DE102014219800A1 - Rail vehicle drive system - Google Patents

Abstract

In a rail vehicle having an engine power generation drive scheme, the present invention provides a drive system that realizes the reduction of engine noise at a platform without limiting the engine power required to drive the vehicle. Further, the train information control system 11 detects the departure state of the vehicle when the open / closed state of the input transits from the open state to the closed state, and the rotor frequency (absolute value) of the electric motor calculated by the inverter device 8 is zero shifted to a positive value. The train information control system 11 obtains the association information such as the number of vehicles of the train formation and the own vehicle position information indicating the attachment position of its own vehicle based on the information from the train information control systems included in the other vehicles of the association. and calculates a platform travel distance, which is a distance the vehicle travels until it separates from the platform, the association information, and the own vehicle position information. The distance traveled after departure from the station is calculated by integrating the rotor frequency from the time of departure from the station, and the operation of the service equipment is restricted until the traveled distance exceeds the platform travel distance, so that the power consumption is reduced.

Description

Background of the invention

Field of the invention

The present invention relates to a rail vehicle drive system having an engine power generation drive scheme.

Description of the Prior Art

A drive power source is essential for driving a rail vehicle, and while the vehicle is running, it is important to generate the drive power for driving the vehicle from the drive power source and to normally drive a drive system to turn the wheels.

• (1) Leistung wird von einer Leistungserzeugungsausrüstung auf der Bodenseite durch eine Leistungsversorgungsausrüstung wie eine Oberleitung an das Fahrzeug geliefert (elektrifizierte Trasse).
• (2) Eine Kraftmaschine oder dergleichen ist an dem Fahrzeug montiert (nicht-elektrifizierte Trasse).

In general, as the driving power source for driving the rail vehicle, the following two types are possible:

• (1) Power is supplied from a power generation equipment on the ground side by power supply equipment such as a catenary to the vehicle (electrified route).
• (2) An engine or the like is mounted on the vehicle (non-electrified route).

In the case of the electrified line having a driving power source such as the ground-side power generation equipment, the power supplied by the power supplying equipment such as a catenary is taken in the vehicle. Then, an electric motor is driven by a traction converter or the like, and a traction force is generated between the wheels and the rail so that the vehicle is driven (electric train).

On the other hand, in the non-electrified line having no drive power source such as the ground-side power generation equipment, the drive power source is an engine on the vehicle and the engine drives the power generator. Then, by the generated power, an electric motor is driven by means of a traction converter or the like, and a traction force is generated between the wheels and the rail so that the vehicle is driven (electric railcar, diesel electric train). Further, in the vehicle in which the drive power source is an engine, there is also a scheme in which the wheels are directly driven by controlling the shaft output of the engine with a transmission or the like, and a traction force is generated between the wheels and the rail, so that the vehicle is driven (railcar, diesel train).

The vehicle in which the drive power source is an engine generates operating noise such as the explosion sound in the cylinder generated when the engine power is output or the turbocharger rotation noise when intake air is supplied to the engine and the revolution noise of a cooling fan when Coolant for the engine is cooled. The sound power of the explosion noise in the cylinder and the turbocharger revolution noise becomes especially louder as the engine power increases. On the other hand, the cooling fan is generally driven by the rotation of the engine itself, and therefore, the sound power of the revolution noise is proportional to the rotational speed of the engine. The revolution noise of the cooling fan is proportional to the sixth power of the rotation speed, and therefore, the rotation noise becomes loud at an accelerated rate as the rotation speed increases. Therefore, in a high speed range, the revolution noise of the cooling fan dominates the engine noise.

Engine noise is considered a problem in surrounding areas of railway stations, especially on platforms. When a train departs from a station, the engine reaches maximum power in acceleration of the vehicle, and under circumstances in which the revolution noise of the cooling fan dominates, the train passes through the platform on which many passengers wait, and also passes through neighborhoods in the vicinity of the station , Although the engine noise depends on the volume of an engine, an engine for a conventional electric railcar (diesel-electric train) at the time of maximum power measures engine noise that is 100 dBA at a position about 10 m away from the side surface of the vehicle , exceeds.

Incidentally, the engine power can not be generated at every speed. An engine performance curve that specifies the maximum power for each engine speed is defined for each engine. Further, a fuel consumption map specifying fuel consumption for engine speed and power is defined and can not be ignored in designing an energy efficient drive system. For example, as a method of naturally performing the tracking of the engine speed at the time of increasing the engine power for the purpose of exhaust reduction and the fuel consumption reduction of the engine is a definition of the engine performance curve in which the engine power is proportional to the cube of the speed ((engine power) = F ((engine speed) ^ 3)).

As a control system for a diesel engine driving apparatus that focuses on the operating point management in the steady state and the transient state of an engine and that enables the operation control of the engine at a desired operating point from the viewpoint of exhaust gas reduction and fuel economy reduction, there is a "control system for a diesel engine Diesel Railcar Drive Device "in the Japanese Patent Laid-Open Publication No. 2012-191715 (Patent Document 1).

