WO2020004578A1 - Railway car drive system and railway car drive method - Google Patents

Abstract

A railway car drive system comprising: a line breaker that cuts off DC power from an overhead line; an inverter that converts DC power to AC power for a load constituted by an electric motor driving the railway car; and a filter reactor and a filter capacitor that are interposed between the line breaker and the inverter and suppress voltage pulses produced when the inverter is operated, the system also having a semiconductor current limiter (comprising a semiconductor switch element connected in series with the line breaker and the inverter, and a resistor connected in parallel with the semiconductor switch element) and an active filter device that suppresses return noise current generated by the inverter.

Description

Driving system for railway vehicle and driving method of railway vehicle

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

駆 動 Generally, a current breaker is provided in a drive system for a railway vehicle. As an example of a current breaker, for example, current breakers disclosed in Patent Documents 1 and 2 are known.

JP 2004-096877 JP JP 2006-067732 JP

(4) The inventors of the present application have earnestly studied the practical use of a railway vehicle drive system in which a filter reactor is miniaturized by employing a semiconductor current reducer as a current breaker, and as a result, the following knowledge has been obtained.

(4) The main circuit of a drive system for a railway vehicle generally has a filter capacitor and a filter reactor that suppress pulsation of voltage generated when operating an inverter loaded with an electric motor that drives the railway vehicle. The filter reactor has a role of reducing the pulsation of current and voltage generated during traveling, and suppressing a large short-circuit current from flowing from the overhead wire side when a high potential and a low potential 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 occupy about 1/2 to 1/3 of the entire drive system except for the electric motor.

Thus, if the filter reactor can be downsized, it contributes to downsizing of the entire drive system.

イ ン ダ ク タ ン ス In order to reduce the size of the filter reactor, it is necessary to set the inductance value small. 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 ability to suppress an increase in a retrace noise current, which is a harmonic voltage generated from the inverter and returning to the retrace, decreases. Would. This may destabilize the operation of the signaling device on the track circuit.

Patent Documents 1 and 2 disclose a configuration in which a semiconductor current reducer is applied to a drive system for a railway vehicle.

However, Patent Documents 1 and 2 disclose a reduction in size of a filter reactor and an increase in retrace noise current when a drive system for a railway vehicle in which a semiconductor current reducer is used as a current breaker to reduce the size of a filter reactor is put into practical use. There is no disclosure or suggestion of a technique that is compatible with suppression.

Accordingly, an object of the present invention is to achieve both a reduction in the size of the filter reactor and a reduction in the retrace noise current.

A current interrupter that cuts off DC power from the overhead line, an inverter that loads a motor that drives a railway vehicle and converts DC power into AC power, and an inverter that is interposed between the current interrupter and the inverter to operate the inverter A drive system for a railway vehicle having a filter reactor and a filter capacitor for suppressing a pulsation of a generated voltage includes a semiconductor current reducer (a semiconductor switch element connected in series with a current cutoff and an inverter, and a parallel connection with the semiconductor switch element). And an active filter device for reducing a retrace noise current generated by the inverter.

Since the semiconductor current reducer can shift to the current reduction operation in a short time, the cutoff can be completed with a low current value even if the current increasing speed at the time of the accident increases by reducing the inductance of the filter reactor. Further, when the inductance of the filter reactor is reduced, there is a side effect that the performance of the filter circuit including the filter reactor and the filter capacitor may be reduced. However, this side effect is suppressed by the active filter. Thus, according to the present invention, it is possible to achieve both a reduction in the size of the filter reactor and a reduction in the retrace noise current.

1 is a configuration diagram of a drive system for a railway vehicle according to a first embodiment. FIG. 2 is a configuration diagram of an AF (active filter device) in FIG. 1. 4 shows an outline of an operation sequence when starting the drive system. The outline of the operation sequence when the drive system is stopped will be described. The outline of the operation sequence at the time of AF abnormality detection is shown. It is an example of an outline timing chart from start to stop of the drive system. 5 is an example of a timing chart when an AF abnormality occurs. FIG. 6 is a configuration diagram of a railway vehicle drive system according to a second embodiment. FIG. 10 is a configuration diagram of a railway vehicle drive system according to a third embodiment. FIG. 13 is a configuration diagram of a drive system for a railway vehicle according to a fourth embodiment. FIG. 4 is a front view of a core-type iron core transformer to which a first adjustment method of a coupling coefficient is applied. FIG. 9B is a top view of the iron core transformer shown in FIG. 9A. FIG. 3 is a front view of a core-type iron core transformer to which a first adjustment method of a coupling coefficient is applied. FIG. 10B is a top view of the iron core transformer shown in FIG. 10A. FIG. 11 is a front view of a core-type iron core transformer to which a second adjustment method of a coupling coefficient is applied. FIG. 11B is a top view of the iron core transformer shown in FIG. 11A. FIG. 9 is a front view of a core-type iron core transformer to which a second adjustment method of a coupling coefficient is applied. FIG. 12B is a top view of the iron core transformer shown in FIG. 12A.

In the following description of the embodiments, where necessary for convenience, the description will be made by dividing into a plurality of sections or embodiments, but unless otherwise specified, they are not unrelated to each other, and one is the other. In some or all of the modifications, details, supplementary explanations, and the like. Further, in the following description of the embodiments, the number of elements (including the number, numerical value, amount, range, etc.) is referred to, particularly when the number is explicitly specified, and when the number is limited to a specific number in principle. However, the number is not limited to the specific number, and may be more or less than the number of characteristics.

Further, in the following description of the embodiments, the constituent elements (including element steps, etc.) are not necessarily essential unless otherwise specified or considered to be essential in principle. Needless to say. Similarly, in the following description of the embodiments, when referring to the shapes, positional relationships, and the like of the components and the like, unless otherwise specified, and in principle, it is considered that it is clearly not the case, etc. It shall include those similar or similar to the shape and the like. This is the same for the above numerical values and ranges.

駆 動 A drive system according to the first embodiment and a railway vehicle using the same will be described with reference to FIGS. 1 to 5.

FIG. 1 is a configuration diagram of a railway vehicle drive system according to the first embodiment.

The railway vehicle drive system drives one or a plurality of main motors 101 (IM1 to IM4 in this embodiment) that drive the railway vehicle. The railway vehicle drive system may or may not include IM1 to IM4. The railway vehicle drive system includes a main circuit 100 that converts DC power from an overhead line 102 (in other words, a pantograph 50 (hereinafter, referred to as PAN)) into AC power and outputs the AC power to IM1 to IM4; An active filter device 155 (hereinafter, referred to as AF) magnetically coupled to the high-side (High side), and a control logic unit 150 (an example of a control device) that controls the AF, the main circuit 100, and the like.

