GB2519660A

GB2519660A - Railway vehicle drive system

Info

Publication number: GB2519660A
Application number: GB1416954.4A
Authority: GB
Inventors: Motomi Shimada; Satoru Inarida; Kento Mochizuki
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2013-10-01
Filing date: 2014-09-25
Publication date: 2015-04-29
Anticipated expiration: 2034-09-25
Also published as: JP6186231B2; DE102014219800A1; GB2519660B; JP2015070773A; GB201416954D0

Abstract

A railway vehicle with an engine power generation drive system operates with reduced engine noise at a station platform without restricting the engine power necessary for the drive of the vehicle. The drive system comprises an engine driven power generator that supplies AC current to a first traction converter, which itself supplies DC current to: a second traction converter that controls an electric motor; and to a third traction converter that supplies power to auxiliary apparatus (e.g. air-conditioning). Based on information obtained from the three converters, a control device gives an operating command to reduce power consumption of the auxiliary apparatus, from when the vehicle starts from a station until it departs the station platform. A train information control system detects the starting status of the vehicle, when an entrance door shifts from the open to closed and the rotor frequency (absolute value) of an electric motor calculated by an inverter device shifts from zero to a positive value. The station-platform running distance is calculated and the mileage after the start from the station is calculated by integrating the rotor frequency from the time point of the start from the station. Until the mileage exceeds the station-platform running distance, operation of service equipment is restricted to reduce power consumption.

Description

RAILWAY VEHICLE DRIVE SYSTEM

BACKGROUND OF THE INVENTION

Held of the Invention The present invention relates to a raUway vehicle drive system with an engine power generation drive scheme.

Description of the Related Art

A motive power source is essential for driving a railway vehicle, and while the vehicle is travelling, it is important to generate the motive power for driving the vehicle from the motive power source, and normally operate a drive system for revolving the wheels.

Generally, as the motive power source for running the railway vehicle, two types are possible as follows.

(1) Power is supplied from power generation equipment on the ground side, through power supply equipment such as an overhead power line, to the vehicle (Electrified Line).

(2) An engine or the like is mounted on the vehicle (Non-Electrified Line).

In the case of the electrified hne that has the motve power source such as the power generation equipment on the ground side, the power supplied through the power supply equipment such as an overhead power line is taken in the vehicle.

Then, an electric motor is driven by a traction converter or the like, and tractive force is generated between wheels and a rail, so that the vehicle is driven (Electric Multiple Unit).

On the other hand, in the non-electrified line that does not have the motive power source such as the power generation equipment on the ground side, the motive power source is an engine on the vehicle, and the engine drives a power generator. Then, by the generated power. an electric motor is driven using a traction converter or the like: and tractive force is generated between wheels and a rail, so that the vehicle is driven (Electric Railway Motor Car, Diesel Electric Multiple Unit). Further, as the vehicle in which the motive power source is an engine, there is also a scheme in which wheels are directly driven by controlling the shaft output of the engine with a transmission or the like, and tractive force is generated between the wheels and a rail, so that the vehicle is driven (Railway Motor Car, Diesel Multiple Unit).

The vehicle in which the motive power source is an engine generates operation sound such as the in-cylinder explosion sound to be generated when the engine power is output, the turbocharger revolution sound when intake air is supplied to the engine, and the revolution sound of a radiator fan when the coolant for the engine is cooled. The acoustic power of the in--cylinder explosion sound and the turbocharger revolution sound becomes louder, mainly as the engine power increases. On the other hand, the radiator fan is generally driven by the revolution of the engine itself, and therefore, the acoustic power of the revolution sound is proportional to the revolution number of the engine. The revolution sound of the radiator fan is proportional to the sixth power of the revolution number, and therefore, the revolution sound becomes loud at an accelerated rate, as the revolution number increases. Therefore, in a high revolution range, the revolution sound of the radiator fan is dominant in the engine noise.

The engine noise is seen as a problem, in station surrounding areas, particularly in station platforms. When a train starts from a station, the engine reaches the maximum power with the acceleration of the vehicle, and, in a situation in which the revolution sound of the radiator fan is dominant, the train passes through the platform where many passengers are waiting, and further, passes through town blocks in the neighborhood of the station. Although depending on the volume of the engine, in an engine for a general electric railway motor car (Diesel Electric Multiple Unit), at the time of the maximum power, an engine noise exceeding 100 dBA is measured at a positon about 10 m away from the side surface of the vehicle.

By the way, the engine power cannot be generated at every revolution number.

An engine performance curve specifying the maximum power at each revolution number is defined for each engine. Furthermore, a fuel consumption map specifying the fuel consumption for the revolution number and power of the engine is defined, and this cannot be ignored in the design of an energy-conservation-conscious drive system. For example, as a method for naturally performing the tracking of the engine revolution number at the time of increasing the engine power, for the sake of the exhaust gas reduction and fuel consumption reduction of the engine, there is known a definition of the engine power curve in which the engine power is proportional to the third power of the revolution number ((Engine Power) = F ((Engine Revolution Number)A3)).

