JPS61207236A - Controlling method of regenerative inverter for electric railway and device thereof - Google Patents

Abstract

PURPOSE:To make an inverter into constant-current control as well as to make smooth regenerative operation for an electric car performable, by compensating an automatic voltage regulating system of electric-car voltage on the basis of a deviation output to be obtained in a way of comparing an electricity quantity having detected the electric-car line voltage with the setting electricity quantity. CONSTITUTION:At the time of operation of an electric car 6, supposing output voltage of a transducer 22 is lower than the setting voltage of an inverter voltage setter 24 and an electric current is not flowing in an inverter 8, voltage and current of an electric-car line 5 vary to a B characteristic when commercial supply voltage is high but to an A characteristic when it is low. Next, if a current Id of the electric-car line 5 decreases during operation with the A characteristic, coming to less tan the Id1, and an output current of a transducer 13 is smaller than the setting value of a circulating current setter 15, an amplifier 16 emits the specified voltage signal. Therefore, a fourth comparing circuit 26 outputs a deviation signal to be obtained out of the setting value of regenerative voltage setter 27 and an output signal of the amplifier 16 to a circuit 28, and with the deviation output made up of comparing the deviation signal with the output voltage of the transducer 22, an automatic voltage regulating circuit 31 performs phase control over the inverter 8, making constant-current control performable.

Description

[Detailed description of the invention] The present invention will be explained in the following order.

A. Industrial fields of application B6 Summary of the invention C6 Prior art 1 Problems to be solved by the invention E0 Means for solving the problems 20 Effects G. Examples G1. First embodiment (Fig. 1 J G1. Second embodiment (Fig. 2)) Effects of the invention A, Industrial application field The present invention supplies DC power to electric railway contact lines using a DC feeder system. The present invention relates to a regenerative substation system comprising a converter for regenerative electric vehicles and an inverter for regenerating regenerative power generated by an electric car capable of regenerative control to the AC power source side, and particularly relates to a method and device for controlling a regenerative inverter for electric railways.

B0 Summary of the Invention The present invention provides a method and device for controlling a regenerative invanitor for electric railways, which includes detecting converter current, inverter current, and contact line voltage, and converting the detected amounts of electricity and predetermined amounts of electricity into each other. The automatic voltage adjustment system for the contact line voltage is configured to be corrected based on the deviation output obtained from each of the above matchings. It is possible to ensure that the inverter is in the operating state regardless of input voltage fluctuations, and the circulating voltage flowing to the inverter is
w, fIL can always be suppressed to the lowest level.

C1 Conventional technology In general, regenerative substation systems are as shown in Figure 4, for example.
It is composed of In FIG. 4, the output power of an AC power supply is inputted via a transformer 2a to a converter 3 constructed by connecting diodes in a pre-circular manner. This converter 6 converts the input AC power into DC power, and supplies the DC power to the electric car 6 via the DC high-speed circuit breaker 4a' and the overhead contact line 5. Regenerative power generated during regenerative operation of electric car 6 is inputted via DC high-speed cutoff t#4b and DC reactor 7 to inverter 8 configured by bridge-connecting thyristors. This inverter 8
converts the input DC power into AC power, and regenerates the AC power to the AC power supply 1 via the transformer 52b.

In the device configured as described above, the operation of converter 6 and inverter 8 is controlled in accordance with changes in voltage Ed of overhead contact line 5 as shown in the voltage-current characteristic diagram of FIG. That is, when the electric car 6 is running in the direction of F, only the converter 6 is in operation, and the voltage E of the overhead contact line 5 at that time is
d changes as shown in region (3) in FIG. 5, where Id is the direct current. Also, when the electric car 6 performs regenerative braking, the voltage Ed of the overhead contact line 5 increases, and when the voltage Ed exceeds the regeneration setting voltage, the inverter control circuit (not shown) starts operating the inverter 8. be done. and inverter 8
is the 5th-〇 regenerative operation area by the inverter control circuit■
As shown in , the voltage Ed of the overhead contact line 5 is changed to the overhead contact line voltage V during regeneration.
Constant voltage control is performed to maintain the voltage at d0.

Problems to be solved by the D0 invention In the regenerative substation system configured as described above,
The maximum no-load DC voltage of the inverter during the above 1 train
1111c pressure vd (converter no-load direct current voltage l
If it is set too low, an excessive circulating current will flow between converter 3 and inverter 8 due to fluctuations in converter input power supply voltage. For this reason, as shown in FIG. 5, it was necessary to set the regeneration setting voltage Vdo higher than the maximum contact line voltage Vd (no-load direct current voltage of the converter) when the converter was running.

