Power generation system and method for locomotive

Abstract

The invention provides a power generation system for a locomotive, and the system comprises a power generator which is coupled with an engine and is driven by the engine to generate three-phase power; the full-bridge rectifying circuit is coupled with the generator to receive the three-phase power and generate a direct-current voltage signal according to the three-phase power and the switching signal; the switching type voltage regulating circuit is coupled with the full-bridge rectifying circuit to receive the direct-current voltage signal and is used for reducing the voltage of the direct-current voltage signal according to the control signal so as to generate an output voltage to supply power to the storage battery; and the controller is coupled with the full-bridge rectifying circuit and the switching type voltage regulating circuit and is used for generating a control signal and a switching signal and respectively outputting the control signal and the switching signal to the switching type voltage regulating circuit and the full-bridge rectifying circuit, and the controller at least adjusts the switching signal according to a voltage value of the direct-current voltage signal and a preset voltage value. In addition, the invention also provides a power generation method for the locomotive.

Description

Technical Field

[0001] This invention relates to a power generation system and method, and more particularly to a power generation system and method for locomotives. Background Art

[0002] See Figure 1 The voltage regulation method in the existing locomotive power generation system 1 is a short-circuit voltage regulation architecture. This power generation system 1 includes a rectifier circuit 11, a generator 12, a voltage regulator controller 15, and three switches 16, 17, and 18 (pre-set to be in a non-conducting state). When the engine 10 drives the generator 12, the three-phase power generated by the generator 12 is rectified into a DC output voltage by the rectifier circuit 11 and then directly supplied to the battery 13 and the vehicle load 14. When the engine speed increases, the voltage of the three-phase power generated by the generator 12 also increases, causing the DC output voltage generated by the rectifier circuit 11 to increase accordingly. When the voltage regulator 15 detects that the DC output voltage is higher than the voltage used by the battery 13 or the vehicle load 14, the voltage regulator 15 controls at least one of the switches 16 to 18 to turn on, so as to short-circuit the coil of the generator 12 to prevent the DC output voltage from rising (that is, to put the generator system 1 in a short-circuit voltage regulation state), thereby controlling the DC output voltage to meet the voltage used by the battery 13 and the vehicle load 14, and preventing damage to the battery 13 or the vehicle load 14.

[0003] However, the power output of generator 12 is directly proportional to the speed of engine 10. The higher the speed of engine 10, the higher the power output of generator 12. However, the load on the vehicle's electrical system does not increase. Thus, when the speed of engine 10 is at high speed for a long time and the power output of generator 12 is high, the power generation system 1 will be in a short-circuit voltage regulation state for a long time, and a large amount of excess energy will be dissipated as heat, causing damage to engine 10 or other components in the vehicle.

[0004] Furthermore, the aforementioned rectifier circuit 11, voltage regulator 15, and three switches 16 and 17 can be replaced by a three-phase full-bridge circuit (not shown, but coupled between the generator 12 and the battery 13). Existing generators 12 commonly operate at a maximum speed of 9000 RPM / idle speed of 1500 RPM. When a 12V system locomotive needs to meet the starting charging voltage at an idle speed of 1500 RPM, the three-phase voltage generated by the generator 12 at 1500 RPM must be at least 17V. Since the three-phase voltage of the generator 12 is proportional to its speed, when it operates at its maximum speed of 9000 RPM, the three-phase voltage generated by the generator 12 exceeds 100V. This necessitates the use of high-voltage (e.g., 150V) electronic components in the three-phase full-bridge circuit, resulting in higher manufacturing costs for the generator system 1.

[0005] Therefore, how to solve the problems of the prior art is the main focus of this invention. Summary of the Invention

[0006] Therefore, the object of the present invention is to provide a power generation system for locomotives that can overcome the shortcomings of prior art.

[0007] Therefore, the power generation system for locomotives of the present invention is coupled between an engine and a battery, and includes a generator, a full-bridge rectifier circuit, a switching voltage regulator circuit and a controller.

[0008] The generator is coupled to and driven by the engine to produce three-phase power. A full-bridge rectifier circuit is coupled to the generator to receive the three-phase power and generates a DC voltage signal based on the three-phase power and a switching signal. A switching voltage regulator circuit is coupled to the full-bridge rectifier circuit to receive the DC voltage signal and steps down the DC voltage signal according to a control signal to generate an output voltage to power the battery. A controller is coupled to the full-bridge rectifier circuit and the switching voltage regulator circuit to generate the control signal and the switching signal, and outputs them to the switching voltage regulator circuit and the full-bridge rectifier circuit respectively. The controller adjusts the switching signal based at least on the voltage value of the DC voltage signal and a preset voltage value.