As a control system for a diesel motor car drive device that focuses on the operating point management in the steady state and transient state of an engine and that allows for the operation control of the engine on an intended operating point from a standpoint of the reduction in exhaust gas and fuel consumption, there is a "control system for a diesel motor car drive device" shown in Japanese Patent Laid-Open Publication No. 2012-191715 (Patent Document 1).

The "control system for a diesel motor car drive device" in Patent Document I describes a control system for a diesel motor car drive device that is a train control system including an engine, a power generator to be driven by the engine, a converter to convert the alternating-current power output by the power generator into direct-current power, a main electric motor to advance a vehicle, and an inverter device to generate altemating-current power by converting the direct-current power and to drive the main electric motor, and that 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 tracks the set engine operating point.

FIG. 7 is a diagram showing an operating point regulation method in an engine operation regulation unit, which is shown in FIG. 3 of Patent Document 1.

An engine control device compares a total power consumption value "EP" 126 including the power consumption of the inverter device, with the information about the engine operating point "P(ny' 126, and, when the engine operating point does not fall within a range of P(n) ± oP1 regulates an engine revolution number command value from an engine revolution number command unit, generates such an engine revolution number command regulation value "n' 124 that the engine operating point is within an intended operating point range (within a range of P(n) ± OP), and transmits it to the engine. The time response of the engine power is input to the inverter control device, and the torque of the main electric motor to drive the alternating-current power of the inverter device is controlled.

As described above, the vehicle in which the motive power source is an engine makes not only the in-cylinder explosion sound and turbo revolution sound that become louder as the engine power increases, but also the revolution sound of the radiator fan whose acoustic power is proportional to the sixth power of the revolution number of the engine. Therefore, in the engine noise, the acoustic power increases at an accelerated rate, as the revolution number of the engine increases, and the revolution sound of the radiator fan is dominant in a high revolution range.

Therefore, for reducing the engine noise, it is only necessary to reduce the revolution number of the engine. However, by the power property of the engine itself, the engine power is generally restricted at a low revolution number. Further, as described in Patent Document I also, as for the relation between the revolution number and power of the engine, restrictions for actualizing purposes on different aspects from the engine noise reduction, such as exhaust gas reduction and fuel consumption reduction of the engine are provided in many cases. Therefore, when focusing attention on only the engine noise reduction and reducing the revolution number, the driving force of the vehicle to which the power is supplied, and the power consumption of the service equipment are restricted, and the travel of the train can be obstructed. In addition, there is a concern about the influence on the conformity with the exhaust gas regulation and the achievement of the C02 reduction target.

The present invention has an object to provide a drive system that actualizes the reduction of the engine noise on a station platform without restricting the engine power necessary for the drive of a vehicle, for a railway vehicle with an engine power generation drive scheme.

SUMMARY OF THE INVENTION

In the present invention, when a train starts from a station, a railway vehicle drive system with an engine power generation drive scheme reduces the power consumption of an auxiliary apparatus to a scheduled restriction value and suppresses the engine generation power, while the vehicle is running beside the station platform, and thereby, furnishes the engine power necessary for the drive of the vehicle, at a lower engine revolution number. According to the present invention, from when the vehicle starts from the station until leaving the station platform, it is possible to reduce the revolution number of the engine and reduce the noise generated from the engine, without influencing the running performance of the vehicle.

As the effect of the present invention, it is possible to provide a railway vehicle drive system that actualizes the reduction of the engine noise on a station platform, without restricting the engine power necessary for the drive of a vehicle.

BRIEF DESCRIPTION OF THE DRAWiNGS

FIG. 1 is a diagram showing the basic configuration of an embodiment, in a railway vehicle drive system according to the present invention; FIG. 2 is a diagram showing the configuration and connection of apparatuses.

in an embodiment of the present invention; FIG. 3 is a diagram showing the operation of apparatuses when a train starts from a station, in an embodiment of the present invention; FIG. 4 is a diagram showing a behavior of an actual power point for an engine power curve, in an embodiment of the present invention; FIG. 5 is a functional block diagram for actualizing an engine noise reduction control, in an embodiment of the present invention; FIG. 6 is a timing chart showing the operation of the engine noise reduction control, in an embodiment of the present invention; and FIG. 7 is a diagram showing an operating point regulation method in an engine operation regulation unit, which is shown in FIG. 3 of Patent Document 1.

DETAILED DESCRIPTION OF ThE PREFERRED EMBODIMENTS

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

[Embodiment 1] FIG. I is a diagram showing the basic configuration of an embodiment, in a railway vehicle drive system according to the present invention.