The "control system for a diesel railcar drive device" in Patent Document 1 describes a control system for a diesel railroad car drive device that is a train control system including an engine, a power generator to be driven by the engine, a converter, and the AC power output by the power generator to convert DC power, a main electric motor to move the vehicle, and an inverter device to generate AC power by converting the DC power and driving the main electric motor, and which previously sets an engine operating point as a control target of the engine and controls the inverter device such that the Operating point of the engine follows the specified engine operating point.

7 FIG. 15 is a diagram showing an operating point control method in an engine operating control unit incorporated in FIG 3 of Patent Document 1 is shown.

An engine control apparatus compares a total power consumption value "ΣP" 126, which includes the power consumption of the inverter device, with the information about the engine operating point "P (n)" 128, and then, when the engine operating point does not fall within a range P (n) ± δP An engine speed command value from an engine speed command unit generates such an engine speed command control value "n **" 124 that the engine operating point is within a desired operating point range (in a range P (n) ± δP) and transmits it to the engine. The timing of the engine power is input to the inverter control device, and the torque of the main electric motor to drive the AC power of the inverter device is controlled.

As described above, the vehicle in which the drive power source is an engine generates not only the cylinder explosion noise and the turbocharger revolution noise, which become louder as the engine power increases, but also the revolution noise of the cooling fan whose sound power is proportional to the sixth power of the rotational speed the engine is. Therefore, the sound power in the engine noise increases at an accelerated rate as the rotational speed of the engine increases, and the revolution noise of the cooling fan dominates the engine noise in a high rotational speed range.

Therefore, to reduce the engine noise, it is only necessary to reduce the engine speed. Due to the performance characteristics of the engine, engine power is generally limited at a low speed. Further, as also described in Patent Document 1, restrictions are provided on the relationship between the rotational speed and the engine power for realizing other aspects than the engine noise reduction such as the exhaust gas reduction and the fuel consumption reduction of the engine in many cases. Therefore, if attention is paid only to the engine noise reduction and the reduction in the number of revolutions, the driving force of the vehicle to which the power is supplied and the power consumption of the service equipment are restrained and the travel of the train can be hindered. In addition, there are concerns about compromising compliance with emissions control and meeting the CO2 reduction target.

The present invention has an object to provide a drive system for a rail vehicle having an engine power generation drive scheme that realizes the reduction of engine noise at a platform without restricting the engine power required for driving a vehicle.

Summary of the invention

In the present invention, when a train departs from a train station, a rail vehicle drive system with an engine power generation drive scheme reduces the power consumption of an auxiliary device to an intended limit value and suppresses the engine generating power while the vehicle travels next to a platform, and therefore provides the the power of a vehicle engine power required at a lower engine speed. According to the present invention, it is possible to control the rotational speed of the engine from the time when the Vehicle departs from the station until the time it leaves the platform to reduce and reduce the noise generated by the engine, without affecting the driving performance of the vehicle.

As an effect of the present invention, it is possible to provide a rail vehicle drive system which realizes the reduction of engine noise at a platform without restricting the engine power required for driving a vehicle.

Brief description of the drawings

1 Fig. 12 is a diagram showing the basic arrangement of an embodiment in a rail vehicle drive system according to the present invention;

2 Fig. 12 is a diagram showing the arrangement and connection of devices in an embodiment of the present invention;

3 Fig. 12 is a diagram showing the operation of facilities when the train leaves the station in an embodiment of the present invention;

4 Fig. 15 is a diagram showing an effective power point behavior for an engine performance curve in an embodiment of the present invention;

5 Fig. 10 is a functional block diagram for realizing engine noise reduction control in an embodiment of the present invention;

6 Fig. 10 is a flowchart showing the operation of the engine noise reduction control in an embodiment of the present invention;

7 FIG. 15 is a diagram showing an operating point control method in an engine operating control unit incorporated in FIG 3 of Patent Document 1 is shown.

Detailed Description of the Preferred Embodiments

Hereinafter, embodiments of the present invention will be explained by means of the drawings.

[Embodiment 1]

1 Fig. 10 is a diagram showing the basic arrangement of an embodiment in a rail vehicle drive system according to the present invention.

vehicles 1a . 1b . 1c . 1d or part of them are the vehicles that make up a train. The vehicle 1a and the vehicle 1b are through a clutch 2a connected. Likewise, the vehicle 1b and the vehicle 1c through a clutch 2 B connected and the vehicle 1c and the vehicle 1d through a clutch 2c connected.

The vehicle 1a is by wheelsets 5a . 5b through a frame 4a and wheelsets 5c . 5d through a frame 4b on the rail surfaces, which are not shown in the figure worn. The vehicle 1b is by wheelsets 5e . 5f through a frame 4 ca and wheelsets 5g . 5h through a frame 4d on the rail surfaces, which are not shown in the figure worn. The vehicle 1c is by wheelsets 5i . 5y through a frame 4e and wheelsets 5k . 5l through a frame 4f on the rail surfaces, which are not shown in the figure worn. The vehicle 1d is by wheelsets 5 m . 5n through a frame 4g and wheelsets 5o . 5p through a frame 4h on the rail surfaces, which are not shown in the figure worn.