[0009] In some embodiments, in the locomotive power generation system of the present invention, when the generator is at an idle speed, the peak voltage of the three-phase power is between 10 and 15V.

[0010] In some embodiments, in the locomotive power generation system of the present invention, when the generator is at a maximum speed, the peak voltage of the three-phase power is between 80 and 100V.

[0011] In some embodiments, the switching voltage regulation circuit of the locomotive power generation system of the present invention includes: an output capacitor having a first terminal coupled to the battery and providing the output voltage, and a grounded second terminal; an inductor having a first terminal coupled to the first terminal of the output capacitor, and a second terminal; a diode having a cathode coupled to the second terminal of the inductor, and a grounded anode; and a switch coupled between the cathode of the diode and the full-bridge rectifier circuit.

[0012] In some embodiments, in the locomotive power generation system of the present invention, the switching signal includes a first switching signal, a second switching signal, a third switching signal, a fourth switching signal, a fifth switching signal, and a sixth switching signal. The controller is also coupled to the generator to obtain a back electromotive force signal of the generator. The controller determines whether the voltage value of the DC voltage signal is less than or equal to the preset voltage value. When the determination result is yes, the controller adjusts the starting point position of a high logic level in a switching period T of each of the first to sixth switching signals to a zero point position of a preset electrical angle that lags behind the back electromotive force signal.

[0013] In some embodiments, in the locomotive power generation system of the present invention, when the controller determines whether the voltage value of the DC voltage signal is less than or equal to the preset voltage value and the determination result is no, the controller adjusts or maintains the starting position of the high logic level in the switching period T of the first to sixth switching signals to be the same as the zero position of the back electromotive force signal.

[0014] In some embodiments, in the locomotive power generation system of the present invention, the full-bridge rectifier circuit is a three-phase full-bridge rectifier circuit including six transistors.

[0015] Another object of the present invention is to provide a locomotive power generation method that can overcome the shortcomings of prior art.

[0016] The locomotive power generation method of the present invention is executed by a locomotive power generation system and includes the following steps: (A) generating a three-phase power by being driven by an engine; (B) generating a DC voltage signal based on the three-phase power and a switching signal; (C) stepping down the DC voltage signal according to a control signal to generate an output voltage to power a battery; (D) determining whether the voltage value of the DC voltage signal is less than or equal to a preset voltage value; (E) when the determination result of step (D) is yes, adjusting the starting position of a high logic level of the switching signal to a zero position of a back electromotive force signal of a generator by a preset electrical angle; and (F) repeating steps (D) and (E) until the voltage value of the DC voltage signal is greater than the preset voltage value.

[0017] In some embodiments, in the locomotive power generation method of the present invention, when the determination result of step (D) is negative, the controller adjusts or maintains the starting position of the high logic level of the switching signal to be the same as the zero position of the back electromotive force signal.

[0018] In some embodiments, in the locomotive power generation method of the present invention, when the generator is at an idle speed, a peak voltage of the three-phase power is between 10 and 15V, and when the generator is at a maximum speed, a peak voltage of the three-phase power is between 80 and 100V.

[0019] The advantages of this invention are as follows: the power generation system for locomotives and the power generation method thereof can avoid converting a large amount of excess energy into heat dissipation through short-circuit voltage regulation, thus avoiding damage to the engine or other components in the locomotive. Furthermore, by controlling the magnitude of the peak voltage, the power generation system does not need to use high-voltage resistant electronic components, thereby reducing the required manufacturing cost. Moreover, by using the controller to lag the phase of the switching signal, the voltage value of the DC voltage signal can be increased, thereby preventing the switching voltage regulation circuit from failing to supply power to the battery or the vehicle load, thus improving the efficiency of the power generation system. Attached Figure Description

[0020] Figure 1 It is a circuit block diagram illustrating the power generation system used in existing locomotives;

[0021] Figure 2 This is a circuit block diagram illustrating an embodiment of the power generation system for locomotives according to the present invention;

[0022] Figure 3 This is a flowchart illustrating how the power generation method for locomotives is implemented in this embodiment; and

[0023] Figure 4 and Figure 5 This is a schematic diagram illustrating that in this embodiment, the starting point of a high logic level of a switching signal is adjusted to a zero point position of a back electromotive force signal by a preset electrical angle.