Vehicles 1 a, I b, Ic, I d are the vehicles constituting a train set, or a part of them. The vehicle Ia and the vehicle lb are coupled by a coupler 2a. Similarly, the vehicle lb and the vehicle I c are coupled by a coupler 2b, and the vehicle I c and the vehicle I d are coupled by a coupler 2c.

The vehicle I a is supported by wheelsets 5a, 5b through a truck 4a, and is supported by wheelsets 5c, 5d through a truck 4b, on rail surfaces not shown in the figure. The vehicle lb is supported by wheelsets Se, Sf through a truck 4c, and is supported by whe&sets 5g, 5h through a truck 4d, on the ra surfaces not shown in the figure. The vehide ic is supported hywheelsets 5i, 5j through a truck 4e, and is supported by whe&sets 5k, 51 through a truck 4f, on the rail surfaces not shown in the figure. The vehide Id is supported by wheelsets Sm, Sn through a truck 4g, and is supported by wheelsets So, 5p through a truck 4h, on rail surfaces not shown in the figure.

On the vehicle Ia, an engine power generation device 6a constituted by an engine and a power generator, a converter device 7a, an inverter device Ba and a train information control system 11 a are mounted. The afternating-current power generated by the engine power generation device 6a is input to an alternating-current-side terminal of the converter device 7a through an afternating-current power line 1 3a. The converter device 7a converts the input alternating-current power into direct-current power. The direct-current power is input from a direct-current-side output terminal, through a direct-current power line l2a, to each of a direct-current- sde terminal of the inverter device Ba and a direct-current-side terminal of a later-described auxihary power system 9a mounted on the vehcie lb. Here, in the embodiment, the auxiliary power system 9a i-s mounted on the vehicle I b, which is adjacent to the vehicle la, but a vehicle on which the auxiliary power system 9a is mounted is not hmited to this. A case where the auxiliary power system 9a is mounted on the vehicle 1 a, or a case where it is mounted on a vehicle that is not adjacent to the vehicle Ia, for example, on the vehicle Ic or the vehicle Id, is possible. The inverter device Ba converts the input direct-current power into the alternating-current power with a variable voltage and a variable frequency, controls the generated torque of an alternating-current motor not shown in the figure, and drives a whole or a part o the wheelsets 5a, Sb, 5c, Sd through a reduction gear not shown in the figure. The train nformation control system 11 a is connected with the converter device 7a and the inverter device 8a through an in-vehicle information transmission means 15a, and is connected with a later-described train information control system 11 h mounted on the vehicle lb through a between-vehicle information transmission means 16a.

On the vehicle Ib, the auxiliary power system 9a, service equipment iOa, the train information control system 11 b are mounted. The auxiliary power system 9a converts the drect-current power input to the direct-current-side term nal through the direct-current power line 1 2a, into the alternating-current power with a constant voltage and a constant Frequency. The alternating-current power is input to the service equipment ba such as an air conditioning device and a cooking device, through an alternating-current power line 14a. The alternating-current power output by the auxiliary power system 9a involves multiple power supply specifications such as a frequency of 60 Hz, an alternating current of 440 V. and a frequency of 60 Hz, an alternating current of 220 V, and can be supplied n accordance wth the apparatus specification of the air conditioning device, the cooking device or the like, which is the service equipment I Oa. The train information control system ii b is connected with the auxiliary power system 9a through an in-vehicle information transmission means 15b, is connected with the service equipment ba through an in-vehicle information transmission means I Sc, is connected with the train information control system ii a mounted on the vehicle I a through the between-vehicle information transmission means 16a, and is connected with a later-described train information control system Ii c mounted on the vehicle I c through a between-vehicle information transmission means 16b.

On the vehicle Id, an engine power generation device 6b constituted by an engine and a power generator, a converter device 7b, an inverter device 8b and a train information control system lid are mounted. The alternating-current power generated by the engine power generation device 6b is input to an alternating-current-side terminal of the converter device 7b through an alternating-current power line I 3b. The converter device 7b converts the input alternating-current power into direct-current power. The direct-current power is input from a direct-current-side output terminal, through a direct-current power line i2b, to each of a direct-current- side terminal of the inverter device Sb and a direct-current-side terminal of a later-described auxiliary power system 9b mounted on the vehicle I c. Here, in the embodiment, the auxiliary power system 9b is mounted on the vehicle Ic, which is adjacent to the vehicle Id, but a vehicle on which the auxiliary power system 9b is mounted is not limited to this. A case where the auxiliary power system 9b is mounted on the vehicle Id, or a case where it is mounted on a vehicle that is not adjacent to the vehicle Id, for example, on the vehicle I a or the vehicle ib, is possible. The inverter device Sb converts the input direct-current power into the altemating-current power with a variable voltage and a variable frequency, controls the generated torque of an alternating-current motor not shown in the figure, and drives a whole or a part of the wheelsets 5m, 5n, 5o, 5p through a reduction gear not shown in the figure. The train information control system lid is connected with the converter device 7b and the inverter device 8b through an in-vehicle information transmission means 15f, and is connected with a later-described train information control system lie mounted on the vehicle Ic through a between-vehicle information transmission means i6c.