On the vehicle 1a are an engine power generation device 6a formed by an engine and a power generator, a converter device 7a , an inverter device 8a and a train information control system 11a assembled. The AC power supplied by the power generation device 6a is generated by an AC power line 13a in an AC-side terminal of the converter device 7a fed. The converter device 7a converts the injected AC power into DC power. The DC power is supplied from a DC side output terminal through a DC power line 12a each in a DC side terminal of the inverter device 8a and a DC side terminal of the auxiliary power system described later 9a that on the vehicle 1b is mounted, fed. Here in the embodiment, the auxiliary power system 9a on the vehicle 1b mounted next to the vehicle 1a is located, but a vehicle on which the auxiliary power system 9a is mounted, is not limited thereto. It is a case in which the auxiliary power system 9a on the vehicle 1a is mounted, or a case in which it is mounted on a vehicle that is not next to the vehicle 1a located, such as the vehicle 1c or the vehicle 1d , possible. The inverter device 8a converts the injected DC power into AC power with a variable voltage and a variable frequency, does not control the generated torque one in the figure shown AC motor and drives the wheelsets 5a . 5b . 5c . 5d fully or partially by a reduction gear, which is not shown in the figure to. The train information control system 11a is with the converter device 7a and the inverter device 8a by in-vehicle information transmission means 15a connected and with a train information control system described later 11b that on the vehicle 1b is mounted by vehicle-connecting information transmission means 16a connected.

On the vehicle 1b are the additional power system 9a , the service equipment 10a and the train information control system 11b assembled. The additional power system 9a converts the DC power generated by the DC power line 12a is fed into the DC side terminal, into AC power with a constant voltage and a constant frequency. The AC power is provided by an AC power line 14a in the service equipment 10a such as an air conditioner or a cooking device fed. The AC power output by the auxiliary power system 9a involves several power supply specifications such as a frequency of 60 Hz at an AC of 440 V and a frequency of 60 Hz at an AC of 220 V, and may be according to the apparatus specification of the air conditioner, the cooking apparatus or the like which is the service equipment 10a be delivered. The train information control system 11b is with the additional power system 9a by in-vehicle information transmission means 15b connected, with the service equipment 10a by in-vehicle information transmission means 15c connected to the train information control system 11a that on the vehicle 1a is mounted by the vehicle-connecting information transmission means 16a connected and with a train information control system described later 11c that on the vehicle 1c is mounted by vehicle-connecting information transmission means 16b connected.

On the vehicle 1d are an engine power generation device 6b formed by an engine and a power generator, a converter device 7b , an inverter device 8b and a train information control system 11d assembled. The AC power supplied by the power generation device 6b is generated by an AC power line 13b in an AC-side terminal of the converter device 7b fed. The converter device 7b converts the injected AC power into DC power. The DC power is supplied from a DC side output terminal through a DC power line 12b each in a DC side terminal of the inverter device 8b and a DC side terminal of the auxiliary power system described later 9b that on the vehicle 1c is mounted, fed. Here in the embodiment, the auxiliary power system 9b on the vehicle 1c mounted next to the vehicle 1d is located, but a vehicle on which the auxiliary power system 9b is mounted, is not limited thereto. It is a case in which the auxiliary power system 9b on the vehicle 1d is mounted, or a case in which it is mounted on a vehicle that is not next to the vehicle 1d located, such as the vehicle 1a or the vehicle 1b , possible. The inverter device 8b converts the injected DC power to AC power with a variable voltage and a variable frequency, controls the generated torque of an AC motor not shown in the figure, and drives the wheelsets 5 m . 5n . 5o . 5p fully or partially by a reduction gear, which is not shown in the figure to. The train information control system 11d is with the converter device 7b and the inverter device 8b by in-vehicle information transmission means 15f connected and with a train information control system described later 11c that on the vehicle 1c is mounted by vehicle-connecting information transmission means 16c connected.

On the vehicle 1c are the additional power system 9b , the service equipment 10b and the train information control system 11c assembled. The additional power system 9b converts the DC power generated by the DC power line 12b is fed into the DC side terminal, into AC power with a constant voltage and a constant frequency. The AC power is provided by an AC power line 14b in the service equipment 10b such as an air conditioner or a cooking device fed. The AC power output by the auxiliary power system 9b involves several power supply specifications such as a frequency of 60 Hz and an alternating current of 440 V and 220 V, and may be in accordance with the apparatus specification of the air conditioner, the cooking apparatus or the like which is the service equipment 10b be delivered. The train information control system 11c is with the additional power system 9b by in-vehicle information transmission means 15e connected, with the service equipment 10b by in-vehicle information transmission means 15d connected to the train information control system 11b that on the vehicle 1b is mounted by the vehicle-connecting information transmission means 16b connected and with the train information control system 11d that on the vehicle 1d is mounted by the vehicle-connecting information transmission means 16c connected.