However, in this setting, even if the electric car 6 performs regenerative braking, the inverter 8 remains in the non-operating state during the period from the maximum contact line voltage Vd when the electric car is running to the regenerative setting voltage. ! I'll wait. For this reason, the regenerative power generated by the electric car 60 cannot be regenerated, and as a result, the regenerated power cannot be used effectively. Particularly when the regenerative current rises quickly during regenerative braking, if the operation of the inverter 8 is delayed as described above, the voltage Ed of the overhead contact line 5 will rise abnormally.

For this reason, the electric car 6 cannot use regenerative braking, and must trip the switch on the electric car side and then use an air brake or the like to stop the electric car.

Further, in order to eliminate the above-mentioned drawbacks, the following inverter control method has been used. In other words, Figure 6 (&
), when the voltage of the overhead contact line 5 is higher than a predetermined value, for example Edo, the inverter 8 is controlled at a lead angle γ. A predetermined circulating current is passed between the converter 3 and the inverter 8, and when the contact line voltage is higher than a predetermined value, the inverter 8 is controlled at a constant voltage to maintain the electric line voltage at a constant value, for example, Vd. This is a control method. By controlling the inverter 8 in this way, it is possible to keep the inverter in operation even when the electric vehicle is in power mode5, thereby making it possible to quickly and smoothly switch from power mode mode to regenerative operation. This makes it possible to suppress excessive circulating current and abnormal voltage rises in overhead contact lines. However, according to such a control method, when the converter input voltage (commercial power supply voltage) fluctuates as shown in Figure 6(b), the following results depend on what voltage value is set the voltage tEao at the start of constant control by %To. The following problems arise. In other words, the voltage at the start of constant ro control is Edot
set to a predetermined r. When constant control is carried out and the car tM car pressure is set to the A characteristic of Figure 6 (A characteristic), for example, suppose that the converter input voltage has reached the lowest level. In this case, as shown in Figure 6 (
As is clear from the characteristic diagram b), it is no longer possible to keep the inverter 8 in operation by flowing a predetermined circulating current during operation of the converter 3. For example, when switching to regenerative operation, the inverter 8 is delayed and the contact line voltage increases abnormally. In addition, in order to eliminate the above drawbacks, r
oThe voltage at the start of constant control is lower than Edo+.
ot, and as shown in the B characteristic in Figure 6 (1) l, the electric current is
&! Suppose we control the voltage. In this case, if the converter input voltage reaches the highest level, the circulating 3j111L flow will increase, which is a waste! It is.

The present invention has been made in view of the above points, and it is possible to reliably put the inverter into an operating state regardless of fluctuations in the converter input voltage even when the electric vehicle is in continuous operation, and to improve the circulation flow to the inverter. The object of the present invention is to provide a control method and device for a regenerative inverter for electric railways that can always suppress the current to the lowest level.

Means for Solving the E0 Problem The present invention provides (υ) a converter that converts the AC output power of an AC power source into DC power and supplies the DC power to the contact line of a DC electric railway;
In a regenerative substation equipped with an inverter that regenerates regenerative power generated by an electric vehicle during regenerative braking to the power source side, a deviation output between the current flowing through the inverter and a predetermined circulating current setting amount is amplified by a predetermined amplification characteristic. At the same time, the deviation output between the amplified output and a predetermined regenerative voltage setting amount is matched with the overhead line voltage, and the phase of the inverter is controlled based on the deviation output, so that the current flowing through the converter and the predetermined converter current setting are controlled. The regenerative voltage setting amount is amplified by a predetermined amplification characteristic, and the regenerative voltage setting amount is corrected based on the amplified output, and (2) the AC output power of the AC power source is converted to DC output power. In the regenerative substation, the regenerative substation is equipped with a converter that converts the DC power and supplies the DC power to the contact line of a DC electric railway, and an inverter that regenerates the regenerative power generated by the electric car during regenerative braking to the power source side. a first matching section that matches the current flowing in the evening with a preset circulating current setting amount; a second matching section that matches the current flowing in the converter with the preset converter current setting amount; and the overhead contact line. a third matching section that matches the voltage of the inverter with a preset inverter voltage setting amount or a current flowing through the inverter and a preset inverter current setting amount; and a deviation output of the first matching section. a first amplification section that amplifies the deviation output of the second matching section with a predetermined amplification characteristic; a second amplification section that amplifies the deviation output of the second matching section with a predetermined amplification characteristic; A fourth matching section that matches the set amount of regenerative voltage is inserted into an electric line connecting this fourth matching section and the second amplifier section, and is turned on based on the deviation output of the third matching section. , a switching circuit that is turned off; a fifth matching section that matches the deviation output of the fourth matching section with the overhead line voltage; and a phase adjustment of the inverter based on the deviation output of the fifth matching section. 11f
The present invention is characterized in that it includes a control section that performs lJ control.