[0024] Figure Labels

[0025] 1, 2 Power Generation Systems

[0026] 10 engines

[0027] 11 Rectifier Circuit

[0028] 12 generators

[0029] 13 Storage batteries

[0030] 14 Vehicle load

[0031] 15 Voltage Regulator

[0032] 16-18 switches

[0033] 20 engines

[0034] 21 Storage batteries

[0035] 22 Generators

[0036] 22u U-phase coil

[0037] 22V V-phase coil

[0038] 22W phase coil

[0039] 23 Full-bridge rectifier circuit

[0040] 24 Switching voltage regulation circuit

[0041] 25 Controllers

[0042] Steps 31-36

[0043] 231 First Transistor

[0044] 232 Second Transistor

[0045] 233 Third Transistor

[0046] 234 Fourth Transistor

[0047] 235 Fifth Transistor

[0048] 236 Sixth Transistor

[0049] 241 Output capacitor

[0050] 242 Inductor

[0051] 243 Diode

[0052] 244 switches

[0053] Bs back electromotive force signal

[0054] C1 control signal

[0055] De's preset electrical angle

[0056] S1 First switching signal

[0057] S2 Second Switching Signal

[0058] S3 Third Switching Signal

[0059] S4 Fourth Switching Signal

[0060] S5 Fifth Switching Signal

[0061] S6 Sixth Switching Signal

[0062] T switching cycle Detailed Implementation

[0063] See Figure 2This invention describes one embodiment of a power generation system 2 for locomotives. The power generation system 2 is coupled between an engine 20 and a battery 21, and includes a generator 22, a full-bridge rectifier circuit 23, a switching voltage regulator circuit 24, and a controller 25. This power generation system 2 can be used in locomotives with integrated starter generator (ISG) systems.

[0064] The generator 22 is coupled to and driven by the engine 20 to generate three-phase power. It should be noted that the generator 22 can be an ISG (Integrated Sensor Generator), which acts as an electric motor to start the engine 20 when the locomotive starts. After the engine 20 has started, the generator 22 generates three-phase power, driven by the engine 20, to enter charging mode and supply power to the battery 21 or a vehicle load (not shown). Since the peak voltage of the three-phase power from the generator 22 is directly related to the generator 22's rotational speed, when the generator 22 is at an idle speed (i.e., 1500–1800 RPM), the peak voltage of the three-phase power is controlled between 10 and 15V; when the generator 22 is at a maximum speed (i.e., 8000–10000 RPM), the peak voltage of the three-phase power is controlled between 80 and 100V. In this way, the peak voltage of the three-phase power can be prevented from exceeding 100V when the generator 22 is at the highest speed, thereby eliminating the need for high-voltage resistant electronic components in the power generation system 2 and reducing the manufacturing cost of the power generation system 2.

[0065] The full-bridge rectifier circuit 23 is coupled to the generator 22 to receive the three-phase power and generates a DC voltage signal based on the three-phase power and a switching signal. In this embodiment, the switching signal includes a first switching signal S1, a second switching signal S2, a third switching signal S3, a fourth switching signal S4, a fifth switching signal S5, and a sixth switching signal S6. The full-bridge rectifier circuit 23 is a three-phase full-bridge rectifier circuit and includes a first transistor 231, a second transistor 232, a third transistor 233, a fourth transistor 234, a fifth transistor 235, and a sixth transistor 236.

[0066] The first transistor 231 has a first terminal coupled to the switching voltage regulating circuit 24, a second terminal coupled to a U-phase coil 22u of the generator 22, and a control terminal for receiving the first switching signal S1. The first transistor 231 is controlled by the first switching signal S1 to be turned on or off. The second transistor 232 has a first terminal coupled to a W-phase coil 22w of the generator 22, a second terminal grounded, and a control terminal for receiving the second switching signal S2. The second transistor 232 is controlled by the second switching signal S2 to be turned on or off. The third transistor 233 has a first terminal coupled to the first terminal of the first transistor 231, a second terminal coupled to a V-phase coil 22v of the generator 22, and a control terminal for receiving the third switching signal S3. The third transistor 233 is controlled by the third switching signal S3 to be turned on or off. The fourth transistor 234 has a first terminal coupled to the second terminal of the first transistor 231, a second terminal grounded, and a control terminal for receiving the fourth switching signal S4. The fourth transistor 234 is controlled by the fourth switching signal S4 to either turn on or off. The fifth transistor 235 has a first terminal coupled to the first terminal of the third transistor 233, a second terminal coupled to the W-phase coil 22w of the generator 22, and a control terminal for receiving the fifth switching signal S5. The fifth transistor 235 is controlled by the fifth switching signal S5 to either turn on or off. The sixth transistor 236 has a first terminal coupled to the V-phase coil 22v of the generator 22, a second terminal grounded, and a control terminal for receiving the sixth switching signal S6. The sixth transistor 236 is controlled by the sixth switching signal S6 to either turn on or off.