By the above arrangement, the train information control system detects 11a when the open / closed state of an input not shown in the figure transitions from the open state to the closed state and the rotor frequency (absolute value) of the electric motor passing through the inverter device 8a is to be calculated, shifts from zero to a positive value, the departure state of the vehicle to generate a departure signal. Further, based on the information from the train information control systems in the other vehicles of the association, the association information such as the number of vehicles of the train and the own vehicle position information indicative of the own vehicle injection position are obtained and a platform travel which is a route that drives the vehicle until it separates from the platform is calculated from the association information and the own vehicle position information. Further, the rotor frequency is integrated from the time of sending the departure signal, thereby calculating the traveled distance. After leaving the station, a platform drive signal indicating that the vehicle is traveling next to the platform is calculated until the distance covered exceeds the platform route. On this occasion, an auxiliary consumption reduction permission signal is outputted by a switch operation on the cab, and then, when a drive operation signal is output by a driving step control, an additional consumption reduction command is issued. The additional consumption reduction command issued by the train information control system 11a is inputted into the service equipment, and the power consumption is reduced to an intended restriction value.

That is, according to the present invention, when the train leaves the station, the rail vehicle drive system with the diesel engine power generation drive scheme reduces the power consumption of the service equipment such as the air conditioner to the designed restriction value and suppresses the engine generating performance while the vehicle is beside the engine Platform moves. Therefore, it is possible to provide the rail vehicle drive system that provides the required engine power at a lower engine speed and realizes the reduction of engine noise at the platform.

2 Fig. 10 is a diagram showing the arrangement and connection of the devices in an embodiment of the present invention.

The engine power generation device 6 is from an engine 21 , a power generator 22 and a speed detector 23 educated. The power generator 22 that by the engine 21 is powered outputs three-phase alternating current. The speed detector 23 Detects the speed of a drive shaft of the power generator, which is connected to the engine 21 is connected, and the detected speed information is in a control device of the converter device 7 entered, which is not shown in the figure.

The converter device 7 is from a converter circuit 24 , AC detectors 25a . 25b . 25c and a capacitor 26a educated. The three-phase alternating current described above, by the power generator 22 is output is in the converter circuit 24 fed and converted into DC power. The voltage between the two ends of the capacitor 26a is through a voltage detector 30 detected, with a resistance 29 is connected in series, and the detected voltage value of the capacitor 26a is used as the reference voltage for the PWM control in the converter circuit 24 accepted. Based on the ac amperages Iu_c, Iv_c, Iw_c, through the current detectors 25a . 25b . 25c be detected controls the converter device 7 the converter circuit 24 such that the voltage between the two ends of the capacitor 26a is held at a predetermined value (constant voltage control).

The inverter device 8th is from an inverter circuit 28 , AC detectors 25d . 25e . 25f and a capacitor 26b educated. The DC power generated by the converter device 7 is output is in the inverter circuit 28 fed and converted into three-phase alternating current. The three-phase alternating current is in the electric motor 15 fed to power him. The voltage between the two ends of the capacitor 26b is through the voltage detector 30 detected, with the resistance 29 is connected in series, and as the reference voltage for the PWM control in the inverter circuit 28 accepted. The inverter device 8th calculates the excitation current (d-axis current) and the torque current (q-axis current) based on the ac currents Iu_i, Iv_i, Iv_i passing through the current detectors 25d . 25e . 25f be detected and controls the inverter circuit 28 such that the excitation current and the torque current respectively follow an exciting current pattern and a torque current pattern representing the torque output of the electric motor 15 determine that is necessary for driving the vehicle (vector control).

The additional power system 9 converts the DC power coming into the DC side connection through the DC power line 12 is converted to AC power at a constant voltage and a constant frequency. The AC power is included in the service equipment 10 such as the air conditioner and the cooking device through the AC power line 14 fed. The AC power generated by the auxiliary power system 9 is outputted, takes several power supply specifications such as a frequency of 60 Hz at an AC of 440 V and a frequency of 60 Hz at an AC of 220 V and may according to the specification of the air conditioner, the cooking device or the like, the service equipment 10 be delivered.

The train information control system 11 is with the converter device 7 and the inverter device 8th by in-vehicle information transmission means 15a connected, with the additional power system 9 by in-vehicle information transmission means 15b connected and with the service equipment 10 by in-vehicle information transmission means 15c connected.

With the above arrangement, the train information control system detects 11 when the open / closed state of the input not shown in the figure transitions from the open state to the closed state and the rotor frequency (absolute value) of the electric motor passing through the inverter device 8th is to be calculated, shifts from zero to a positive value, the departure state of the vehicle to generate a departure signal. Further, based on the information from the train information control systems included in the other vehicles of the association, the association information such as the number of vehicles of the train and the own vehicle position information indicative of the own vehicle injection position are obtained and the platform travel distance , which is a distance that drives the vehicle until it separates from the platform, is calculated from the association information and the own vehicle position information. Further, the rotor frequency is integrated from the time of sending the departure signal, thereby calculating the traveled distance. After leaving the station, a platform drive signal indicating that the vehicle is traveling next to the platform is calculated until the distance covered exceeds the platform route. On this occasion, an auxiliary consumption reduction permission signal is outputted by a switch operation on the cab, and then, when a drive operation signal is output by a driving step control, an additional consumption reduction command is issued. The additional consumption reduction command issued by the train information control system 11 is inputted into the service equipment, and the power consumption is reduced to an intended restriction value.