20 Effects In the control device as described above, when the overhead line voltage is smaller than the inverter setting voltage or when the inverter current is smaller than the inverter setting current, the switching circuit is controlled to be off, so the fourth contact portion has a The output signal of the first amplifier section and the regenerative voltage setting amount are included. As a result, the inverter performs constant current control to keep the circulating current constant, so even if the regenerative voltage setting value and the regenerative voltage setting value are brought close to each other, an excessive circulating current will not flow. Furthermore, even when the regeneration set voltage has not been reached, the inverter is subjected to phase control9, so there is no delay in operation when switching from drive mode to regeneration mode.

Next, whether the overhead line voltage becomes higher than the inverter setting voltage,
Alternatively, when the inverter current becomes larger than the inverter setting current, the switching circuit is controlled to be turned on. At this time, if the inverter current is smaller than the circulating current setting amount L and the converter current is larger than the converter setting current, the fourth
The matching section matches the output signals of the first and second amplifying sections and the regenerative voltage setting amount. Therefore, the regenerative voltage setting amount is isometrically corrected by the output of the second amplifying section, and as a result, the control section performs phase control of the inverter so as to suppress an increase in the circulating current.

Next, when the electric car starts regenerative operation and the contact line voltage increases and the converter current becomes smaller than the converter setting current, the output of the second amplifier section becomes zero, and at this time the inverter current decreases to the circulating current setting amount. When it becomes larger, the output of the first amplification section becomes zero. For this reason, the regenerative voltage setting amount of the fourth matching section is matched with the overhead contact line voltage at 7 without being corrected.

The phase of the inverter is then controlled based on the deviation output signal. Accordingly, the overhead line voltage is kept constant.

G. Example G First Example An example of the present invention will be described below with reference to the drawings. In FIG. 1, the same parts as in FIG. 4 are designated by the same reference numerals, and their explanation will be omitted. Transformer 2! A current transformer 11 is inserted in the electrical path connecting L and the converter 6, and a current transformer 12 is inserted in the electrical path connecting the transformer 2b and the inverter 8.

The AC output current of the current transformer 12 is converted into DC by the AC/DC converter 13 and then introduced into the first matching circuit 14 . This 1') matching circuit 14 connects the circulating current setting value set in advance by the circulating current setting device 15 to the converter 1.
Match the output current of 6. For example, in a range where the inverter current is smaller than the circulating current set value, the amplifier 16
While emitting a predetermined voltage signal as shown in the characteristic curve,
When the inverter current is above the circulating current setting value, a zero voltage signal is output.

The AC output current of the current transformer 11 is converted into DC by an AC/DCK converter 17, fc, and then introduced into a second matching circuit 18. this#! The two matching circuit 1B matches the converter current setting value set in the inverter current setting parameter 19 and the output current of the converter 17 in advance. The amplifier 20 emits a predetermined voltage signal when the converter current is greater than or equal to a set value as shown in the characteristic curve shown in the figure, and also emits a zero voltage signal when the converter current is less than or equal to the set value. The force is introduced through an analog switch 21 to a fourth matching circuit 26, which will be described later. 2
2 is a DC/DC converter for detecting the voltage of the overhead contact line '5, and the output voltage of the converter 22 is introduced into a fifth matching circuit 28 and a third matching circuit 26, which will be described later. This third matching circuit 23 matches the output voltage of the converter 22 with the inverter voltage setting value set in advance by the inverter voltage setting device 24 . The deviation output of the third matching circuit 23 is input to a comparator 25, and based on the operation of the comparator 25, an opening/closing control signal is supplied to the analog switch 21. The fourth matching circuit 26 matches the regenerative voltage setting value set in advance by the regenerative voltage setter 27 and the output signals of the amplifiers 16 and 20. The deviation output of this matching circuit 26 is sent to the fifth matching circuit 28 to connect the DC/DC converter 2 to the DC/DC converter 2.
2 output voltage. The output of the fifth matching circuit 28 is supplied to an automatic voltage adjustment circuit 61 consisting of an amplifier 29 and a phase shifter 60. This automatic voltage adjustment circuit 61 controls the phase of the inverter 8 according to the output signal of the fifth matching circuit 28. Note that the set voltage is
Setting voltage of inverter voltage setter 24 (VtNset)
＜Set the regeneration setting voltage.