[0067] The switching voltage regulator circuit 24 is coupled to the full-bridge rectifier circuit 23 to receive the DC voltage signal, and steps down the DC voltage signal according to a control signal C1 to generate an output voltage to power the battery 21 or the vehicle load. In this embodiment, the switching voltage regulator circuit 24 includes an output capacitor 241, an inductor 242, a diode 243, and a switch 244.

[0068] The output capacitor 241 has a first terminal coupled to the battery 21 and providing the output voltage, and a second terminal grounded. The inductor 242 has a first terminal coupled to the first terminal of the output capacitor 241, and a second terminal. The diode 243 has a cathode coupled to the second terminal of the inductor 242, and an anode grounded. The switch 244 is coupled between the cathode of the diode 243 and the first terminal of the first transistor 231. It should be noted that in other embodiments, the diode 243 can be replaced by a switch (not shown), and when this switch is on (not on), the switch 244 is not on (on), thus reducing conduction losses and improving efficiency. In addition, replacing the diode 243 with the switch will cause the switching voltage regulation circuit 24 to form a boost circuit, which can be used by the battery 21, such as a 12V battery, to perform reverse boost function to work on the generator 22. The switch 244, as in other embodiments, can be a semiconductor switch such as a metal-oxide-semiconductor field-effect transistor (MOSFET), a bipolar junction transistor (BJT), an insulated gate bipolar transistor (IGBT), gallium nitride (GaN), or silicon carbide (SiC).

[0069] The controller 25 is coupled to the full-bridge rectifier circuit 23 and the switching voltage regulator circuit 24 to generate the control signal C1 and the switching signals (i.e., the first to sixth switching signals S1 to S6), and outputs them to the switching voltage regulator circuit 24 and the full-bridge rectifier circuit 23 respectively. The controller 25 is also coupled to the generator 22 to obtain a back electromotive force signal Bs from the generator 22 (see...). Figure 4 The controller 25 adjusts the switching signal based at least on the voltage value of the DC voltage signal and a preset voltage value. The controller 25 is an ISG hybrid power controller. The preset voltage value is, for example, the lowest voltage value that can still charge the battery 21 after being regulated by the switching voltage regulator circuit 24. The following combinations... Figure 3 This describes the specific operation of the controller 25.

[0070] Further reading Figures 3 to 5 This is a flowchart illustrating the power generation system 2 for locomotives of the present invention performing the power generation method for locomotives of the present invention. The power generation method for locomotives of the present invention includes the following steps 31 to 36.

[0071] In step 31, after the locomotive starts, the generator 22 is driven by the engine 20 to generate the three-phase power.

[0072] In step 32, the full-bridge rectifier circuit 23 generates the DC voltage signal based on the three-phase power and the switching signals (i.e., the first to sixth switching signals S1 to S6). It should be noted that at this time, the starting point of a high logic level in one switching period T of each of the first to sixth switching signals S1 to S6 is the same as the zero point of the back electromotive force signal Bs (see...). Figure 4 Since the first to sixth switching signals S1 to S6 are well known to those skilled in the art, for the sake of brevity, they will be referred to as... Figure 4 (Only the first switching signal S1 is shown for a simplified illustration).

[0073] In step 33, the switching voltage regulating circuit 24 steps down the DC voltage signal according to the control signal C1 to generate the output voltage to power the battery 21.

[0074] In step 34, the controller 25 determines whether the voltage value of the DC voltage signal is less than or equal to the preset voltage value. If the determination result is yes (i.e., the voltage of the DC voltage signal is insufficient to enable the switching voltage regulation circuit 24 to perform voltage regulation operation), the process proceeds to step 35; if the determination result is no, the process proceeds to step 36.

