Electric diesel railcar

Abstract

To operate the engine at an operation point of comfortable ride with a high performance while suppressing a cost increase of conversion from a liquid type diesel motor car.SOLUTION: An electric type diesel motor car 1 comprises: an engine 21; a dynamo 31 the power source of which is the engine 21; a converter 32, which converts AC power outputted from the dynamo to DC power to output it; a propulsion inverter 37, which converts the DC power outputted from the converter 32 to three-phase power; a propulsion motor 39, driven by the three-phase power outputted from the propulsion inverter 37; a converter output power value CnvP; and an integral control part 10, which, on the basis of a number of revolution MMn of the propulsion motor 39, and an acceleration-deceleration torque command T*, calculates the number of revolution of the engine 21 corresponding to the acceleration-deceleration torque command T*; and generates, on the basis of the number of revolution-output characteristics of the engine 21, an engine notch command EgN* indicating the output of the engine 21 corresponding to the calculated number of revolution 21.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an electric diesel vehicle.

Background Art

[0002] For a liquid diesel vehicle using a liquid transmission, a highly efficient electric diesel vehicle has been put into practical use by adopting variable voltage variable frequency control. The electric diesel vehicle has advantages such as high starting torque and ease of maintenance compared to the liquid diesel vehicle.

[0003] The electric diesel vehicle can determine the rotational speed of the diesel engine without being affected by the vehicle speed. Patent Document 1 describes a technique for rotating the diesel engine at a desired operating point from the viewpoints of obtaining the output required for vehicle propulsion and reducing exhaust gas and fuel consumption. According to this technique, the electric diesel vehicle can operate more efficiently than the liquid diesel vehicle.

[0004] The output of the diesel engine is determined by the rotational speed of the engine according to the notch command input from the driver's cab of the electric diesel vehicle. Since there is a risk of engine stall if the electric power generated by the generator using the diesel engine as a power source exceeds the output of the engine, techniques related to coordinated control of the engine output and load are described in Patent Document 2 and Patent Document 3.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

[0006] The technology described in Patent Document 1 intervenes in the control of the diesel engine to enable operation at a desired operating point. However, this makes it difficult to switch from conventional liquid-type diesel railcars and reuse the engine control unit that controls the diesel engine, and it also has the problem of being costly.

[0007] Furthermore, the technologies described in Patent Documents 2 and 3 have the problem that, because the rotational speed of the diesel engine is uniquely determined in response to the vehicle's notch command, it is difficult to operate the diesel engine at a desired operating point.

[0008] In view of the above-mentioned problems, the object of the present invention is to provide an electric diesel railcar that can operate the engine at a more efficient and comfortable operating point while suppressing the increase in costs associated with switching from liquid-type diesel railcars. [Means for solving the problem]

[0009] To solve the above problems, the electric diesel railcar according to the present invention comprises an engine, a generator powered by the engine, a converter that converts the AC power output from the generator into DC power and outputs it, and a propulsion inverter that converts the DC power output from the converter into three-phase power and outputs it. A propulsion inverter control unit that controls the operation of the propulsion inverter, and an auxiliary power supply that converts the DC power output from the converter into power, A propulsion motor driven by three-phase power output from the propulsion inverter to propel the electric diesel railcar, an engine control unit that controls the operation of the engine, and the converter From the propulsion motor and the auxiliary power supply Output power Total value Based on the converter output power value, the rotational speed of the propulsion motor, and the acceleration / deceleration torque command that instructs the torque output from the propulsion motor in accordance with the acceleration and deceleration of the electric diesel railcar, the rotational speed of the engine corresponding to the acceleration / deceleration torque command is calculated, and based on the rotational speed-output characteristics of the engine, an engine notch command that instructs the output of the engine corresponding to the calculated rotational speed is generated and output to the engine control unit. Based on the rotational speed of the generator, the converter output voltage value, and the auxiliary power supply output power value indicating the output power of the auxiliary power supply, a propulsion motor torque command is generated that instructs the output torque of the propulsion motor and output to the propulsion inverter control unit. It comprises an integrated control unit and

[0010] Furthermore, in the electric diesel railcar according to the present invention, the integrated control unit calculates the output required for the engine based on the converter output power value, the rotational speed of the propulsion motor, and the acceleration / deceleration torque command, determines the minimum rotational speed of the engine that can obtain the required output based on the rotational speed-output characteristics of the engine, and outputs an engine notch command to the engine control unit indicating the determined rotational speed.