That is, according to the present invention, when the train leaves the station, the rail vehicle drive system with the diesel engine power generation drive scheme reduces the power consumption of the service equipment such as the air conditioner to the designed restriction value and suppresses the engine generating performance while the vehicle is beside the engine Platform moves. Therefore, it is possible to provide the rail vehicle drive system that provides the required engine power at a lower engine speed and realizes the reduction of engine noise at the platform.

3 Figure 11 is a diagram showing the operation of the facilities when the train departs from the station in one embodiment of the present invention.

3 in which the time is plotted on the ordinate axis (the lapse of time is shown in the downward direction) and the traveled distance of the vehicle is plotted on the abscissa axis, with reference thereto, shows the transition of the engine power to be driven by the inverter device; the service equipment consumption power for the air conditioner and the like and the engine power representing the total of these.

In the embodiment, the train is an association of four vehicles, and the drive systems including the engines are mounted on the vehicle number 1, which is the leading vehicle, and on the vehicle number 4, which is the last vehicle. The engine of the number 1 vehicle drives the electric motor mounted on the number 1 vehicle, thus providing the service equipment consumption in the number 1 and number 2 vehicles. Further, the number 4 vehicle engine drives the electric motor mounted on the number one vehicle Vehicle number 4 is mounted and thus provides the service equipment consumption power in the vehicles number 3 and number 4. In the present invention, the number of involved in the train formation vehicles, the position of a vehicle on which the drive system including the engine is mounted and the Delivery Range of Service Equipment Consumption Not Limited to This. This is consistently the drawstring assembly used for Explaining the Einrichtungsbetriebs in the present invention is adopted.

At a time T0, which is shortly after the departure of the train from the station, the train service operates in the region "(A) station area next to the platform".

Here, the electric motor power and the service equipment consumption power are respectively shown in five stages, and it is assumed that in the prior art at the time of departure from the railway station, the electric motor power is "5" and the service equipment consumption power is "5".

In the embodiment, when the train departs from the station (time T0), the power consumption of the service equipment such as the air conditioner is reduced to an intended restriction value. Here, both the No. 1 and No. 2 vehicles as well as the No. 3 and No. 4 vehicles drive in the region "(A) station area adjacent to the platform", and therefore, although the electric motor power "5" is not changed, the service equipment consumption power becomes Set to "1". As a result, the engine powers of the number 1 vehicle and the number 4 vehicle are reduced to "6" as compared with "10" originally required. That is, by reducing engine power, it is possible to operate the engine at a lower engine speed than the original one.

At the time T1 after the departure of the train from the station, part of the vehicles, at least vehicle number 1 as the lead vehicle, drive in the region "(B) Outside the station area" and the other vehicles drive in the area "(A) Station area next to the platform ".

In this case, for vehicles number 1 and number 2, since at least vehicle number 1 is traveling in the region "(B) outside the station area", the electric motor power is continuously "5" and the service equipment consumption is back to the originally required level. " 5 "set. Therefore, as the engine power of the number 1 vehicle, the originally required "10" is output.

Further, since the vehicles number 3 and number 4 in the region "(A) drive station area next to the platform", the electric motor power is continuously "5" and the service equipment consumption power is continuously "1". As a result, the engine power of the vehicle number 4 is reduced to "6" relative to "10" that was originally required. That is, by reducing engine power, it is possible to operate the engine at a lower engine speed than the original one.

At time T2 after the departure of the train from the station, all vehicles in the region go "(B) outside the station area".

In this case, since the vehicles number 1 and number 2 and the vehicles number 3 and number 4 drive in the region "(B) outside the station area", the electric motor power is continuously "5" the service equipment consumption power is back to the originally necessary one Set to "5". Therefore, as the engine powers of the No. 1 vehicle and the No. 4 vehicle, the originally required "10" are output.

That is, according to the present invention, when the train leaves the station, the rail vehicle drive system with the diesel engine power generation drive scheme reduces the power consumption of the service equipment such as the air conditioner to the designed restriction value and suppresses the engine generating performance while the vehicle is beside the engine Platform moves. Therefore, it is possible to provide the rail vehicle drive system that provides the required engine power at a lower engine speed and realizes the reduction of engine noise at the platform.

4 FIG. 15 is a diagram showing an effective power point behavior for an engine performance curve in an embodiment of the present invention. FIG.

4 , in which the engine speed is plotted on the abscissa axis and the engine power is plotted on the ordinate axis, shows an engine performance characteristic that is a relationship between the two.

The engine performance curve shows the performance limit of the engine and it is impossible to achieve engine performance that exceeds the engine performance curve at a respective engine speed.