The main circuit 100 includes a main switch 111 (hereinafter, referred to as MS) for electrically separating the overhead circuit voltage (for example, DC 1500 V) from the overhead line 102 (PAN) from the main circuit 100, and electrically connects the ground side and the main circuit 100 to each other. Ground switch 112 (hereinafter referred to as GS) for disconnecting the power supply, and a semiconductor current reducer 114 (hereinafter referred to as hereinafter) which reduces the overcurrent when an overcurrent (accident current) occurs at the inverter 113 (hereinafter referred to as INV) SHB) and one or a plurality of disconnectors 115 (in the present embodiment, two disconnectors 115 for opening the main circuit 100 in the event of a current cut-off current or when the INV malfunctions). LB1 and LB2). The main circuit 100 includes a voltmeter 116 (hereinafter, DCPT1), a voltmeter 117 (hereinafter, DCPT2), a discharge resistor 118 (hereinafter, DCHRe), a discharge switch 119 (hereinafter, DS), an overvoltage discharge Element 120 (hereinafter, OVTr), discharge resistor 121 (hereinafter, OVRe), filter reactor 122 (hereinafter, FL1), filter capacitor 124 (hereinafter, FC), contactor 125 (hereinafter, AFK), INV (An example of a first inverter).

INV converts DC power from PAN into AC power using IM1 to IM4 as loads. The INV is composed of one element group, and the element group has a plurality (or one) of the element units 140 (three element units A to C in this embodiment). Each element unit 140 has one or more semiconductor switch elements. INV may be a general inverter that forms a two-level or three-level circuit with semiconductor switch elements and converts DC power into three-phase variable frequency and variable voltage. Note that each of the IM1 to IM4 serving as the load of the INV may be a general motor (for example, a synchronous motor).

(4) The FL1 and FC suppress harmonic noise flowing between the LB1 and LB2 and the INV and flowing from the overhead line and voltage pulsation generated when the INV operates.

The SHB includes a current reducing element 145 (hereinafter, SHBTr1), a current reducing resistor 146 (hereinafter, DRe), a charging element 147 (hereinafter, SHBTr2), and a charging resistor 148 (hereinafter, CHRe). In SHB, SHBTr1 is connected in series with LB2 (an example of at least one disconnector) and INV. Further, CHRe and SHBTr2 are connected in parallel, and DRe is connected in series to a parallel body of CHRe and SHBTr2. CHRe and DRe are examples of resistance in SHB, and SHBTr1 and SHBTr2 are examples of semiconductor switch elements in SHB. In this embodiment, the semiconductor switch element is an IGBT (Insulated Gate Bipolar Transistor), and each of the SHBTr1 and SHBTr2 is a parallel connection of a power module (a semiconductor switch element and a diode connected in parallel in a direction in which regenerative power flows. Body). At least one of SHBTr1 and SHBTr2 may be another power device such as a MOSFET (Metal Oxide Semiconductor Semiconductor Field Effect Transistor). When a power device having a body diode such as a MOSFET is used, the diode may be omitted.

The AFK is connected to the AF and a power supply (not shown) of the AF (hereinafter, referred to as an AF power supply). When the AFK is turned on, power from the AF power supply is provided to the AF through the AFK. Although not shown, the AF power supply is an external power supply of the main circuit 100 (for example, a power supply based on the power from the PAN or another power supply).

The control logic unit 150 may be realized by executing a program by a processor, or may be realized by a hardware circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field-Programmable Gate Array). . The control logic unit 150 controls operations of the inverter, AF, SHB, and the like. For example, to charge the FC first, the control logic unit 150 turns on LB1 and LB2 while SHBTr1 and SHBTr2 are off (for example, issues an on command to LB1 and LB2). FC is charged from PAN via LB1, LB2, DRe, CHRe and FL1. After the charging of the FC is completed, the control logic unit 150 turns on the SHBTr1 (for example, issues an ON command to the SHBTr1 and the SHBTr2). As a result, the DC current path from SHBTr1 to INV becomes conductive. When INV operates, IM1 to IM4 operate, and the railway vehicle runs. When an accident current (overcurrent) caused by a ground fault or the like is detected by the control logic unit 150, the control logic unit 150 turns off the SHBTr1 (for example, issues an off command to the SHBTr1) to convert the current to DRe. Shed. As a result, the current decreases. When the current decreases to a level that can be cut off by the series body of LB1 and LB2, the control logic unit 150 cuts off the current path (main current) by turning off LB1 and LB2, for example, simultaneously. In a general mechanical high-speed circuit breaker, it takes about 10 ms to cut off the fault current, whereas SHBTr1 can be turned off in a short time of several μs, and can shift to the current reduction operation. Therefore, even if the current increase rate at the time of an accident increases by reducing the inductance of FL1 (for example, even if the inductance value of FL1 is 1 mH or more and 4 mH or less), the low current that does not affect the operation of the substation You can complete the cutoff with the value. According to the present embodiment, since the SHB is on the PAN side of the FL1, the protection range by the SHB is expanded. Further, according to the present embodiment, since LB1 and LB2 (an example of two or more disconnectors 115 connected in series among the plurality of disconnectors 115) are connected in series, one disconnector is provided. Can increase the breaking current capacity as compared with the case of using alone.

Since SHB can shift to the current reduction operation in a short time, even if the current increasing speed at the time of the accident increases by reducing the inductance of FL1, the interruption can be completed with a low current value. When the inductance of FL1 is reduced, there is a side effect that the performance of a filter circuit including FL1 and FC may be reduced. However, in order to suppress the side effect, an AF is provided in the present embodiment. AF reduces the retrace noise current. Specifically, a reactor 123 (hereinafter, FL2) facing FL1 is prepared. A transformer (for example, an air-core transformer or an iron-core transformer) in which FL1 (main circuit high-voltage line side) is a primary reactor and FL2 is a secondary reactor is configured. AF is connected to FL2. The AF can reduce the retrace noise current that has increased due to the low inductance of the FL1. In this way, the downsizing of the FL1 and the reduction of the retrace noise current are compatible.

FIG. 2 is a configuration diagram of the AF (active filter device 155).

As shown in the figure, the AF includes a control board 200 (an example of a control device) and an inverter board 250 (the boards are not distinguished like the control board 200 and the inverter board 250, and the AF is configured as an integrated board). May be done).

The control board 200 includes a signal trimmer 202, a comparator 203, a microcomputer 204, a PWM (Pulse Width Modulation) generator 205, input units (for example, input terminals) 211 to 215, and an output unit (for example, output terminal) 221. To 224. The inverter board 250 includes a power generator 251, a current reducing resistor 252 (hereinafter, RCL), a power switch 253, a drive circuit 254 (hereinafter, GD), an AC switch 255, and a reactor 256 (hereinafter, Lf). , A capacitor 257 (hereinafter, Cf), an inverter (an example of a second inverter) 258, a DC current sensor 259 (hereinafter, DCCT), input units (for example, input terminals) 261 to 264, and an output unit (for example, (Output terminals) 271 and 272. The control board 200 may be outside the AF and may be integrated with the control logic unit 150, or the first part of the control device is the control board 200 and the second part of the control device is The control logic unit 150 may be used.