On the vehicle Ic, the auxiliary power system 9b, service equipment I Ob, the train information control system ii c are mounted. The auxiliary power system 9b converts the direct-current power input to the direct-current-side terminal through the direct-current power line I 2b, into the alternating-current power with a constant voltage and a constant frequency. The alternating-current power is input to the service equipment bOb such as an air conditioning device and a cooking device, through an alternating-current power line I 4b. The alternating-current power output by the auxiliary power system 9b involves multiple power supply specifications such as a frequency of 60 Hz, alternating currents of 440 V and 220 V, and can be supplied in accordance with the specification of the air conditioning device, the cooking device or the like, which is the service equipment I Ob. The train information control system II c is connected with the auxiliary power system 9b through an in-vehicle information transmission means I Se, is connected with the service equipment lOb through an in-vehicle information transmission means 15d, is connected with the train information control system II b mounted on the vehicle lb through the between-vehicle information transmission means 16b, and is connected with a train information control system 1 ld mounted on the vehicle Id through the between-vehicle information transmission means 16c.

By the above configuration, when the open/closed status of an entrance not shown in the figure shifts from the open status to the closed status and the rotor frequency (absolute value) of the electric motor to be calculated by the inverter device 8a shifts from zero to a positive value, the train information control system 11 a detects the starting status of the vehicle to generate a starting signal. Further, based on the information from the train information control systems included in the other vehicles of the set, the set information as the number of the vehicles of the set train and the own-vehicle position information indicating the coupled position of its own vehicle are acquired, and a station-platform running distance, which is a distance for which the vehicle runs until departing from the station platform, is calculated from the set information and the own-vehicle position information. Further, the rotor frequency is integrated from the time point of sending the starting signal, and thereby, the mileage after the start from the station is calculated. After the start from the station, a station-platform running signal indicating that the vehicle is running beside the station platform is calculated until the mileage exceeds the station-platform running distance. On this occasion, an auxiliary load reduction permission signal is output by a switch handling at the drivers cab, and when a powering signal is being output by a notch handling, an auxiliary load reduction command is output. The auxiliary load reduction command output by the train information control system II a is input to the service equipment, and the power consumption is reduced to a scheduled restriction value.

That is, according to the present invention, when the train starts from the station, the railway 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 scheduled restriction value and suppresses the engine generation power, while the vehicle is running beside the station platform. Thus, it is possible to provide the railway vehicle drive system that furnishes the necessary engine power at a lower engine revolution number and actualizes the reduction of the engine noise on the station platform.

FIG. 2 is a diagram showing the configuration and connection of the apparatuses, in an embodiment of the present invention.

The engine power generation device 6 is constituted by an engine 21, a power generator 22 and a revolution speed detector 23. The power generator 22, which is driven by the engine 21, outputs three-phase alternating power. The revolution speed detector 23 detects the revolution speed of a drive shaft of the power generator connected with the engine 21, and the detected revolution speed information is input to a control device of the converter device 7, which is not shown in the figure.

The converter device 7 is constituted by a converter circuit 24, alternating current detectors 25a, 25b, 25c, and a condenser 26a. The above-described three-phase alternating power output by the power generator 22 is input to the converter circuit 24, and is converted into direct-current power. The voltage between both ends of the condenser 26a is detected by a voltage detector 30 that is connected in series with a resistor 29, and the detected voltage value of the condenser 26a is adopted as the reference voltage for the PWM control in the converter circuit 24.

Based on alternating currents lu_c, lv_c, lw_c detected by the current detectors 25a, 25b, 25c, the converter device 7 controls the converter circuit 24 such that the voltage between both ends of the condenser 26a is kept at a predetermined value (Constant Voltage Control).

The inverter device 8 is constituted by an inverter circuit 28, alternating current detectors 25d, 25e, 25f, and a condenser 26b. The direct-current power output by the converter device 7 is input to the inverter circuit 28, and is converted into three-phase alternating power. The three-phase alternating power is input to the electric motor 15, for driving this. The voltage between both ends of the condenser 26b is detected by the voltage detector 30 that is connected in series with the resistor 29, and is adopted as the reference voltage for the PWM control in the inverter circuit 28.

The inverter device 8 calculates excitation current (d-axis current) and torque current (q-axis current), based on alternating currents lu_i, lv_i, lw_i detected by the current detectors 25d, 25e, 2Sf, and controls the inverter circuit 28 such that the excitation current and the torque current respectively track an excitation current pattern and a torque current pattern that determine the torque output of the electric motor 15 necessary for the running of the vehicle (Vector Control).