Further, the engine performance curve (power curve) shows a relationship between the engine speed and the engine output, which is defined for the actual operation of the engine, and the engine speed or the engine output are controlled and controlled so that the two follow the curve. To the Example is known as a method for naturally performing the following of the engine speed at the time of the increase of the engine power for the purpose of exhaust reduction and the fuel consumption reduction of the engine, a definition of the engine performance curve in which the engine power is proportional to the cube of the engine speed ((engine power) = F ((engine speed) ^ 3)).

If the train is in "(B) Outside the station area", the originally required "10" is output as engine output.

An engine power Pb at this time corresponds to a point Xb on the engine output curve and the engine speed to output it is determined with reference to the engine output curve to Rb. That is, in "(B) Outside the station area", the operation is performed with the engine speed Rb.

In contrast, when the train is in "(A) station area adjacent to the platform", the engine power is reduced to "6" relative to the originally required "10". An engine output Pa at this time corresponds to a point Xa on the engine output curve, and the engine speed to output it is determined with reference to the engine output curve to Ra. That is, in "(A) station area adjacent to the platform", the operation is performed with the engine speed Ra lower than the engine speed Rb when traveling in "(B) outside the station area".

That is, according to the present invention, when the train leaves the station, the rail vehicle drive system with the diesel engine power generation drive scheme reduces the power consumption of the service equipment such as the air conditioner to the designed restriction value and suppresses the engine generating performance while the vehicle is beside the engine Platform moves. Therefore, it is possible to provide the rail vehicle drive system that provides the required engine power at a lower engine speed and realizes the reduction of engine noise at the platform.

5 is a functional block diagram of the train information control system 11 , which realizes the engine noise reduction control in an embodiment of the present invention.

The obtained open / closed state of the input and the rotor frequency of the electric motor passing through the inverter device 8th is calculated are fed into a departure assessment unit. When the open / closed state of an input transits from the open state to the closed state and the rotor frequency (absolute value) of the electric motor shifts from zero to a positive value, the departure state of the vehicle is detected and "1" is output as a departure signal. Here in the embodiment, as the condition that the departure judgment unit outputs the departure signal "1", the open / closed state and the rotor frequency are used. However, without being limited thereto, the transition from the open state to the closed state, the rotor frequency (absolute value) shift from zero to a positive value, or the input of an acceleration stage to the cab may be taken as the condition ,

The association information, such as the number of vehicles in the train set, which is taken from the train information control systems 11 which are included in the other vehicles of the association, and the own vehicle position information indicative of the on-vehicle position of the vehicle, become a platform travel route calculation unit 52 and calculates the platform travel distance, which is the distance the vehicle travels before it separates from the platform, the association information and the own vehicle position information. For example, in the train information control system 11 located at the number 4 vehicle in 3 is mounted, the information "four vehicles" is fed as the association information and "the fourth vehicle" as the own vehicle position information, and then the distance from the stop position of the vehicle number 4 to the position at which it separates from the platform calculated as the platform route.

A residual track route calculating unit 53 into which the rotor frequency (absolute value), the departure signal and the platform travel distance are fed calculates the distance traveled after departure from the station by integrating the rotor frequency (absolute value) from the time when the departure signal changes from "0" to "1" passes, and then calculates a Restbahnsteigfahrstrecke by subtracting the distance covered after departure from the station of the platform route.

At the time when the departure signal is outputted and the residual-platform climbing route becomes a non-zero positive number, "1" is output as a platform traveling signal, indicating that the vehicle drives next to the platform. The platform travel signal, the additional consumption reduction permission signal output by a switch operation on the cab, and the drive operation signal output by a driving step control on the cab similarly are turned into a bitwise AND circuit 55 and outputs "1" as the additional consumption reduction command when all the signals are "1". The additional consumption reduction command is issued by the train information control system 11 fed into the service equipment and the energy consumption is reduced to the intended restriction value.

5 explains that the power consumption of the service equipment is restricted upon satisfaction of the AND condition for the three signals: the platform travel signal, the additional consumption reduction permission signal, and the drive operation signal. However, the AND condition for these three signals is not always critical, and the power consumption of the service equipment may be limited if at least the platform drive signal is input.

Further, the power consumption of the service equipment during running next to the platform can be reduced to the provided restriction value by also providing a ground coil at a position just after the platform, wherein the restriction of the power consumption of the service equipment under the condition that the departure signal has been issued is started, and the restriction of the power consumption of the service equipment is terminated when the bottom coil is detected.

That is, according to the present invention, when the train departs from the railway station, the engine power generation system railroad vehicle drive system reduces the power consumption of the service equipment such as the air conditioner to the provided restriction value and suppresses the engine generating performance while the vehicle is beside the engine Platform moves. Therefore, it is possible to provide the rail vehicle drive system that provides the required engine power at a lower engine speed and realizes the reduction of engine noise at the platform.

6 FIG. 10 is a flowchart illustrating the operation of the engine noise reduction control incorporated in FIG 5 is shown in one embodiment of the present invention.

The flowchart shows the behavior of the signals on the ordinate axis while showing an operation along with the elapsed time on the abscissa axis.