出力 The output unit 271 of the inverter board 250 is connected to FL2 and is magnetically coupled to the P side of the main circuit 100. Note that the coupling coefficient k of the magnetically coupled FL1 and FL2 is preferably less than 1 (for example, 0 <k <1). Thereby, there is an advantage that the influence of the voltage fluctuation on the primary side high voltage main circuit side on the AF on the secondary side can be reduced. This advantage is considered significant for rail vehicles. Because, generally, FL1 is provided under the floor of a railway vehicle, and the underfloor of the railway vehicle is exposed to rain or snow. This is because a large current flows through the main circuit 100 from the above. Setting the coupling coefficient k to less than 1 can be expected to be realized by adjusting the winding ratio of FL1 and FL2 and the relative position of FL1 and FL2.

In the present embodiment, the inverter board 250 has a DCCT, an AC switch 255, and a GD for driving the AC switch 255. Thus, the overcurrent of the primary side propagating to the inverter 258 in the AF via the FL1 and FL2 can be minimized, and as a result, the coupling coefficient k can be effectively reduced. Specifically, when the DCCT detects the overcurrent propagated to the secondary side, the GD turns off the AC switch 255. More specifically, it is as follows. That is, AC switch 255 interposed between inverter 258 and FL2 is normally on. This is because, as described later, the AC voltage signal (noise reduction signal) is transferred from the inverter 258 to FL1 via FL2 to reduce the retrace noise current. An output voltage indicating a DC current detected by the DCCT is input to the microcomputer 204 via the output unit 272 and the input unit 215. When the output voltage from the DCCT indicates an overcurrent that has propagated to the secondary side, the microcomputer 204 outputs a GD drive signal. The drive signal is input to the GD via the output unit 223 and the input unit 263. The GD turns off the AC switch 255 in response to the drive signal. As a result, the path between FL2 and the inverter 258 is cut off, and as a result, the magnetic coupling between the primary side and the secondary side is cut off. By performing such control, overcurrent propagating to the secondary side can be minimized, and as a result, AF noise resistance is enhanced, reliability is improved, and the inverter 258 is downsized. be able to. The configuration of the AC switch 255 is not particularly limited. The AC switch 255 may be a circuit in which a so-called analog switch capable of transmitting an AC voltage and a resistance element are connected in parallel.

The AF uses, as an input signal, an AC output voltage from one or a plurality of AC current sensors 201 (in this embodiment, ACCT1 and ACCT2 which are two AC current sensors 201) installed on the main circuit P side which is a primary side. I do. One purpose of AF is to eliminate AC components that can be included in DC current from PAN. For this reason, a sensor dedicated to AC, such as ACCT1 and ACCT2, may be used as a sensor, and as a result, a sensor smaller than a sensor that can extract not only an AC component but also a DC component (for example, a hall sensor) may be used. It should just be adopted. AC current sensor 201 is an example of a current sensor that detects an AC current component superimposed on main circuit 100.

(4) The signal trimmer 202 trims an input signal of a desired frequency band from input signals (AC current components superimposed on the main circuit) from ACCT1 and ACCT2. Specifically, for example, the signal trimmer 202 corresponds to a control gain K and a band pass filter (BPF) constructed in the microcomputer 204, and trims an input signal in a desired frequency band. These trimmed signals are applied as a carrier wave 280 to the PWM generator 205, and the PWM control signal (PWM control signal for eliminating the AC component in the desired frequency band) 281 generated by the microcomputer 204 is used to generate the PWM signal. Input to the device 205. A signal based on the carrier wave 280 and the PWM control signal 281 is generated by the PWM generator 205, and the signal is input to the inverter 258 in the inverter board 250 via the output unit 224 and the input unit 264, and is output from the inverter 258 based on the signal. An AC voltage Vc is output. This Vc is a voltage signal controlled to reduce the retrace noise current detected by ACCT1 installed on the primary circuit line on the primary side. This noise reduction signal is shaped by a filter circuit composed of Lf and Cf, and is transferred from FL2 to FL1 (Vaf shown is the AF output voltage). The noise reduction signal (voltage signal) transferred to FL1 is a signal having the opposite phase of the AC component of the signal in FL1. With the above configuration, even when the inductance of the FL1 is reduced, the retrace noise current can be reduced, and as a result, malfunction of the signal device on the track circuit can be prevented.

Note that AF reduces retrace noise current, but if AF is not normal, AF itself can generate noise.

Therefore, the AF has a self-check function and a monitor function.

The monitor function will be described. According to the monitor function, the following comparison is performed (the self-check function will be described later with reference to FIG. 3).

First, the comparator 203 performs a first comparison, which is a comparison for detecting whether or not the entire AF is normal. Specifically, the comparator 203 determines whether or not the trimmed AC current component input to the AF via the input unit 212 is equal to or lower than a desired level, that is, a prescribed level of the track circuit.

Secondly, the comparator 203 performs a second comparison which is a comparison for detecting whether or not the AC current sensor 201 has a failure. Specifically, the comparator 203 determines whether the difference between the two signals input from the ACCT1 and ACCT2 via the signal trimmer 202 is equal to or smaller than the specification value of the AC current sensor 201.

(5) An AF monitor signal 291 and an AF operation signal 292 based on the results of the first and second comparisons are output. Specifically, when the AC current component exceeds the specified level (that is, when the retrace noise current exceeds the specified level), or when the difference exceeds the specified value of the AC current sensor, AF The monitor signal 291 and the AF operation signal 292 are signals indicating that the AF is abnormal.

The output AF monitor signal 291 is input to the control logic unit 150 via the output unit 221. Further, the AF operation signal 292 is input to the control logic unit 150 via the output unit 222. The control logic unit 150 stops the main operation of the AF as necessary based on at least one of the AF monitor signal 291 and the AF operation signal 292.

The significance of the second comparison is, for example, as follows. The AF uses an output signal of the AC current sensor 201 as an input value. Therefore, if the input value deviates from the actual retrace noise current value, a desired signal is not output from the AF, and the AF itself may generate a noise current for the signal device of the track circuit. Therefore, in the present embodiment, ACCT1 and ACCT2 are provided as an example of at least two AC current sensors, and it is determined whether or not the difference between the AC current components detected by ACCT1 and ACCT2 exceeds a predetermined value. If the result is true, it is determined that one of ACCT1 and ACCT2 has failed.