[0075] In step 35, the controller 25 adjusts the starting position of the high logic level in the switching period T of each switching signal to lag the zero position of the back EMF signal Bs by a preset electrical angle De (see...). Figure 5 Since the first to sixth switching signals S1 to S6 are well known to those skilled in the art, for the sake of brevity, they will be referred to as... Figure 5 (Only the first switching signal S1 is shown for simplified illustration). Next, steps 34 and 35 are repeated until the DC voltage signal value is greater than the preset voltage value. In this way, by laging the phase of the switching signal behind the zero point of the back electromotive force signal Bs, the present invention continuously increases the DC voltage signal value, thereby preventing the peak voltage of the three-phase power supply from being too low when the generator 22 is at the idling speed, which would also cause the DC voltage signal value to be too low, resulting in the switching voltage regulation circuit 24 being unable to perform voltage regulation operation. This avoids the situation where the switching voltage regulation circuit 24 cannot supply power to the battery 21 or the vehicle load, thereby improving the efficiency of the power generation system 2.

[0076] In step 36, the controller 25 adjusts or maintains the starting position of the high logic level in the switching period T of each switching signal to be the same as the zero point position of the back electromotive force signal Bs. Then, it repeats step 34 to continue the judgment and perform subsequent corresponding steps until the locomotive is shut down, but is not limited to this.

[0077] In detail, when the initial step 33 proceeds to step 34 and the judgment result is directly negative, the controller 25 maintains the starting position of the high logic level in the switching period T of each switching signal at the same position as the zero point of the back electromotive force signal Bs. When the initial step 33 proceeds to step 34 and the judgment result is directly positive, and steps 35 and 34 are executed sequentially and repeatedly until the voltage value of the DC voltage signal is greater than the preset voltage value (i.e., the judgment result of step 34 changes from positive to negative), the controller 25 adjusts the starting position of the high logic level in the switching period T of each switching signal to be the same as the zero point of the back electromotive force signal Bs. It should be noted that, in this embodiment, the operation method of the controller 25 adjusting the starting position of the high logic level in the switching period T of each switching signal to be the same as the zero point of the back electromotive force signal Bs is as follows, but not limited to this. The controller 25 sequentially restores the starting position of the high logic level in the switching period T of each switching signal by a preset restore angle (i.e., after each restoration of the preset restore angle, it re-enters step 34 to determine and perform the next restoration of the preset restore angle), until the starting position of the high logic level in the switching period T of each switching signal is the same as the zero point position of the back electromotive force signal Bs (i.e., as...). Figure 4 (As shown). The preset response angle is the same as the preset electrical angle De, and the controller 25 responds to the preset response angle a total of times by which it responds to the starting position of the high logic level in the switching period T of each switching signal. This corresponds to a total number of times the controller 25 adjusts the starting position of the high logic level in the switching period T of each switching signal to lag behind the zero point position of the back electromotive force signal Bs. In other embodiments, the preset response angle may be the preset electrical angle De multiplied by the total number of lags, so that the total number of responses by the controller 25 is one. When the total number of lags is one, the total number of responses corresponds to the total number of lags. When the total number of lags is greater than one, the total number of responses is less than the total number of lags.

[0078] In summary, the locomotive power generation system 2 of the present invention utilizes the switching voltage regulation circuit 24 to regulate the DC voltage signal to generate the output voltage for the battery 21 or the vehicle load, so that the DC voltage signal is proportional to the speed of the engine 20. The DC voltage signal is not directly related to the output voltage generated by the switching voltage regulation circuit 24. Therefore, the power generation system 2 does not need to short-circuit the coil of the generator 12 as in the past. That is, the power generation system 2 does not need to operate in the short-circuit voltage regulation state. This means that the power generation system 2 does not need to convert the large amount of excess energy generated by the generator 22 into heat energy for dissipation through the short-circuit voltage regulation method. Therefore, higher efficiency can be obtained. Also, due to the significant reduction in heat generation, damage to the engine 20 or other components in the locomotive can be avoided, thereby extending the service life of the locomotive components. Furthermore, when the generator 22 is at the idle speed (or the maximum speed), the peak voltage of the three-phase power is controlled between 10 and 15V (or 80 and 100V). This prevents the peak voltage of the three-phase power from exceeding 100V when the generator 22 is at the maximum speed, thereby eliminating the need for high-voltage resistant electronic components in the power generation system 2 and reducing the manufacturing cost of the power generation system 2. In addition, by delaying the phase of the switching signal by the controller 25, the voltage value of the DC voltage signal can be increased. This prevents the DC voltage signal from being too low when the generator 22 is at the idle speed, which would prevent the switching voltage regulation circuit 24 from failing to perform voltage regulation. This avoids the situation where the switching voltage regulation circuit 24 cannot supply power to the battery 21 or the vehicle load, thereby improving the efficiency of the power generation system 2.