At the time T0, the vehicle is running and the rotor frequency of the electric motor, which is proportional to the vehicle speed, decreases with the lapse of time. The association information provided by the train information control systems 11 have been received indicate that the respective association is a "five vehicle association" and the own vehicle position information indicates that the vehicle in question is the "vehicle number 4". This information is information specific to the association and therefore does not change during the train journey. At this time, the additional consumption is X1 and the auxiliary power system 9 provides the corresponding performance. Further, the auxiliary consumption reduction permission signal outputted by a switch operation on the cab is "1", and therefore, at the time of departure, the operation of the "silent downhill control" which suppresses the engine generation performance by restricting the power consumption of the service equipment and the noise the platform lowered by a lower engine speed allowed while the vehicle is traveling alongside the platform.

Due to the deceleration of the vehicle at the time T1, the rotor frequency becomes zero, so that the vehicle stops. Here, a situation is assumed where the train is stopped at a predetermined position of the platform (it is assumed that the leading vehicle stops at a position near the front end of the platform).

After the train has stopped at the station, at the time T2, the passenger handling entrance door is opened and thereby the open / closed state changes from "0" to "1".

At the time T3 the passenger handling ends, the entrance door is closed for the departure of the train and the open / closed state changes from "1" to "0".

At the time T4, the drive operation starts by a driving step control on the cab, and the drive operation signal changes from "0" to "1". As a result, the rotor frequency gradually increases from zero.

Since the open / closed state transits from the open state "1" to the closed state "0" and the rotor frequency (absolute value) increases from zero to a positive value, the departure judgment unit detects 51 the departure state of the vehicle and performs a single pulse off, where the departure signal goes from "0" to "1" and returns to "0" after a certain period of time.

The platform travel calculation unit 52 determines the distance that the vehicle travels until it separates from the platform, the association information "Association with five vehicles" and the own vehicle position information "Vehicle number 4". It is now assumed that the vehicle number 1 is driving as the leading vehicle. The distance that the vehicle number 4 travels until it separates from the platform is equal to a total vehicle length from the vehicle number 1 to the vehicle number 4, and therefore, the platform distance assumes the vehicle length is 26 m per vehicle / Vehicle is, as follows: 26 m / vehicle × (4 vehicles (vehicle number 4) - 1 vehicle (vehicle number 1) + 1 vehicle) = 104 m

On the other hand, in the case where the vehicle number 5 drives as the leading vehicle, the distance that the vehicle number 4 travels until it separates from the platform is equal to a total vehicle length from the vehicle number 5 to the vehicle number 4 and Therefore, the platform route is as follows: 26 m / vehicle × (5 vehicles (vehicle number 5) - 4 vehicles (vehicle number 4) + 1 vehicle) = 52 m

When the platform travel distance is set to "104 m", and the departure signal indicating that the vehicle is leaving is transitioned from "0" to "1" at the time T4, the residual track climbing route calculating unit gives 53 "104 m" as the Restbahnsteigfahrstrecke. As soon as the residual platform distance increases from zero to a positive value, the platform drive signal, which is an output of a comparator, passes 54 is from "0" to "1" over. In this event, as described above, both the additional consumption reduction allowance signal and the drive operation signal are "1", and hence the additional consumption reduction command which is the output of the bitwise AND circuit goes 55 is from "0" to "1" over.

Thereafter, with the acceleration of the vehicle, the traveled distance after departure from the station, which is determined based on the integrated value of the rotor frequency (absolute value), is subtracted from "104 m", which is the initial value, and thereby the residual track climbing distance gradually decreases.

At the time T5, the residual track climbing distance becomes "0 m", which means that the number 4 vehicle has separated from the platform. As a result, the platform traveling signal goes from "1" to "0", and further, the additional consumption reduction command that outputs the bitwise AND circuit goes 55 is from "1" to "0".

Here, as with the additional effective consumption, the power consumption of the service equipment is reduced to the intended restriction value, while the additional consumption reduction signal is "1" after the additional consumption reduction signal from the train information control system 11 to the service equipment 10 has been transmitted, namely in the period from the time T4 to the time T5.

That is, according to the present invention, when the train departs from the railway station, the engine power generation system railroad vehicle drive system reduces the power consumption of the service equipment such as the air conditioner to the provided restriction value and suppresses the engine generating performance while the vehicle is beside the engine Platform moves. Therefore, it is possible to provide the rail vehicle drive system that provides the required engine power at a lower engine speed and realizes the reduction of engine noise at the platform.

In the method according to the present invention, after leaving the station and before going through the platform, it is possible to reduce the speed of the engine and to reduce the noise generated by this engine, without the driving performance of the vehicle besides Influence platform. On this occasion, the power consumption of the service equipment is reduced to an intended restriction value, and the service equipment whose power consumption is limited should preferably be limited to facilities that are less affected by the power consumption reduction for a certain time, such as an air conditioner and a cooking appliance.