Next, the operation of the device constructed as described above will be explained with reference to the voltage/current characteristic diagram shown in FIG. First, it is assumed that during power running of the electric vehicle 6, the output voltage of the DC/DC converter 22 is lower than the set voltage of the inverter voltage setter 24, and that no current flows through the inverter 8. Then, the output of the third matching circuit 23 causes the comparator 25 to become rL.
The companion analog switch 21 that outputs the J level signal is turned off, and the output of the current transformer 12 becomes zero.

Because of this, the control system does not work and only the converter 3 operates. As a result, the voltage of the overhead contact line 5 and the iiE current are
When the converter input voltage (commercial power supply voltage) is low, it changes as shown in the B characteristic shown in region 1 of FIG. 3, and when it is low, it changes as in the A% characteristic. Now, while driving along A%-, the tram line 5
The current Id flowing through the current Id decreases to less than Id+ and is assumed to be 9. At this time, if the output current of the AC/DC converter 13 (that is, the current proportional to the current flowing through the inverter 8) is smaller than the circulating current setting value of the circulating current setting device 15,
Amplifier 'a16 generates a predetermined voltage signal according to the illustrated amplification characteristics. For this reason, the fourth matching circuit 26 outputs a deviation signal obtained by matching the regenerative voltage setting value of the regenerative voltage setting device 27 and the output signal of the amplifier 16. The deviation output of the fourth matching circuit 26 is matched with the output voltage of the DC/DC converter 22 (a voltage proportional to the voltage of the overhead contact line 5) in a fifth matching circuit 28. The automatic voltage adjustment circuit 31 performs phase control of the inverter 80 based on the deviation output of the fifth matching circuit 28. For this reason electric car 6
According to the A% characteristic shown in FIG. 3, the inverter 8 can be brought into operation when the contact line voltage exceeds 86 people even if the train is running in a row. This provides constant control of the circulating current.

Next, assume that the voltage of the overhead contact line 5 increases and the output voltage of the DC/DC converter 22 becomes lower than the set tJi pressure of the inverter voltage setter 24. Then, the comparator 25 outputs an "IH" level signal based on the deviation output of the third matching circuit 26, so that the analog switch 21 is controlled to be turned on. Here, the output voltage of the AC power supply 1 fluctuates, and the AC/D
Assume that the output current of the C converter 17 (current proportional to the current flowing through the converter 6) becomes larger than the setting current of the converter current setting device 19. Then, the amplifier 20 outputs a predetermined voltage signal in accordance with the illustrated amplification characteristic, so that the regenerative voltage setting value of the regenerative voltage setter 27 is equally frugally corrected by the output signal of the amplifier 20. Therefore, the voltage in Fig. 3 -'
! ! ! The current characteristics are switched to B characteristics, and the inverter operation start voltage is raised from Ed^ to EdB. This makes it possible to suppress an increase in circulating current. In other words, if the voltage and current are changing according to the B% characteristic in Figure 3 (-, if the inverter's starting voltage remains at 86, then Id and Yoshi will also have a much larger current of 1d). , the inverter 8 is already operating and a large amount of circulation m* current flows.As shown in this figure, the AC power supply 1
Even if the output voltage fluctuates, constant current control of the circulating current is performed as in the case of the At# type.

Next, it is assumed that the electric car 6 performs regenerative operation and the voltage of the overhead contact line 5 further increases. At this time, A C/DC converter 17
The output current (current proportional to the current flowing through converter 3) is the converter current setting! When the set current F of 19 becomes small, the output of the amplifier 20 becomes zero, and at this time, the AC/D
The output current of the C converter 16 (the regenerative voltage setting value of the voltage regulator 27, which is proportional to the current flowing through the inverter 8) is outputted as it is from the fourth matching circuit 26 without being corrected at all.