に よ り With the above monitor function, it is possible to monitor the status of whether the AF is normal or not. As an interface between the AF and an external device (for example, the control logic unit 150), for example, in addition to the AF monitor signal 291, an AF standby command 293 for putting the AF into a standby state, an AF gate for activating the inverter 258 in the AF are provided. There are a start command 294 and an AF operation signal 292 for transmitting whether the AF is operating normally. The AF standby command 293 is input from the control logic unit 150 via the input unit 211. The AF gate start command 294 is input from the control logic unit 150 via the input unit 213. The AF operation signal 292 is output to the control logic unit 150 via the output unit 222. Preferably, the above control may be performed using the microcomputer 204. For example, a watchdog timer, an interrupt controller, an arbitrary pulse output IF (interface), and a control for controlling the inverter 258 in the inverter board 250 may be performed. Something like a PWM timer may be used.

In this embodiment, the AF power supply is an external 100 V DC power supply. An external 100V DC power is input to the power generator 251 in the inverter board 250 via the AFK. A power generator 251 generates various power levels required for AF. When a high-voltage power supply is supplied to the inverter board 250, charging is performed via the RCL, and thereafter, the power supply switch 253 is turned on, thereby preventing generation of an inrush current.

Next, the details of the control performed by the drive system according to the present embodiment will be described with reference to FIGS. 3A to 5. In FIG. 4, reference numeral 401 denotes a lever support command. Reference numeral 402 indicates a powering / regeneration command. Reference numeral 403 indicates an INV gate start (state). Reference numeral 404 indicates a pattern start (state) of the PWM generator 205.

First, the activation (set side) of the drive system will be described with reference to FIGS. 3A and 4.

(4) The control logic unit 150 causes the AF to execute the self-check function before the DC power from the PAN is supplied (before turning on LB1 and LB2). Specifically, for example, it is as follows. After taking in the overhead line voltage from the PAN, for example, when a reset switch is turned on by a driver, a reset signal is input to the control logic unit 150 (FIG. 3A: S301). In response to the reset signal, the control logic unit 150 turns on the AFK, as shown in FIG. 4, and inputs the AF standby command 293 to the AF simultaneously with the reset signal for the AF (FIG. 4: t41). The AF standby command 293 (and the reset signal) is input to the microcomputer 204. In response to the AF standby command 293 (and the reset signal), the microcomputer 204 performs an AF self-check (self-diagnosis) (FIG. 3A: S302). The self-check includes, for example, a reset operation (power-on and various settings) of the microcomputer 204 (FIG. 3: S302A), and an A / D (analog-to-digital conversion) control unit (not shown) in the microcomputer 204 accurately detects an analog voltage signal. This includes correcting the reference voltage to be taken into the microcomputer 204 (FIG. 3: S302B), outputting a PWM test pattern (FIG. 3: S302C), and detecting a voltage signal from the DCCT (FIG. 3: S302D). At the time of the self-check, a PWM signal is input to the inverter 258 by the PWM generator 205, and a sine wave of a predetermined frequency is output by the inverter 258 based on the PWM signal. At this time, the current value is detected by the DCCT, and a voltage signal indicating the current value detected by the DCCT is input to an analog terminal of the microcomputer 204. That is, a current flows in a closed loop of the AF, and the value of the current is detected by the DCCT and fed back to the microcomputer 204. If the input analog value is an appropriate value as the output sine wave of the predetermined frequency, the microcomputer 204 determines that the AF is normal.

As described above, before the LB1 and LB2 are turned on (before the overhead line 102 (PAN) is electrically connected to the INV), the self-check of the AF is performed. If there is an abnormality in the AF, the AF will generate noise during the self-check, and the noise may propagate to the primary side via the FL2.However, during the self-check, LB1 and LB2 are turned off. Therefore, it is possible to prevent the output current (noise) of the AF from flowing out to the return line.

(4) If no abnormality is detected in the self-check, the lever is closed after the self-check (FIG. 3A: S303, FIG. 4: t42). If no abnormality is detected in the self-check, an AF operation signal 292 indicating normality is output to the control logic unit 150.

Further, a powering / regeneration command is input (FIG. 3A: S304-1), and LB1 and LB2 are turned on by the control logic unit 150 (FIG. 3A: S304-2), so that charging of the FC is started. (FIG. 3A: S305, FIG. 4: t43). Reference numeral 450 indicates that the FC is being charged.

At this time, it is desirable that the control logic unit 150 turns off the SHBTr1 and SHBTr2 of the SHB (see FIG. 4) and charges the battery via the series resistance of DRe and CHRe. Since FL1 has a low inductance, if the total charging resistance value during charging is low, the gradient (di / dt) of the charging current becomes large, and a harmonic noise current may be generated. Therefore, it is preferable to charge the FC by connecting a plurality of resistors in series as in the present embodiment.

(4) During FC charging, the control logic unit 150 stops the main operation (the inverter 285) in AF. Because, when the main operation of AF is performed during FC charging, noise is also reduced by AF with respect to the AC current component during FC charging (the output voltage is transmitted from the inverter 285 to FL1 via FL2), and as a result, This is because there is a possibility that the FC charging is hindered (the FC charging current is offset).

After performing the FC charging, the control logic unit 150 outputs the AF gate start command 294 (FIG. 3A: S306-1, FIG. 4: t45), and turns on SHBTr1 and SHBTr2 (FIG. 3A: S306-2, (Figure 4: t44 and t46). As a result, the AF and the SHB are activated.

(4) Thereafter, the control logic unit 150 performs a powering / regeneration operation by starting the gate of the INV (FIG. 3A: S307).

Next, the stop (reset side) of the drive system will be described with reference to FIGS. 3B and 4.

The control logic unit 150 completes a series of operations such as powering, coasting, and regeneration, turns off the INV (FIG. 3B: S311, FIG. 4: t47), and turns off the lever (FIG. 3B: S312, FIG. 3B). 4: t48), AF is turned off (AF gate start command 294 is turned off) (FIG. 3B: S313-1), and LB1 and LB2 are turned off (FIG. 3B: S313-2). Finally, SHB is turned off. It is turned off (FIG. 3B: S314, FIG. 4: t49). In the SHB, SHBTr1 is turned off first (for example, turned off at t48), and thereafter (at t49), SHBTr2 is turned off. SHBTr2 off corresponds to SHB off. Since SHBTr2 is on until the end, even if an accident current occurs until LB1 and LB2 are turned off, LB1 and LB2 can be turned off after the current is reduced by DRe. Even when no fault current occurs, the logic of the control logic unit 150 can be simplified by using the same control method for SHBTr1 and SHBTr2.

Next, a case where an abnormality in AF is detected will be described with reference to FIGS. 3C and 5.

According to FIG. 3C, when the AF abnormality is detected (S321), the same sequence as the reset-side operation is performed in the same sequence as the reset-side operation except that the state of the lever is maintained (that is, the lever is not shut off). The same processing as S313-2 and S314, that is, the AF shutoff (S322-1), the shutoff of the disconnectors (LB1 and LB2) (S322-2), and the SHB shutoff (S323) are sequentially performed.