For example, even if the air conditioner is turned off, when the air conditioner performance is increased after passing through the platform, passengers hardly perceive the change in the inside temperature since the time after departure from the station and before passing through the platform is at most tens of seconds , and therefore the service for the passengers does not deteriorate. Alternatively, the air conditioner performance is increased in advance as the station stops, thereby allowing the change in indoor temperature by the passengers is compensated. Even if a cooking device such as an oven or electric oven is turned off for a few tens of seconds after leaving the station and before going through the platform, when the power of the oven or electric oven is increased after passing through the platform, say the service degradation for passengers is within an acceptable range, although it is likely that the cooking time is slightly longer.

Further, as another embodiment, it is possible that when the rotor frequency (absolute value) of the electric motor passing through the inverter device 8th is calculated, shifts from a positive value to zero, ie when the train stops at the station, the restriction of the power consumption of the service equipment begins and then when the rotor frequency (absolute value) of the electric motor reaches a predetermined value, ie if the rail vehicle the platform the limitation of the energy consumption of the service equipment ends. According to the embodiment, although the power consumption of the service equipment is restrained even during the stop at the station, it is possible to surely reduce the engine output and surely reduce the noise on the platform after departing from the station and before exiting the platform ,

Further, in this embodiment, it is possible to reduce the power consumption of the service equipment during running beside the platform to the provided restriction value by also providing a bottom coil at a position just after the platform, judging that the platform has been left, when the bottom coil is detected, and the restriction of the power consumption of the service equipment is ended.

Features, components, and specific details of the structures of the embodiments described above may be interchanged or combined to form further embodiments that are optimized for the particular application. Insofar as such modifications are apparent to one of ordinary skill in the art, they are to be impliedly disclosed by the above description without explicitly specifying each possible combination.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2012-191715 [0009]

Claims (9)

A railway vehicle drive system comprising: a first traction converter ( 7 ) to convert AC power to DC power, the AC power from a power generator ( 22 ) generated by an engine ( 21 ) is driven; a second traction converter ( 8th ) to convert DC power to AC power and an electric motor ( 15 ) to control; a third traction converter to convert DC power to AC power and power to an auxiliary device ( 10 ) to deliver; and a control device ( 11 ) to issue an operation command to the attachment based on information provided by the first traction converter ( 7 ), the second traction converter ( 8th ) and the third traction converter, the control device ( 11 ) is an operating command to reduce energy consumption of the auxiliary device from a time when a rail vehicle leaves a station until a time when the rail vehicle leaves a platform, to a predetermined predetermined value. A rail vehicle drive system according to claim 1, wherein the control device ( 11 ) then judges that the rail vehicle has departed from the station to issue the operation command to reduce the energy consumption of the auxiliary device ( 10 ) to the predetermined value when an absolute value of a rotational speed of the electric motor shifts from zero to a positive value. A rail vehicle drive system according to claim 1, wherein the control device ( 11 ) then judges that the rail vehicle has departed from the station to issue the operation command to reduce the energy consumption of the auxiliary device ( 10 ) to the preset value when an input transitions from an open to a closed state or when an acceleration level is input to a cab. A railway vehicle drive system according to claim 2 or claim 3, wherein the control device ( 11 ) judges that the rail vehicle has moved out of the platform to stop the reduction of the energy consumption of the attachment when an integrated value of the rotational speed of the electric motor reaches a predetermined value or when detecting a ground coil on a track after issuing the operation command has to reduce the energy consumption of the ancillary equipment ( 10 ) to the predetermined value, wherein the bottom coil is provided at a position at which the rail vehicle has moved out of the platform. A railway vehicle drive system according to any one of claims 1 to 4, wherein a rotational speed of the engine based on a ratio between an engine power value before the power consumption of the auxiliary device ( 10 ), and an engine power value after a reduction value of the power consumption of the option device has been subtracted is changed. A rail vehicle drive system according to claim 1, wherein the control device ( 11 ) for each vehicle of a bandage, and a platform route that runs its own vehicle until it separates from the platform, based on the number of vehicles of a train and a launching position of its own vehicle, which are generated by information communication with other control devices ( 11 ), which are mounted on other vehicles, is carried out by information transmission means, calculated, and gives the operating command to the energy consumption of the auxiliary device ( 10 ) to reduce to the predetermined value until a distance traveled after departure from the station exceeds the calculated platform travel distance, the distance traveled is calculated after departure from the station by a speed of the electric motor is integrated from a time at which a Entrance door changes from an open state to a closed state and at which the speed of the electric motor shifts from zero to a positive value. The rail vehicle drive system of claim 6, wherein the speed of the engine is based on a ratio between an engine power value before the energy consumption of the option device (FIG. 10 ), and an engine power value after a reduction value of the power consumption of the option device has been subtracted is changed. A rail vehicle drive system according to any one of claims 1 to 7, wherein the control device ( 11 ) gives the operating command to reduce the energy consumption of an air conditioner or cooking appliance ( 10a . 10b ) as the auxiliary device. Train set comprising the rail vehicle propulsion system of any of claims 1 to 8, the engine ( 21 ), the power generator ( 22 ) and the electric motor ( 15 ), wherein the train comprises a plurality of vehicles.

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