 112, the time gradient of the overhead wire current Is converges within a predetermined range.

When it is detected that the time slope of the overhead wire current Is has converged to a level at which the active filter 51 is not damaged even if it is operated (t13), the AC switch 53 (ACSW) is turned on. After t13, the AF control gain (AF CONTROL GAIN) of the active filter 51 is gradually increased from 0% and returns to 100%.

After t13, when the time slope of the overhead line current Is converges to a level at which the active filter 51 is not damaged even if the semiconductor switch element 101 (SHBTr1) is chopped (t14), the semiconductor switch element 101 (SHBTr1) ) is performed (t14-t15). After the chopping operation starts, the duty ratio (Duty (SHBTr1)) of the semiconductor switch element 101 (SHBTr1) is gradually increased and returned to 100%, that is, the steady ON state.

When semiconductor switch element 101 (SHBTr1) returns to the steady ON state (t16), drive system 1 returns to the same state as t10, and returns to the normal power running state.

In the sequence shown in FIG. 3, when it is detected that the time slope (dIs/dt) of the overhead wire current Is exceeds a predetermined threshold (t13), the chopping operation is not immediately performed, and commutation to the resistor 112 is performed. is performed first because if the chopping operation is performed before the time gradient (dIs/dt) converges within a predetermined range, a large-amplitude current oscillation at the chopping frequency flows as the overhead wire current Is, which can damage the active filter 51. This is because of the nature of By performing the chopping operation of the semiconductor switch element 101 (SHBTr1) after the time change of the overhead line current Is has sufficiently converged by the resistive commutation, the semiconductor switch element 101 (SHBTr1) can smoothly operate without damaging the active filter 51. can be returned to the steady-on state.

According to this embodiment, the time from when the semiconductor current reducer 2 (SHB) is activated and the active filter 51 (AF) is deactivated when a sudden change in overhead line current is detected until the active filter 51 resumes operation is Inflow of surge current to the active filter 51 due to fluctuations in overhead line current can be suppressed without increasing the time to prevent signal equipment from malfunctioning.

In the second embodiment, the chopping operation of the semiconductor switch element 101 (SHBTr1) is started after the AC switch 53 (ACSW) is turned on and the AF control gain (AF CONTROL GAIN) starts to rise. After starting the chopping operation of the element 101 (SHBTr1), the AC switch 53 (ACSW) may be turned on and the AF control gain (AF CONTROL GAIN) may be started to rise. This case will be described as Example 3 with reference to FIG.

FIG. 4 is a diagram showing an example of a timing chart showing control of each device constituting the drive system 1 according to the third embodiment (when a sudden change occurs in the main circuit input current (trolley current Is) during inverter operation of the drive system). be. In the third embodiment, differences from the second embodiment will be mainly described, and descriptions of common points with the second embodiment will be omitted or simplified. The configuration of the drive system 1 of the third embodiment is the same as that of the first embodiment.

A steep time gradient (dIs/dt) of the overhead wire current Is occurs (t31), and when it is detected that the time gradient of this overhead wire current Is exceeds a predetermined threshold (t32), the AC switch 53 (ACSW) is turned on. The active filter 51 is protected by setting the AF control gain of the off/active filter 51 to 0%. At the same time, the semiconductor switch element 101 (SHBTr1) is turned off to commutate the wire current Is to the resistor 112 .

Although the time gradient of the overhead wire current Is has not converged within the predetermined range in which the operation of the active filter 51 can be resumed, the level is such that the active filter 51 is not affected even if the semiconductor switch element 101 (SHBTr1) is chopped. When it converges within the range, the chopping operation of semiconductor switch element 101 (SHBTr1) is started (t33). When the time slope of the overhead line current Is converges to a level that does not damage the active filter 51 even if the operation of the active filter 51 is restarted (t34), the AC switch 53 (ACSW) is turned on, and the AF control gain ( AF CONTROL GAIN) is gradually returned toward 100%. When the AF control gain (AF CONTROL GAIN) rises to 100% and the chopping operation of the semiconductor switch element 101 (SHBTr1) ends and the state becomes a steady ON state (t35), the drive system 1 changes to the same state as t30. state is restored.

In the chopping operation of the semiconductor switch element 101 (SHBTr1), the resistance value seen from both ends of the semiconductor current reducer 2 (SHB) is changed to the resistance value of the resistor to which the overhead wire current Is is commutated by turning off the semiconductor switch element 101 (SHBTr1). and 0Ω continuously. Therefore, during the chopping operation, a resistance is equivalently inserted at the connection position of the semiconductor current reducer 2 (SHB). In the region where the duty ratio (Duty (SHBTr1)) of the semiconductor switch element 101 (SHBTr1) is high, the equivalent resistance value of the semiconductor current reducer 2 (SHB) decreases, but the period becomes shorter than the time element of the signal device. By setting the chopping frequency so that , it is possible to prevent interference with the signal equipment. From the above, there is no problem even if the chopping operation of the semiconductor switch element 101 (SHBTr1) is performed before the active filter 51 (AF) is turned on according to this sequence.

As a modification of the method of configuring the semiconductor current reducer 2 in Examples 1 to 3, the configuration (second configuration) of the semiconductor current reducer 2D shown in FIG. 5 is conceivable. FIG. 5 is a diagram showing an example of the configuration of a railroad vehicle drive system 1D according to the fourth embodiment.