The auxiliary power system 9 converts the direct-current power input to the direct-current-side terminal through the direct-current power line 12, into the alternating-current power with a constant voltage and a constant frequency. The alternating-current power is input to the service equipment 10 such as the air conditioning device and the cooking device, through the alternating-current power line 14. The alternating-current power output by the auxiliary power system 9 involves multiple power supply specifications such as a frequency of 60 Hz, an alternating current of 440 V, and a frequency of 60 Hz, an alternating current of 220 V, and can be supplied in accordance with the specification of the air conditioning device, the cooking device or the like, which is the service equipment 10.

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

By the above configuration, when the open/closed status of the entrance not shown in the figure shifts from the open status to the closed status and the rotor frequency (absolute value) of the electric motor to be calculated by the inverter device 8 shifts from zero to a positive value, the train information control system 11 detects the starting status of the vehicle to generate the starting signal. Further, based on the information from the train information control systems included in the other vehicles of the set, the set information as the number of the vehicles of the set train and the own-vehicle position information indicating the coupled position of its own vehicle are acquired, and the station-platform running distance, which is the distance for which the vehicle runs until departing from the station platform, is calculated from the set information and the own-vehicle position information. Further, the rotor frequency is integrated from the time point of sending the starting signal, and thereby, the mileage after the start from the station is calculated. After the start from the station, the station-platform running signal indicating that the vehicle is running beside the station platform is calculated until the mileage exceeds the station-platform running distance. On this occasion, the auxiliary load reduction permission signal is output by a switch handling at the drivers cab, and when the powering signal is being output by a notch handling, the auxiliary load reduction command is output. The auxiliary load reduction command output by the train information control system 11 is input to the service equipment, and the power consumption is reduced to a scheduled restriction value.

FIG. 3 is a diagram showing the operation of the apparatuses when the train starts from the station, in an embodiment of the present invention.

FIG. 3, in which the time is adopted for the axis of ordinate (the lapse of time is shown in the downward direction) and the mileage of the vehicle is adopted for the axis of abscissa, shows, with respect to them, the transition of the motor power to be driven by the inverter device, the service equipment consuming power for the air conditioner and the like, and the engine power, which is the total of them.

In the embodiment, the set train has a four-vehicle set, and the drive systems including the engines are mounted on the number I vehicle, which is the lead vehicle, and the number 4 vehicle, which is the last vehicle. The engine of the number I vehicle drives the electric motor mounted on the number I vehicle, and therewith, furnishes the service equipment consuming power in the number I and number 2 vehicles. Further, the engine of the number 4 vehicle drives the electric motor mounted on the number 4 vehicle, and therewith, furnishes the service equipment consuming power in the number 3 and number 4 vehicles. However, in the present invention, the number of constituent vehicles of the set train, the position of a vehicle on which the drive system including the engine is mounted, the furnishing range of the service equipment consuming power are not limited to this. Consistently, this is a set vehicle configuration that is assumed for explaining the apparatus operation in the present invention.

At time TO, which is shortly after the set train starts from the station, the set train is running in the region of "(A) Station area, beside the platform".

Here, the electric motor power and the service equipment consuming power are each shown in five levels, and it is assumed that, in the conventional art, the electric motor power is "5" and the service equipment consuming power is "5" at the time of the start from the station.

In the embodiment, when the train starts from the station (time TO), the power consumption of the service equipment such as the air conditioner is reduced to a scheduled restriction value. Here, the number I and number 2 vehicles and the number 3 and number 4 vehicles are both running in the region of "(A) Station area, beside the platform", and therefore, although the electric motor power "S" is not changed, the service equipment consuming power is set to "1". Thereby, the engine powers of the number I vehicle and the number 4 vehicle are reduced to "6", relative to "10", which is originally necessary. That is, by the reduction of the engine power, it is possible to operate the engine at a lower engine revolution number than the original one.

At time TI after the set train starts from the station, a part of the vehicles, at least the number I vehicle as the lead vehicle is running in the region of "(B) Outside of station area", and the other vehicles are running in the region of "(A) Station area, beside the platform'.

In this case, as for the number I and number 2 vehicles, since at least the number I vehicle is running in the region of "(B) Outside of station area", the electric motor power is continuously "5", and the service equipment consuming power is returned to the originally necessary "5". Thereby, as the engine power of the number I vehicle, the originally necessary "10" is output.

Further, since the number 3 and number 4 vehicles are running in the region of "(A) Station area, beside the platform", the electric motor power is "5" and the service equipment consuming power is "1 ", continuously. Thereby, the engine power of the number 4 vehicle is reduced to "6", relative to the originally necessary "10". That is, by the reduction of the engine power, it is possible to operate the engine at a lower engine revolution number than the original one.

At time T2 after the set train starts from the station, all the vehicles are running in the region of "(B) Outside of station area".

In this case, since the number I and number 2 vehicles and the number 3 and number 4 vehicles are both running in the region of "(B) Outside of station area", the electric motor power is continuously "5", and the service equipment consuming power is returned to the originally necessary "5". Thereby, as the engine powers of the number I vehicle and the number 4 vehicle, the originally necessary "10" is output.