As a result, the automatic voltage adjustment circuit 31 controls the phase of the inverter 8 to keep the voltage of the overhead contact line 5 constant, so that the regenerative power generated by the electric car 6 is smoothly regenerated.

G. Second Embodiment Next, another embodiment of the present invention will be described with reference to FIG.
A. In FIG. 2, the same parts as in FIG. 1 are shown with the same reference numerals, and their explanation will be omitted. In Figure 2, the first
The difference from the figure is that an inverter current setter '64 is provided in place of the inverter voltage setter 24, and this setter 64 presets the nine current and the output current of the AC/DC converter 13 (flowing to the inverter 8). The third matching circuit 26 matches the current (proportional to the current).

The setting current is the setting current (I) of the circulating current setting device 15.
jset) <Set current of inverter current setter 64 (llN5et) <Set current of converter current setting WM 19 (Icusat).

Next, the operation of the device configured as described above will be explained with reference to the voltage/current characteristic diagram shown in FIG. First, during power running of the electric vehicle 6, no current flows to the inverter 8 and the AC
/DC converter 16 output current is inverter current setting device 3
Assume that the current is smaller than the set current of 4. Then, the comparator 25 outputs the rLJ level signal based on the output of the third matching circuit 23, so that the analog quiet 21 is turned off. For this reason, the control system does not work, and only the converter 3 operates. By this train lf! When the converter input voltage (commercial power supply voltage) is high, the voltage and current of A5 vary as shown in the B% characteristic shown in region I in FIG. 3, and when the converter input voltage (commercial power supply voltage) is low, they vary as in the A% characteristic. Now, the current Id flowing through the overhead contact line 5 during operation according to the A% characteristic decreases to below Id, and the following is assumed. At this time, if the output current of the AC/DC converter 13 (that is, the current proportional to the current flowing through the inverter 8) is smaller than the circulating current setting value of the circulating current setting device 15, the amplifier 16 operates according to the illustrated amplification characteristics. Next, a predetermined voltage signal is generated. For this reason, the fourth matching circuit 26 outputs a deviation signal obtained by matching the regenerative voltage setting value of the regenerative voltage setting device 27 and the output signal of the amplifier 16. The deviation output of the fourth matching circuit 26 is matched with the output voltage of the DC/DC converter 22 (voltage proportional to the voltage of the overhead contact line 5) in the fifth matching circuit 28. The automatic voltage adjustment circuit 61 performs phase control of the inverter 8 based on the deviation output of the fifth matching circuit 28. Even when the ninth electric car 6 is running in line according to the AM characteristics shown in FIG. 3, the inverter 8 can be brought into operation when the contact line voltage exceeds EdA. This provides constant control of the circulating current.

Next, assume that the output current of the AC/DC converter 13 has become much larger than the set current of the inverter current setting device 64. Then, the comparator 25 outputs an rHJ level signal based on the deviation output of the third matching circuit 23, so that the analog switch 21 is controlled to be turned on. Assume that the output voltage of the AC power supply 1 fluctuates due to this, and the output current of the AC/DC converter 17 (9 currents proportional to the current flowing through the converter 3) becomes larger than the set current of the converter current setting device 19. Then, since the amplifier 20 outputs a predetermined voltage signal according to the illustrated amplification characteristic, the regenerative voltage setting value of the regenerative voltage setting device 27 is corrected equally frugally by the output signal of the amplifier 20. Therefore, the voltage-current characteristic shown in FIG. 3 is switched to the B characteristic, and the operation start voltage of the inverter is raised from EdA to Ed. This makes it possible to suppress an increase in circulating current. That is, if the voltage follows the B characteristic in Figure 3.

If the inverter's operation starting voltage remains at EdA while the current is changing, the inverter 8 will already be operating at the point where the current is much larger than the peak, causing a large amount of circulating current. flows away. In this way, even if the output voltage of the current power source 1 fluctuates, the constant current control of the circulating current is performed as in the case of the A characteristic.

Next, it is assumed that the electric car 6 performs regenerative operation and the voltage of the overhead contact line 5 increases. At this time, when the output current of the AC/DC conversion 'a170 (current proportional to the current flowing through the converter 3) becomes smaller than the set current of the converter current setting device 19, the output of the amplifier 20 becomes zero, and at this time, the AC/DC When the output current of the converter 13 (current proportional to the current flowing through the inverter 8) becomes larger than the set current of the circulating current setting device 15, the output of the amplifier 16 becomes zero. For this reason, the regenerative voltage setting device 270 is not corrected and the 11th 4th
It is output from the matching circuit 26.