The semiconductor current reducer 2D provided in the drive system 1D is different from the configuration (first configuration) of the semiconductor current reducer 2 shown in FIG. The arrangement of the switch element 102 (SHBTr2) and the two resistors is different. In the form of FIG. 1, switching of the combined resistance of the resistors 111 and 112 by the semiconductor switch element 102 (SHBTr2) is performed by connecting resistors in parallel, whereas in the form of FIG. By short-circuiting both ends of one resistor 113 out of 113 and 114, the resistance value is switched.

Also in the embodiment of FIG. 5, by operating each element according to the timing charts shown in Examples 1 to 3, the same effect as described in Examples 1 to 3 can be obtained.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments 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. Also, as long as there is no contradiction, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, and to add the configuration of another embodiment to the configuration of one embodiment. Moreover, it is possible to add, delete, replace, integrate, or distribute a part of the configuration of each embodiment. Also, the configuration and processing shown in the embodiments can be appropriately distributed or integrated based on processing efficiency or implementation efficiency.

1, 1D: drive system, 2, 2D: semiconductor current reducer, 5: filter reactor, 6: filter capacitor, 7: current breaker, 13: current collector, 15: traction motor, 51: active filter, 52: Secondary winding 53: AC switch 54: Active filter current reducing resistor 101, 102: Semiconductor switch element 111, 112, 113, 114: Resistor

Claims (11)

A line breaker that cuts off DC power from overhead lines, an inverter that supplies AC power converted from the DC power to a motor that drives a railway vehicle, and the inverter that is interposed between the line breaker and the inverter. In a railway vehicle drive system including a main circuit having a filter reactor and a filter capacitor for suppressing voltage pulsation generated during operation,
a semiconductor current reducer provided in the main circuit and having a semiconductor switch element connected in series with the current breaker and the inverter; and a resistor connected in parallel with the semiconductor switch element; and the inverter. an active filter device that performs a noise reduction operation to suppress the generated retrace current noise,
When the DC current from the overhead wire changes with a time slope exceeding a predetermined threshold,
The semiconductor switch element is turned off, and the noise reduction operation of the active filter device is stopped, and after the noise reduction operation of the active filter device is started, the semiconductor switch element is brought into a steady on state. A drive system for railway vehicles. When charging the filter capacitor with DC power from the overhead line,
The semiconductor switch element is turned off, and the noise reduction operation of the active filter device is stopped, and after the noise reduction operation of the active filter device is started, the semiconductor switch element is brought into a steady on state. The railway vehicle drive system according to claim 1 . When the DC current from the overhead wire changes with a time slope exceeding the predetermined threshold during operation of the inverter,
turning off the semiconductor switch element and stopping the noise reduction operation of the active filter device;
The semiconductor switch element is turned off, and the noise reduction operation of the active filter device is stopped, and after the noise reduction operation of the active filter device is started, the semiconductor switch element is brought into a steady on state. The railway vehicle drive system according to claim 1 . After starting the noise reduction operation of the active filter device from a state in which the semiconductor switch device is off and the noise reduction operation of the active filter device is stopped, the duty ratio of the semiconductor switch device is changed stepwise with time. 4. The railway vehicle drive system according to claim 3, wherein the semiconductor switch element is brought into a steady ON state after performing a chopping operation in which the power is increased. After starting a chopping operation for increasing the duty ratio of the semiconductor switch element by changing stepwise with time from a state in which the semiconductor switch element is off and the noise reduction operation of the active filter device is stopped, the active filter 4. The railway vehicle drive system according to claim 3, wherein the semiconductor switch element is brought into a steady ON state after starting the noise reduction operation of the device. 6. The noise reduction operation of the active filter device is started at timing when the time gradient of the DC current converges within a range in which the active filter device is not damaged. of railway vehicle drive systems. After the noise reduction operation of the active filter device is started, at the timing when the output control gain of the active filter device increases to a value necessary for reducing retrace current noise to the extent that signal equipment is not affected, the semiconductor The railway vehicle drive system according to any one of claims 1 to 6, wherein the switch element is in a steady ON state. Chopping of the semiconductor switch element at the timing when the time gradient of the direct current converges within a range in which the active filter device is not damaged even if a chopping operation is performed to increase the conduction factor by changing the duty factor stepwise with time. The railway vehicle drive system according to any one of claims 4 to 7, characterized in that it starts to operate. The active filter device has an AC switch that disconnects its output terminal from the secondary winding of the filter reactor,
When the DC current from the overhead wire changes with a time slope exceeding the predetermined threshold, the AC switch is turned off and the output control gain of the active filter device is set to 0,
9. The method according to any one of claims 1 to 8, wherein when the noise reduction operation of the active filter device is performed, the AC switch is turned on and the output control gain is gradually increased from 0. of railway vehicle drive systems. The railway vehicle drive system according to claim 9, wherein a resistor is connected in parallel with the AC switch. A line breaker that cuts off DC power from overhead lines, an inverter that supplies AC power converted from the DC power to a motor that drives a railway vehicle, and the inverter that is interposed between the line breaker and the inverter. A railway vehicle driving method performed by a railway vehicle drive system including a main circuit having a filter reactor and a filter capacitor for suppressing voltage pulsation generated during operation,
The railway vehicle drive system comprises:
a semiconductor current reducer provided in the main circuit and having a semiconductor switch element connected in series with the current breaker and the inverter, and a resistor connected in parallel with the semiconductor switch element; and the inverter. an active filter device that performs a noise reduction operation to suppress the generated retrace current noise,
When the DC current from the overhead wire changes with a time slope exceeding a predetermined threshold,
The semiconductor switch element is turned off and the noise reduction operation of the active filter device is stopped, and after the noise reduction operation of the active filter device is started, the semiconductor switch element is brought into a steady on state. A method of driving a railway vehicle.

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