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

FIG. 4, in which the engine revolution number is adopted for the axis of abscissa and the engine power is adopted for the axis of ordinate, shows an engine power property that is a relation between the two.

The engine performance curve (Performance curve) shows the power limit of the engine, and it is impossible to obtain an engine power exceeding the engine performance curve, at each engine revolution number.

Further, the engine power curve (Power curve) shows a relation between the engine revolution number and the engine power that is defined for actually operating the engine, and, the engine revolution number or the engine power is regulated and controlled such that the two track the curve. For example, as a method for naturally performing the tracking of the engine revolution number at the time of increasing the engine power, for the sake of the exhaust gas reduction and fuel consumption reduction of the engine, there is known a definition of the engine power curve in which the engine power is proportional to the third power of the revolution number ((Engine Power) = F ((Engine Revolution Number)A3)).

When the set train is in "(B) Outside of station area", the originally necessary "10" is output as the engine power.

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

In contrast to this, when the set train is in "(A) Station area, beside the platform", the engine power is reduced to "6", relative to the originally necessary "10".

An engine power Pa at this time corresponds to a point Xa on the engine power curve, and the engine revolution number for outputhng this is determined to Ra, with reference to the engine power curve. That is, when the set train is in "(A) Station area, beside the platform", the operation is performed at the revolution number Ra, which is lower than the engine revolution number Rb when being in "(B) Outside of station area".

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

The obtained open/closed status of the entrance and the rotor frequency of the electric motor calculated by the inverter device 8 are input to a starting judgment unit 51. Mien the open/closed status shifts from the open status to the closed status and when the rotor frequency (absolute value) shifts from zero to a positive value, the starting status of the vehicle is detected and "l"is output as the starting signal.

Here, in the embodiment, as the condition on which the starting judgment unit outputs the starting signal "1 ", the open/closed status and the rotor frequency are used. However, without being limited to this, any one of the shift of the open/closed status from the open-status to the closed status, the shift of the rotor frequency (absolute value) from zero to a positive value, and the input of an acceleration notch at the drivers cab may be adopted as the condition.

The set information as the number of the vehicles of the set train, which is acquired from the train information control systems 11 included in the other vehicles of the set, and the own-vehicle position information indicating the coupled position of its own vehicle are input to a station-platform running distance calculation unit 52, and this calculates the station-platform running distance, which is the distance for which the vehicle runs until departing from the station platform, from the set information and the own-vehicle position information. For example, to the train information control system 11 mounted on the number 4 vehicle in FIG. 3, the information of "four vehicles" as the set information and "the fourth vehicle" as the own-vehicle position information is input, and then, the distance from the stop positon of the number 4 vehicle to the position where it goes out of the station platform is calculated as the station-platform running distance.

A residual station-platform running distance calculation unit 53, to which the rotor frequency (absolute value), the starting signal and the station-platform running distance are input, computes the mileage after the start from the station, by integrating the rotor frequency (absolute value) from the time point when the starting signal transits from "0" to "1 ", and then, calculates a residual station-platform running distance, by subtracting the mileage after the start from the station from the station-platform running distance.

At the time point when the starting signal is output and the residual station-platform running distance gets to be a positive value from zero, "1 "is output as a station-platform running signal, which indicates that the vehicle is running beside the station platform. The station-platform running signal, the auxiliary load reduction permission signal output by a switch handling at the drivers cab, and the powering signal output by a notch handling at the drivers cab, similarly, are input to a bitwise AND circuit 55, and it outputs "1" as the auxiliary load reduction command when all the signals are "1". The auxiliary load reduction command is input from the train information control system 11 to the service equipment, and the power consumption is reduced to the scheduled restriction value.

FIG. 5 explains that the power consumption of the service equipment is restricted in the case of the satisfaction of the AND condition for the three signals: the station-platform running signal, the auxiliary load reduction permission signal and the powering signal. However, the AND condition for these three signals is not always essential, and the power consumption of the service equipment can be restricted if at least the station-platform running signal is input.

Further, the power consumption of the service equipment can be reduced to the scheduled restriction value during the running beside the station platform, also by providing a ground coil at a position right out of the station platform, starting the restriction of the power consumption of the service equipment, on the condition that the starting signal has been output, and finishing the restriction of the power consumption of the service equipment when detecting the ground coil.

That is, according to the present invention, when the train starts from the station, the railway vehicle drive system with the engine power generation drive scheme reduces the power consumption of the service equipment such as the air conditioner to the scheduled restriction value and suppresses the engine generation power, while the vehicle is running beside the station platform. Thus, it is possible to provide the railway vehicle drive system that furnishes the necessary engine power at a lower engine revolution number and actualizes the reduction of the engine noise on the station platform.