Based on this, the automatic voltage adjustment circuit 31 performs phase control of the inverter 80 to keep the voltage of the overhead contact line 5 constant, so that the regenerated power generated by the electricity $6 is smoothly regenerated.

H1 Effects of the Invention As described above, according to the present invention, the following effects can be obtained. That is, (1) Even if the electric vehicle is in continuous operation and there is a fluctuation in the commercial power supply voltage, constant current control is performed to keep the circulating current constant, so that no excessive circulating current flows.

Furthermore, since the circulating current is small, energy can be saved.

(2) Since the inverter operates even when the electric car is in power mode, the regenerative operation of the electric car can be smoothly shifted to regenerative operation without any delay in operation.

(3) Due to the reason mentioned in (2) above, it is possible to suppress abnormal voltage rises in stained lanes, thereby maintaining the safety of electric vehicles.

(4) Electric vehicles can perform regenerative braking smoothly during regenerative operation, so there is no need to use air brakes, and smooth operation can continue.

(5) Since the electric power generated by the electric vehicle during regenerative operation can be quickly regenerated to the AC power supply side, the regenerated electric power can be used effectively.

(6) The transition from regenerative operation to power operation can be performed smoothly.

[Brief explanation of drawings]

Fig. 1 is a circuit diagram showing one embodiment of the invention, Fig. 2 is a circuit diagram showing another embodiment of the invention, and Fig. 3 is a voltage-current characteristic diagram for explaining the control pattern of the invention. , Fig. 4 is a circuit diagram showing an example of a conventional regenerative substation system, and Figs. 5 and 6 (IL) and (b) are both voltage-current characteristic diagrams for explaining the conventional control pattern. . 1...AC'trp, 3...Converter, 5...
・Train line, 6... Electric car, 8... Inverter, 11
．． 12... Current transformer, 14... First matching circuit,
15... Circulating current setting device, 16.20... Amplifier,
18... Second matching circuit, 19... Converter current setting device, 21... Analog switch, 26...
Third matching circuit, 24...Inverter voltage setting W
, 25... Comparator, 26... Fourth matching circuit, 27... Regeneration voltage setter, 28... Fifth matching circuit, 61... Automatic voltage adjustment circuit, 34...
Inverter current setting device. Figure 4C] ¥ number diagram

Claims (2)

[Claims] (1) A converter that converts the AC output power of an AC power source into DC and supplies the DC power to the contact line of a DC electric railway;
In a regenerative substation equipped with an inverter that regenerates regenerative power generated by an electric vehicle during regenerative braking to the power source side, a deviation output between the current flowing through the inverter and a predetermined circulating current setting amount is amplified by a predetermined amplification characteristic. At the same time, the deviation output between the amplified output and a predetermined regenerative voltage setting amount is matched with the overhead line voltage, and the phase of the inverter is controlled based on the deviation output, so that the current flowing through the converter and the predetermined converter current setting are controlled. 1. A method for controlling a regenerative inverter for electric railways, characterized in that a deviation output from the regenerative voltage is amplified by a predetermined amplification characteristic, and the regenerative voltage setting amount is corrected based on the amplified output. (2) a converter that converts the AC output power of the AC power source into DC and supplies the DC power to the contact line of the DC electric railway;
In a regenerative substation comprising an inverter that regenerates regenerative power generated by an electric vehicle during regenerative braking to the power source side, a first matching unit that matches the current flowing through the inverter with a preset circulating current amount; a second matching unit that matches the current flowing through the converter with a preset converter current setting amount; and a second matching unit that matches the voltage of the overhead contact line with a preset inverter voltage setting amount, or matches the current flowing through the inverter with a preset converter current setting amount; a third matching section that matches a preset inverter current setting amount; a first amplification section that amplifies the deviation output of the first matching section with a predetermined amplification characteristic; and a deviation output of the second matching section. a second amplifying section that amplifies the signal with a predetermined amplification characteristic;
and a fourth matching section that matches the output signal of the second amplifier section with a preset regenerative voltage setting amount; a switching circuit that is turned on and off based on the deviation output of the matching section; a fifth matching section that matches the deviation output of the fourth matching section with the overhead line voltage; and the fifth matching section. 1. A control device for a regenerative inverter for an electric railway, comprising: a control section that performs phase control of the inverter based on a deviation output of the inverter.