FIG. 5 also shows the case where the control logic unit 150 detects an AF abnormality once (t51), detects normality from the AF operation signal 292 (t52), and issues a powering command (t53). ing. In this case, LB1 and LB2 are re-input by the control logic unit 150 (t54), and the control is the same as the set-side sequence shown in FIG. 3A until the gate start of INV (t55). According to FIG. 5, the AF self-check is not performed after the first abnormality detection. For example, when an overcurrent occurs in the inverter 258 in the AF and the microcomputer 204 detects the overcurrent, if it is determined that the abnormality is a minor failure, it is better that the AF does not perform the self-check again. The advantage is that the AF can be restarted at high speed and the drive system can be quickly restored.

According to FIG. 5, the first detection of the AF abnormality is an example of detection of a minor failure (an example of the second type of abnormality), and the second detection of the AF abnormality is a serious failure (an example of the first type of abnormality). FIG. An AF abnormality with a relatively low degree of influence on the signal device of the track circuit is a "light failure", and an AF abnormality with a relatively high degree of influence on the signal device of the track circuit is a "major failure". The degree of the influence of the track circuit on the signal device (in other words, whether the AF abnormality is a minor failure or a major failure) depends on the type of the AF abnormality (for example, overvoltage or overheating) and the AF abnormality. And at least one of the occurrence times. A catastrophic failure is either (x) the retrace noise current exceeds a specified level and (y) one of ACCT1 and ACCT2 has failed. On the other hand, a minor failure is an AF abnormality other than a major failure.

The control logic unit 150 can detect whether a minor failure or a major failure has occurred in the AF based on at least one of the AF monitor signal 291 and the AF operation signal 292 from the AF. When a serious failure (for example, the second AF abnormality) is detected, the control logic unit 150 turns off the INV, LB1, LB2, and AF (t56), and then turns off the AFK (t57). Turning off the AFK is an example of shutting off the AF power supply.

The above is the description of the first embodiment. According to the first embodiment, by using the SHB, it is possible to quickly shut off after detecting an accident current (overcurrent) generated in the railway vehicle. That is, even when the inductance of the FL1 is reduced (smaller and lighter), an increase in the fault current can be minimized. Therefore, stable operation of the substation that supplies power to the overhead wire can be ensured. In addition, the use of AF makes it possible to reduce the retrace noise current. For this reason, it is possible to prevent the track circuit on the flyback from malfunctioning.

In the first embodiment, the self-check is started when the AF standby command 293 (ON) is input to the AF. In the first embodiment, when the AF gate start command 294 (ON) is input (or without the AF gate start command 294 (ON) after the self-check), the AF main operation (input from the ACCT1 and ACCT2) is performed. The operation of propagating the AF output voltage to the FL1 side by controlling the inverter 258 on the basis of is performed. In addition, the control logic unit 150 inputs the AF standby command 293 to the AF, and when the normality is specified from the AF operation signal 292 and the AF monitor signal 291 received from the AF thereafter (and when the FC charging is completed). ), An AF gate start command 294 may be input to the AF.

Next, a second embodiment of the present invention will be described. At this time, differences from the first embodiment will be mainly described, and descriptions of common points with the first embodiment will be omitted or simplified.

FIG. 6 is an example of a configuration diagram of a drive system for a railway vehicle according to the second embodiment.

異 な る A difference from the first embodiment is that INV has two element groups 601A and 601B as an example of a plurality of element groups, and each element group 601 controls two main motors. Since the number of main motors 101 to be controlled by one element group 601 has been reduced from four to two, there is an advantage that the main motor 101 can be controlled more accurately. Each element group has three element units as an example of the plurality of element units 140, as in the first embodiment.

According to the present embodiment, circuit components (components) such as FC and OVTr other than INV are commonly used by the two element groups 601A and 601B. In this way, by using some circuit components for so-called 1C2M (1 inverter 2 motor) control in common, it is possible to suppress an increase in the number of components of the drive system.

Next, a third embodiment of the present invention will be described. At this time, differences from the first embodiment will be mainly described, and descriptions of common points with the first embodiment will be omitted or simplified.

FIG. 7 is an example of a configuration diagram of a drive system for a railway vehicle according to the third embodiment.

異 な る A difference from the first embodiment is in the configuration of the SHB, specifically, the DRe and the CHRe are connected in parallel. The sequence for turning off the SHBTr1 at the time of FC charging operation and detection of fault current (overcurrent) is the same as that of the first embodiment. As an advantage of connecting DRe and CHRe in parallel, the path through which the current flows is two paths, DRe and CHRe, so that the amount of heat generated from the resistance at the time of current reduction can be consumed by the two resistors, As a result, the number of current shunt resistors and charge resistors can be reduced. In the first embodiment, the current (current specific heat) of the current reducing resistor must be larger than that in the third embodiment because the current flowing through the current reducing device must be consumed only by the DRe. Thus, according to the third embodiment, the size of the SHB can be reduced by connecting the respective resistors in parallel.

Next, a fourth embodiment of the present invention will be described. At this time, differences from the third embodiment will be mainly described, and description of common points with the third embodiment will be omitted or simplified. Further, in the following description, common elements of the reference symbols will be used when the same elements are described without distinguishing them, and reference symbols may be used when the same elements are distinguished. For example, when the primary winding is not distinguished, it is referred to as “primary winding 822”, and when the primary winding is distinguished, it is referred to as “primary winding 822A” and “primary winding 822B”. is there.

FIG. 8 is an example of a configuration diagram of a drive system for a railway vehicle according to the fourth embodiment. FIG. 8 also shows details of a range indicated by reference numeral 13.

In the fourth embodiment, an iron core transformer 832 is used as the transformer. In the iron core transformer 832, FL1 and FL2 are wound around the iron core 51, respectively. FL1 is a filter reactor as a primary reactor, and FL2 is a secondary reactor.

ア ク テ ィ ブ An active filter device 802 (hereinafter, AF) is connected to FL2. In this embodiment, the control board 200 shown in FIG. 2 is integrated with the control logic unit 150 shown in FIG.

FIG. 8 illustrates some of the components of AF. According to FIG. 8, in addition to the Lf, the AC switch 255, the RCL, the power switch 253, the inverter 258 (hereinafter, PM) and the DCCT, the AF includes a DC power supply 812 (hereinafter, VCC), a capacitor 84 (hereinafter, VCC). , Cp), a current reducing resistor 847 (hereinafter, RDRe), a damping capacitor 82 (hereinafter, Cd), and a damping resistor 81 (hereinafter, Rd).