FIG. 6 is a timing chart showing the operation of the engine noise reduction control shown in FIG. 5, in an embodiment of the present invention.

The timing chart shows the behavior of the signals shown on the axis of ordinate, as a manner of the operation along the lapse time shown on the axis of abscissa.

At time TO, the vehicle is running, and the rotor frequency of the electric motor, which is proportional to the running speed, decreases with the lapse of time. The set information obtained from the train information control systems 11 indicates that the set in question is a "five-vehicle set', and the own-vehicle position information indicates that the vehicle in question is the "number 4 vehicle". This information is the information specific to the set, and therefore, does not change during the travel of the train. At this time, the auxiliary load is Xl, and the auxiliary power system 9 supplies the power corresponding to this. Further, the auxiliary load reduction permission signal output by a switch handling at the drivers cab is "1", and therefore, at the time of the start, the operation of the low-noise starting control", which suppresses the engine generation power by restricting the power consumption of the service equipment and reduces the noise on the station platform by a lower engine revolution number, is permitted while the vehicle is running beside the station platform.

By the deceleration of the vehicle, at time TI, the rotor frequency gets to be zero so that the vehicle stops. Here, a situation in which the train set stops at a predetermined position of the station platform is assumed (it is assumed that the lead vehicle stops at a position near the leading end of the station platform).

After the train stops at the station, at time T2, the entrance door is opened for the treatment of passengers, and thereby, the open/closed status transits from "0" to "1 II At time T3, the treatment of passengers finishes, the entrance door is closed for the start of the train, and the open/closed status transits from "I "to "0".

At time T4, the powering starts by a notch handling at the drivers cab, and the powering signal transits from "0" to "I". Thereby, the rotor frequency gradually increases from zero.

Since the open/closed status transits from the open status "I" to the closed status "0" and the rotor frequency (absolute value) increases from zero to a positive value, the starting judgment unit 51 detects the starting status of the vehicle, and performs a one-shot in which the starting signal transits from "0" to "I" and returns to "0" after a certain period.

The station-platform running distance calculation unit 52 determines the distance for which the vehicle runs until departing from the station platform, from the set information of "five-vehicle set' and the own-vehicle position information of "number 4 vehicle". Now, suppose that the number I vehicle runs as the lead vehicle. The distance for which the number 4 vehicle runs until departing from the station platform is equivalent to the total vehicle length from the number I vehicle to the number 4 vehicle, and therefore: assuming that the vehicle length per vehicle is 26 rn/vehicle, the station--platform running distance is as follows.

26 m/vehicle x (4 vehicles (number 4 vehicle) -I vehicle (number 1 vehicle) + 1 vehicle) = 104 m On the other hand, in the case where the number 5 vehicle runs as the lead vehicle, the distance for which the number 4 vehicle runs until departing from the stabon platform is equivalent to the total vehicle length of the number 5 vehcle and the number 4 vehicle, and therefore, the station-platform running distance is as follows.

26 m/vehicle x (5 vehicles (number 5 vehicle) -4 vehicles (number 4 vehicle) + I vehicle) = 52 m When the station--platform running distance is set to 104 rn' and the starting signal indicaung that the vehicle started at time T4 transits from 0' to "i', the residual station-platform running distance calculation unit 53 outputs 104 rn' as the residual station-platform running distance. Once the residual station--platform running distance gets to be the positive value from zero, the station-platform running signal, which is an output of a comparator 51, transits from "0" to "1 ". On this occasion, as described above, both of the auxiliary load reduction permission signal and the powering signal are "1", arid therefore: the auxiliary load reduction command.

which is the output of the bitwise AND circuit 55, transits from "0" to "1'.

Thereafter, with the acceleration of the vehicle, the mileage after the start from the station, which is determined based on the integrated value of the rotor frequency (absolute value), is subtracted from 104 rn', which is the initial value, and thereby, the residual station-platform running distance gradually decreases.

At time 15, the residual station-platform running distance gets to be 0 m, which means that the number 4 vehicle has departed from the station platform. Thereby, the station-platform running signal transits from ito "0", and further, the auxiliary load reduction command, which is the output of the bitwise AND circuit 55. transits from "Ito 0'.

Here, as for the actual auxiliary load, the power consumption of the service equipment is reduced to the scheduled restriction value, while the auxiliary load reduction signal is "1" after the auxiliary load reduction signal is transmitted from the train information control system ii to the service equipment 10, that is, in the period from time 14 to time 15.

In the method according to the present invention, after starting from the station and before going through the station platform, it is possible to reduce the revolution number of the engine and reduce the noise to be generated from the engine, without influencing the running performance of the vehicle beside the station platform. On this occasion, the power consumption of the service equipment is reduced to a scheduled restriction value, and, more preferably, the service equipment whose power consumption is restricted should be limited to apparatuses that are less influenced by the power consumption reduction in a certain period, for example, an air conditioning device and a cooking device.