[0079] The present invention has been disclosed above with reference to preferred embodiments. However, those skilled in the art should understand that these embodiments are for illustrative purposes only and should not be construed as limiting the scope of the invention. It should be noted that all variations and substitutions equivalent to these embodiments should be considered within the scope of the present invention. Therefore, the scope of protection of the present invention should be determined by the claims.

Claims

1. A power generation system for a locomotive, coupled between an engine and a battery, characterized in that, Include: A generator, coupled to and driven by the engine, produces three-phase electricity; A full-bridge rectifier circuit is coupled to the generator to receive the three-phase power and to generate a DC voltage signal based on the three-phase power and a switching signal. A switching voltage regulator circuit, coupled to the full-bridge rectifier circuit, receives the DC voltage signal and, according to a control signal, steps down the DC voltage signal to generate an output voltage to power the battery; and A controller is coupled to the full-bridge rectifier circuit and the switching voltage regulator circuit to generate the control signal and the switching signal and output them to the switching voltage regulator circuit and the full-bridge rectifier circuit respectively. The controller adjusts the switching signal based at least on the voltage value of the DC voltage signal and a preset voltage value.

2. The power generation system for locomotives according to claim 1, characterized in that, When the generator is at an idle speed, the peak voltage of the three-phase power is between 10 and 15V.

3. The power generation system for locomotives according to claim 1, characterized in that, When the generator is at its highest speed, the peak voltage of the three-phase power is between 80 and 100V.

4. The power generation system for locomotives according to claim 1, characterized in that, The switching voltage regulation circuit includes: An output capacitor has a first terminal coupled to the battery and providing the output voltage, and a second terminal grounded. An inductor having a first terminal coupled to the first terminal of the output capacitor, and a second terminal; A diode having a cathode coupled to the second terminal of the inductor and a grounded anode; and A switch is coupled between the cathode of the diode and the full-bridge rectifier circuit.

5. The power generation system for locomotives according to claim 1, characterized in that, The switching signals include a first switching signal, a second switching signal, a third switching signal, a fourth switching signal, a fifth switching signal, and a sixth switching signal. The controller is also coupled to the generator to obtain a back electromotive force signal from the generator. The controller determines whether the voltage value of the DC voltage signal is less than or equal to the preset voltage value. When the determination result is yes, the controller adjusts the starting point position of a high logic level in a switching cycle of each of the first to sixth switching signals to a zero point position of a preset electrical angle that lags behind the back electromotive force signal by a preset electrical angle.

6. The power generation system for locomotives according to claim 5, characterized in that, When the controller determines whether the voltage value of the DC voltage signal is less than or equal to the preset voltage value and the result is negative, the controller adjusts or maintains the starting position of the high logic level in the switching cycle of the first to sixth switching signals to be the same as the zero position of the back electromotive force signal.

7. The power generation system for locomotives according to claim 1, characterized in that, The full-bridge rectifier circuit is a three-phase full-bridge rectifier circuit that includes six transistors.

8. A method for generating electricity for a locomotive, executed by a locomotive power generation system, characterized in that, Includes the following steps: (A) It generates three-phase electricity driven by an engine; (B) Based on the three-phase power and a switching signal, a DC voltage signal is generated; (C) The DC voltage signal is stepped down according to a control signal to generate an output voltage to power a battery; (D) Determine whether the voltage value of the DC voltage signal is less than or equal to a preset voltage value; (E) When the judgment result of step (D) is yes, adjust the starting point position of a high logic level in all switching cycles of the switching signal to a zero point position of a back electromotive force signal of a generator that lags behind a preset electrical angle; and (F) Repeat steps (D) and (E) until the voltage value of the DC voltage signal is greater than the preset voltage value.

9. The locomotive power generation method according to claim 8, characterized in that, When the judgment result of step (D) is negative, the starting position of the high logic level in the switching cycle of the switching signal is adjusted or maintained to be the same as the zero position of the back electromotive force signal.

10. The locomotive power generation method according to claim 8, characterized in that, When the generator is at an idle speed, the peak voltage of the three-phase power is between 10 and 15V. When the generator is at its maximum speed, the peak voltage of the three-phase power is between 80 and 100V.

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