VCC and Cp are connected in parallel with PM. The AF converts the DC power of Cp into AC power and outputs it by performing, for example, PWM (Pulse Width Modulation) control. An LC filter composed of Lf and Cf is connected to the output terminal. Thereby, the switching ripple component due to the PWM control can be removed. When the switching frequency of AF is sufficiently high, Lf and Cf may not be provided.

RDRe is connected in parallel to an AC switch 255 interposed between FL2 and PM.

Cd and Rd are connected in series and are connected in parallel with Cf. Cd and Rd suppress the resonance between Cf and Lf.

PM is a full-bridge circuit and includes semiconductor switching elements Q1 to Q4. Q1 and Q2 are connected in series to form a U phase, and Q3 and Q4 are connected in series to form a V phase. A diode is connected in parallel to each of Q1 to Q4 so that the flow direction is opposite. When each of Q1 to Q4 is an IGBT, it is necessary to connect a diode. However, when each of Q1 to Q4 is an element having a body diode such as a MOSFET, connect a body diode of the MOSFET instead of connecting a diode. Can be used.

In this embodiment, the coupling coefficient k of the magnetic coupling between FL1 and FL2 is set to less than 1 (for example, 0.95 or less). Specifically, the coupling coefficient is not adjusted to less than 1 as a result of not being able to realize the ideal coefficient of 1 (there is a slight leakage inductance), but is positively adjusted to less than 1.

Considering that the main role of AF is to suppress the retrace noise current that causes INV, it is conceivable that the coupling coefficient k in the transformer is set to 1, which is an ideal coefficient as in general. This is because if the coupling coefficient is as high as 1, the retrace noise current can be sufficiently suppressed even if the AF scale is small.

However, as described above, the FL1 is generally provided under the floor of a railway vehicle, and therefore, there is a possibility that a ground fault occurs in the FL1. When a ground fault occurs in FL1, a large current flows from the PAN to the main circuit 100. At this time, the higher the coupling coefficient k, the stronger the influence of the large current in the main circuit 100 on the AF. For example, when a ground fault occurs on the main circuit P side, the potential at both ends of FL1 at that moment becomes substantially equal to the overhead line voltage. Therefore, in the case of an ideal transformer (k = 1), the potential fluctuation propagates to the secondary side. For this reason, a high potential may propagate to the AF side and damage components in the AF.

Therefore, in the present embodiment, as described above, the coupling coefficient k is positively (in other words, intentionally) smaller than 1. By adjusting the coupling coefficient k within a range of less than 1, it is possible to achieve both a reduction in the influence of potential fluctuations at both ends of the FL1 on the main circuit P side and a reduction in retrace noise current.

In this embodiment, an iron core transformer 832 is employed as the transformer. As the type of the iron core transformer 832, there are an inner iron type and an outer iron type. According to the inner iron type, there is one magnetic circuit, and the winding is on the iron core, which is the magnetic circuit. Therefore, in appearance, the iron core becomes the core of the winding. On the other hand, according to the outer iron type, the winding is surrounded by an iron core which is two or more magnetic circuits. Thus, the winding is inside and the outside is surrounded by the iron core.

結合 The coupling coefficient k is adjusted to less than 1 regardless of the type of the iron core transformer 832. For example, the coupling coefficient k is adjusted to less than 1 irrespective of whether the type of the iron core transformer 832 is an inner iron type or an outer iron type.

The coupling coefficient k is the square root of 1− (leakage inductance / self-inductance). That is, k = {1- (Ls / Lop)} ^ (1/2). Ls is the leakage inductance. Lop is self-inductance. Ls for Lop is adjusted to a value such that the coupling coefficient k is less than 1. That is, the leakage magnetic flux can be adjusted so that the coupling coefficient k is less than 1. The method of adjusting the coupling coefficient k may depend on the configuration of the transformer. For example, as described above, it can be expected to be realized by adjusting the winding ratio of FL1 and FL2 and adjusting the relative position of FL1 and FL2.

As a method of adjusting the coupling coefficient k to less than 1, for example, any of the following first adjustment method and second adjustment method can be adopted.
(1) First adjustment method: one of the primary winding constituting FL1 and the secondary winding constituting FL2 surrounds the other part of the primary winding and the secondary winding.
(2) Second adjustment method: The primary winding constituting FL1 and the secondary winding constituting FL2 are separated along the same axis.

い ず れ Either of the first adjustment method and the second adjustment method is applicable regardless of whether the type of the iron core transformer 832 is an inner iron type or an outer iron type.

FIG. 9A is a front view of a core-type iron core transformer 832A to which the first adjustment method is applied. FIG. 9B is a top view of iron core transformer 832A shown in FIG. 9A (a plan view of iron core transformer 832A viewed from A in FIG. 9A).

For each of two parallel core portions of the iron core 51A, a primary winding 822A constituting FL1 surrounds the core portion extending in the vertical direction (longitudinal direction), and the primary winding 822A constitutes FL2. The secondary winding 823A surrounds. The outer circumference of the primary winding 822A is separated from the inner circumference of the secondary winding 823A. The overall length of the secondary winding 823A in the vertical direction is shorter than the overall length of the primary winding 822A in the vertical direction, and the entire secondary winding 823A overlaps a part of the primary winding 822A. For example, the secondary winding 823A surrounds a central portion of the primary winding 822A.

FIG. 10A is a front view of a core-type iron core transformer 832B to which the first adjustment method is applied. FIG. 10B is a top view of iron core transformer 832B shown in FIG. 10A.

(4) A primary winding 822B surrounds a vertically extending central portion of the core of the iron core 51B, and a secondary winding 823B surrounds the primary winding 822B. The relative relationship between the primary winding 822B and the secondary winding 823B is the same as the relationship shown in FIGS. 9A and 9B.

In the first adjustment method, the parameters depending on the coupling coefficient k are the ratio of the winding ratio between the primary winding 822 and the secondary winding 823 and the relative position between the primary winding 822 and the secondary winding 823. Probably at least one of them. By adjusting at least one of these parameters, the coupling coefficient k can be adjusted within a range of less than 1.

FIG. 11A is a front view of a core-type iron core transformer 832C to which the second adjustment method is applied. FIG. 11B is a top view of the iron core transformer 832C shown in FIG. 11A.

For each of the two parallel core portions of the iron core 51C, a primary winding 822C and a secondary winding 823C surround the core portions, respectively. The primary winding 822C and the secondary winding 823C are separated by a separation distance t along the longitudinal direction of the core portion.

FIG. 12A is a front view of a shell-type iron core transformer 832D to which the second adjustment method is applied. FIG. 12B is a top view of the iron core transformer 832D shown in FIG. 12A.

一 A primary winding 822D and a secondary winding 823D respectively surround the centrally extending core portion of the iron core 51D. Similar to FIGS. 11A and 11B, the primary winding 822D and the secondary winding 823D are separated by a separation distance t along the longitudinal direction of the core portion.