Even when the air conditioning device is turned off, for example, if the air conditioning power is raised after going through the station platform, passengers little perceive the change in the indoor temperature, because the time after starting from the station and before going through the station platform is several tens of seconds at most, and therefore, the service for passengers is not degraded. Alternatively, the air conditioning power is previously raised in the course of the stop at the station, and thereby, the change in the indoor temperature to be perceived by passengers can be equalized. Further, even when a cooking device such as an oven or an electromagnetic cooker is turned off for several tens of seconds after starting from the station and before going through the station platform, if the power of the oven or electromagnetic cooker is raised after going through the station platform, it can be said that the service degradation for passengers is within the acceptable range, although there is a probability that the cooking time is slightly extended.

Further, as another embodiment, it is possible that, when the rotor frequency (absolute value) of the electric motor calculated by the inverter device 8 shifts from a positive value to zero, that is, when the railway vehicle stops at the station, the restriction of the power consumption of the service equipment starts, and when the rotor frequency (absolute value) of the electric motor reaches a predetermined value, that is, when the railway vehicle goes out of the station platform, the restriction of the power consumption of the service equipment finishes. According to the embodiment, although the power consumption of the service equipment is restricted also during the stop at the station, it is possible to surely reduce the engine power and surely reduce the noise on the station platform, after starting from the station and before going out of the station platform.

Further, in this embodiment, it is possible to reduce the power consumption of the service equipment to the scheduled restriction value during the running beside the station platform, also by providing a ground coil at a position right out of the station platform, performing the judgment of having gone out of the station platform when detecting the ground coil, and finishing the restriction of the power consumption of the service equipment.

Claims

What is claimed is: A raway vehicle drive system comprising: a first traction converter to convert alternating-current power into direct-cUrrent power. the afternating-current power being generated by a power generator that is driven by an engine; a second traction convener to convert the direct-current power into alternating-current power and to control an electric motor; a third traction converter to convert the direct-current power into alternating-current power and to supply power to an auxiliary apparatus; and a control device to give an operating command to the auxihary apparatus, based on information that is obtained from the first traction converter, the second traction converter and the third traction converter, wherein the control device gives an operating command to reduce a power consumption of the auxfliary apparatus to a scheduled predetermined value, from when a railway vehicle starts from a station until the railway vehide goes out of a station platform.
2. The railway vehide drive system according to claim 1, wherein the control device judges that the railway vehide has started from the station, to output the operating command to reduce the power consumption of the auxiliary apparatus to the predetermined value, when an absolute value of a revolution number of the electric motor shifts from zero to a positive value.
3. The railway vehicle drive system according to claim 1, wherein the control device judges that the raHway vehide has gone out of the station platform, to output the operating command to reduce the power consumption of the auxil!ary apparatus to the predetermined value, when an entrance shifts from an open status to a closed status, or when an acceleration notch is input at a driver's cab.
4. The railway vehicle drive system according to claim 2 or claim 3, wherein the control device judges that the railway vehicle has gone out of the station platform, to finish the reduction of the power consumption of the auxiliary apparatus, when an integrated value of the revolution number of the electric motor reaches a predetermined value or when detecting a ground coil on a track after giving the operaLing command to reduce the power consumption of the auxiliary apparatus to the predetermined value, the ground coil being provided at a position where the railway vehicle has gone out of the station platform.
5. The railway vehicle drive system according to any one of claim I to claim 4, wherein a revolution number of the engine is changed based on a ratio between an engine power value before the power consumption of the auxiliary apparatus is reduced and an engine power value after a reduction value of the power consumption of the auxiliary apparatus is subtracted.
6. The railway vehicle drive system according to claim 1, wherein the control device is provided for each vehicle of a set, and calculates a station-platform running distance for which its own vehicle runs until departing from the station platform, based on the number of vehicles of a set train and a coupled position of its own vehicle that are generated by performing information communications with other control devices mounted on other vehicles through information transmission means, and gives the operating command to reduce the power consumption of the auxiliary apparatus to the scheduled predetermined value, until a mileage after the start from the station exceeds the calculated station-platform running distance, the mileage after the start from the station being calculated by integrating a revolution number of the electric motor from a time point when detecting that an entrance door shifts from an open status to a dosed status and that the revolution number of the electric motor shifts from zero to a positive value.
7. The railway vehicle drive system according to claim 6, wherein the revolution number of the engine is changed based on a ratio between an engine power value before the power consumption of the auxiliary apparatus is reduced and an engine power value after a reduction value of the power consumption of the auxiliary apparatus is subtracted.
8. The railway vehicle drive system according to any one of claim I to claim 7, wherein the control device gives the operating command to reduce the power consumption of an air conditioning device or a cooking device, as the auxiliary apparatus.
9. A set train on which the railway vehicle drive system according to any one of claim I to claim 8, the engine, the power generator and the electric motor are mounted, the set train including multiple vehicles.