で は In the second adjustment method, the parameter that depends on the coupling coefficient k is at least the separation distance t. By adjusting the separation distance t, the coupling coefficient k can be adjusted within a range of less than 1. In the second adjustment method, as a parameter depending on the coupling coefficient k, a turn ratio between the primary winding 822 and the secondary winding 823 may be further used.

Thus, there are the first and second adjustment methods as an adjustment method of the coupling coefficient k. According to the first adjustment method, since the secondary winding 823 overlaps with the primary winding 822, the size along the longitudinal direction is shorter than that of the second adjustment method. It can be expected that it is smaller than the adjustment method of 2. On the other hand, according to the second adjustment method, the number of positions that can be selected as the relative positions of the primary winding 822 and the secondary winding 823 is larger than that of the first adjustment method. It can be expected that the value is larger than the first adjustment method (for example, the minimum value of the coupling coefficient k is smaller than the first adjustment method).

As described above, by setting the coupling coefficient k to be less than 1, it is possible to achieve both the reduction of the influence of potential fluctuations at both ends of the FL1 on the main circuit P side and the reduction of the retrace noise current. In addition, in a range where the coupling coefficient k is less than 1 (0 <k <1), a first coefficient range in which k is relatively large and a second coefficient range in which k is a range other than the first coefficient range. There may be. K belonging to the first coefficient range may be adjustable by at least the first adjustment method of the first and second adjustment methods, and k belonging to the second coefficient range may be adjusted by the first and second adjustment methods. The adjustment may be made by at least a second adjustment method of the methods.

When it is specified by a DCCT detection value that a potential (for example, a high potential as an effect of an overcurrent) has propagated to the FL2 side, any of the following controls may be performed. Note that any of the following controls may be performed, for example, by specifying a detection value of DCCT by the control logic unit 150 and instructing from the control logic unit 150.
(First Control) The AF causes the RDRe to commutate the induced current when the AC switch 255 is turned off.
(Second Control) The AF sets the PM operation mode to the reflux mode. Specifically, for example, the PM turns on Q1 and Q3.

技術 The technical significance of each of the first control and the second control is, for example, as follows.

(4) According to the first control, the induced current is reduced. For this reason, the current rating specifications of the components in the AF can be kept low.

１The first control may be employed when k belongs to the first coefficient range.

On the other hand, if k is small enough to belong to the second coefficient range, the AC switch 255 and RDRe may not be provided. This is because the magnitude of the induced current is considered to be a magnitude that does not need to be reduced, and it is expected that the rated current of the components in the AF can be kept low even without the AC switch 255 and the RDRe.

However, if there is no RDRe, the mode may be such that the induced current is not reduced and the capacitor Cp on the input side in the AF is charged via the PM. In the charging mode, the input side potential of the AF rises, and there is a concern that the withstand voltage of Cp may be exceeded.

Therefore, the second control is executed. According to the second control, since the induced current flows back in the PM, no charge occurs in Cp. Therefore, the breakdown voltage of Cp can be suppressed.

Although several embodiments have been described above, the present invention is not limited to these embodiments, and it goes without saying that various modifications can be made without departing from the scope of the invention.

The embodiments described above have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described above. Further, for a part of the configuration of the embodiment, at least one of addition, deletion, and replacement of another configuration can be performed.

For example, the circuit configuration of the SHB according to the third embodiment and the 1C2M control method according to the second embodiment may be combined. Further, the configuration of the element group used for the INV is a so-called 2in1 type power module configuration in which the upper and lower arms are integrated into one, but is not limited to this. As the element group, a so-called 1-in-1 type power module on which each arm is mounted may be used. Further, it goes without saying that the configuration of the INV may be a power unit configuration in which the inverter power unit and the brake chopper element are shared. Further, the transformer (for example, a transformer-type filter reactor FL1) may be an air-core type or an iron-core type. Further, electric motor 101 may be an induction motor or a permanent magnet synchronous motor. When a permanent magnet synchronous motor is used as the motor 101, as shown in FIG. 6, the INV has a plurality of (for example, four groups) element groups, and members such as FC and OVTr are shared by some of the element groups. With this configuration, it is possible to contribute to reducing the loss of the main motor and reducing the weight of the drive system.

Further, for example, the present invention is not limited to a drive system for a railway vehicle, and includes a system (for example, a system including at least one of a reactor (for example, the above-described filter reactor), a capacitor, and a power converter (for example, an inverter)). And power control systems such as wind power generation systems and photovoltaic power generation systems).

Further, for example, for each of the AF standby command 293 (an example of the first command), the AF gate start command 294 (an example of the second command), and the AF operation signal, an example of transmission of the command (signal) is as follows. The command (signal) may be turned on or asserted. Further, with respect to each of the AF standby command 293 and the AF gate start command 294, an example of transmission of a command to end the operation according to the command is an OFF or negation of the corresponding command of the AF standby command 293 and the AF gate start command 294. Is fine.

Further, any type of transformer may be adopted as the transformer including FL1. For example, according to the iron core transformer, the magnetic flux is substantially closed to the core, so that the AF can be provided near any of the SHB, INV, and FL. For this reason, whether the iron-core transformer or the air-core transformer is adopted may be determined depending on whether or not the position of the transformer is close to the SHB, INV, and FL.

イ ン ダ ク タ ン ス The inductance value of FL1 may be 1 mH or more and 4 mH or less. According to the study of the present inventor, an example of the technical significance of 1 mH is that even if the inductance value is smaller than 1 mH, it is considered that further downsizing of FL1 does not substantially occur. An example of the technical significance of 4 mH is that the inductance value required for the role of the filter reactor is 8 mH to 12 mH or less, which contributes to downsizing of the filter reactor.

Further, the configuration of the above-described drive system for a railway vehicle is one of the results of the present inventors' earnest studies on the practical use of a drive system for a railway vehicle in which a semiconductor current reducer is used as a current breaker and the filter reactor is reduced in size. Although at least AF of the above-described configuration is a system other than a railway vehicle drive system (for example, a semiconductor) in which a filter reactor is downsized by employing a semiconductor current reducer as a current breaker. The present invention may be applied to a system employing a current breaker other than the current reducer, or a system employing a filter reactor having a general inductance value. That is, for such a system, for example, the following expressions are possible. The AF described in at least one of the above-described embodiments may be applied to the following active filter device.
<Expression>
An interrupter that cuts off the DC power from the overhead line, an inverter that converts a DC power into an AC power using a motor that drives a railway vehicle as a load, and operates the inverter interposed between the interrupter and the inverter. A drive circuit for a railway vehicle including a main circuit having a filter reactor and a filter capacitor for suppressing voltage pulsation generated when the inverter is driven, characterized by having an active filter device for suppressing a flyback noise current generated by the inverter. Drive system for railway vehicles.

# 114: Semiconductor current reducer # 155: Active filter device

Claims (24)

1. An interrupter that cuts off the DC power from the overhead line, an inverter that converts a DC power into an AC power using a motor that drives a railway vehicle as a load, and operates the inverter interposed between the interrupter and the inverter. In a drive system for a railway vehicle including a main circuit having a filter reactor and a filter capacitor that suppress pulsation of voltage generated when performing,
   A semiconductor switch element connected in series to the current breaker and the inverter, and a semiconductor current reducer provided in the main circuit having a resistor connected in parallel to the semiconductor switch element;
   An active filter device for suppressing a flyback noise current generated by the inverter.
2. The active filter device is connected to a secondary reactor in a transformer using the filter reactor as a primary reactor,
   The drive system for a railway vehicle according to claim 1, wherein:
3. The active filter device is magnetically coupled to the P side of the main circuit via the secondary reactor,
   The railway vehicle drive system according to claim 2, wherein:
4. The active filter device has a switch connected to the secondary reactor,
   The active filter device, when detecting an overcurrent propagated from the filter reactor via the secondary reactor, turns off the switch,
   The railway vehicle drive system according to claim 2, wherein:
5. Further comprising a control device,
   The inverter is a first inverter;
   The active filter device includes a second inverter connected to the secondary reactor via the switch,
   On the P side of the main circuit, a current sensor for detecting an alternating current component superimposed on the main circuit is provided,
   The control device controls the second inverter that outputs an AC voltage signal transmitted to the main circuit via the secondary reactor based on the AC current component detected by the current sensor.
   The drive system for a railway vehicle according to claim 4, wherein:
6. A current sensor for detecting an alternating current component superimposed on the main circuit is installed in the main circuit,
   The active filter device controls an AC voltage signal transmitted to the main circuit via the secondary reactor based on an AC current component detected by the current sensor.
   The railway vehicle drive system according to claim 2, wherein:
7. The current sensor is an alternating current sensor,
   The drive system for a railway vehicle according to claim 6, wherein:
8. The active filter device performs a self-diagnosis of the active filter device before the overhead wire and the inverter are electrically connected,
   The drive system for a railway vehicle according to claim 1, wherein:
9. The disconnector further includes a control device connected to the semiconductor current reducer and the active filter device,
   The control device,
   Before turning on the disconnector, a standby command that is a command to trigger the self-diagnosis is transmitted to the active filter device,
   When the response received from the active filter device to the standby command indicates normal, the disconnector is turned on,
   The drive system for a railway vehicle according to claim 8, wherein:
10. When the current breaker is turned on, charging of the filter capacitor is started,
    The control device, after charging the filter capacitor, causes the active filter device to start a main operation of suppressing a retrace noise current generated by the inverter,
    The railway vehicle drive system according to claim 9, wherein:
11. When the current breaker is turned on, charging of the filter capacitor is started,
    After charging the filter capacitor, the active filter device starts a main operation of suppressing a retrace noise current generated by the inverter,
    The drive system for a railway vehicle according to claim 1, wherein:
12. The disconnector further includes a control device connected to the semiconductor current reducer and the active filter device,
    The semiconductor current reducer has a plurality of semiconductor switch elements including the semiconductor switch element,
    The control device, when an abnormality of the active filter device is detected after turning on the disconnector, after turning off the disconnector and the active filter device, of the plurality of semiconductor switch elements Turning off a predetermined semiconductor switch element,
    The drive system for a railway vehicle according to claim 1, wherein:
13. The semiconductor switch element is a first semiconductor switch element,
    The resistance is a first resistance;
    The semiconductor current reducer further comprises:
    A parallel body connected in series to the first resistor;
    The parallel body,
    A second semiconductor switch element;
    A second resistor connected in parallel with the second semiconductor switch element.
    The drive system for a railway vehicle according to claim 1, wherein:
14. The semiconductor switch element is a first semiconductor switch element,
    The resistance is a first resistance;
    The semiconductor current reducer further comprises:
    A second semiconductor switch element connected in series to the first resistor;
    A second resistor connected in parallel to the first resistor and the second semiconductor switch element;
    The drive system for a railway vehicle according to claim 1, wherein:
15. A coupling coefficient of magnetic coupling between the primary reactor that is the filter reactor and the secondary reactor to which the active filter device is connected is less than 1.
    The drive system for a railway vehicle according to claim 3, wherein:
16. The active filter device has a switch connected to the secondary reactor, and a current reduction resistor connected to the switch,
    The active filter device, when detecting the potential propagated from the primary reactor via the secondary reactor, turns off the switch,
    The railway vehicle drive system according to claim 15, wherein:
17. The active filter device has a full bridge circuit having a plurality of semiconductor switch elements,
    The active filter device, when detecting the potential propagated from the primary reactor via the secondary reactor, the operation mode of the full bridge circuit is a reflux mode,
    The railway vehicle drive system according to claim 15, wherein:
18. One of a primary winding constituting the primary reactor and a secondary winding constituting the secondary reactor surrounds a part of the other of the primary winding and the secondary winding,
    The railway vehicle drive system according to claim 15, wherein:
19. The secondary winding surrounds the primary winding, and the entire secondary winding overlaps a part of the primary winding.
    The drive system for a railway vehicle according to claim 18, wherein:
20. The primary winding constituting the primary reactor and the secondary winding constituting the secondary reactor are separated along the same axis,
    The railway vehicle drive system according to claim 15, wherein:
21. The coupling coefficient is a square root of 1- (leakage inductance / self-inductance),
    The leakage inductance with respect to the self-inductance is adjusted to a value such that the coupling coefficient is less than 1.
    The railway vehicle drive system according to claim 15, wherein:
22. The inductance value of the filter reactor is 1 mH or more and 4 mH or less,
    The drive system for a railway vehicle according to any one of claims 1 to 21, wherein:
23. As the electric motor, there are a plurality of electric motors,
    The inverter has a plurality of inverter units,
    For each of the plurality of inverter units,
    A part of the plurality of motors, which is not connected to any of the inverters other than the inverter, is connected to the inverter.
    The drive system for a railway vehicle according to any one of claims 1 to 21, wherein:
24. An interrupter that cuts off the DC power from the overhead line, an inverter that converts a DC power into an AC power using a motor that drives a railway vehicle as a load, and operates the inverter interposed between the interrupter and the inverter. In a method of driving a railway vehicle including a main circuit having a filter reactor and a filter capacitor that suppresses pulsation of voltage generated when
    Turn on the disconnector,
    A semiconductor switch element connected in series to the current breaker and the inverter; and a semiconductor switch element in a semiconductor current reducer provided in the main circuit, having a resistor connected in parallel to the semiconductor switch element. Turn on,
    When the disconnector and the semiconductor switch element are in an ON state, an active filter device suppresses a retrace noise current generated by the inverter.
    A method for driving a railway vehicle, comprising:

Images