[0011] Furthermore, in the electric diesel railcar according to the present invention ,before The integrated control unit controls the torque indicated by the acceleration / deceleration torque command, Based on the power obtained by subtracting the auxiliary power supply output power value from the converter output power value, and the rotational speed of the propulsion motor, The output of the engine obtained at the rotational speed of the engine instructed by the engine notch command is limited according to the previous Memorandum A propulsion motor torque command is generated and output to the propulsion inverter control unit.

[0012] Furthermore, in the electric diesel railcar according to the present invention ,before The system further comprises an air braking device that applies braking force to the rotation of the propulsion motor, and an air braking control unit that controls the air braking device. The integrated control unit limits the propulsion motor torque command so that the amount of regenerative power from the deceleration of the electric diesel railcar that exceeds the power supplied to the auxiliary power supply does not exceed the power consumed by the engine's brakes. If the difference between the acceleration / deceleration torque command and the limited propulsion motor torque command is negative, the integrated control unit generates an air braking command that instructs a braking force to be applied to the rotation of the propulsion motor according to the difference, and outputs it to the air braking control unit. [Effects of the Invention]

[0013] According to the electric diesel railcar of the present invention, the engine can be operated at a more efficient and comfortable operating point while suppressing the cost increase associated with switching from a liquid-type diesel railcar.

Brief Description of the Drawings

[0014] [Figure 1] It is a diagram showing a configuration example of an electric diesel locomotive according to an embodiment of the present invention. [Figure 2] It is a diagram showing a configuration example of the integrated control unit shown in FIG. 1. [Figure 3] It is a diagram showing a configuration example of the notch-torque conversion unit shown in FIG. 2. [Figure 4] It is a diagram showing a configuration example of the engine command unit shown in FIG. 2. [Figure 5] It is a diagram showing an example of the rotational speed-output characteristic of the engine shown in FIG. 1. [Figure 6] It is a diagram showing a configuration example of the inverter command unit shown in FIG. 2. [Figure 7] It is a diagram showing a configuration example of the air brake command unit shown in FIG. 2. [Figure 8] It is a diagram showing a configuration example of a conventional liquid diesel locomotive.

Modes for Carrying Out the Invention

[0015] Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

[0016] FIG. 1 is a diagram showing a configuration example of an electric diesel locomotive 1 according to an embodiment of the present invention. As shown in FIG. 1, the electric diesel locomotive 1 according to the present embodiment includes an integrated control unit 10, an engine 21, an engine control unit 22, a generator 31, a converter 32, a converter control unit 33, a capacitor 34, an auxiliary power supply 35, an auxiliary power supply control unit 36, a propulsion inverter 37, a propulsion inverter control unit 38, a plurality of propulsion motors 39, wheels 41, a mechanical brake 42, an air brake device 43, an air brake control unit 44, and a driver's cab 51.

[0017] Engine 21 is a diesel engine. A generator 31 is fixed to the output shaft of engine 21. The generator 31 is driven by engine 21 as a power source, generates AC power, and outputs the generated AC power to a converter 32. The engine control unit 22 controls the operation of engine 21.

[0018] The converter 32 converts the AC power output from the generator 31 into DC power and outputs it. The DC power output from the converter 32 is supplied to the auxiliary power supply 35 and the propulsion inverter 37 via the capacitor 34. The converter control unit 33 controls the operation of the converter 32.

[0019] The auxiliary power supply 35 converts the DC power output from the converter 32 into DC power and / or AC power for use as in-vehicle power, and outputs it to various parts of the electric diesel railcar 1. The auxiliary power control unit 36 ​​controls the operation of the auxiliary power supply 35.

[0020] The propulsion inverter 37 converts the DC power output from the converter 32 into three-phase power and outputs it to each of the multiple propulsion motors 39. The propulsion inverter control unit 38 controls the operation of the propulsion inverter 37.

[0021] The propulsion motor 39 is driven by three-phase power output from the propulsion inverter 37, and propels the electric diesel railcar 1. Specifically, the output shaft of the propulsion motor 39 is connected to the rotation shaft of the wheel 41 via a gear 45. The electric diesel railcar 1 is propelled by the rotation of the wheel 41 by the propulsion motor 39.

[0022] The mechanical brake 42 brakes the wheel 41 by making contact with it. The air brake system 43 drives the mechanical brake 42 according to the control of the air brake control unit 44. By driving the mechanical brake 42 (making contact with the wheel 41), the air brake system 43 can apply braking force to the rotation of the propulsion motor 39.

[0023] The integrated control unit 10 controls the engine control unit 22, the converter control unit 33, the auxiliary power supply control unit 36, the propulsion inverter control unit 38, and the air braking control unit 44. The driver's cab 51 receives an acceleration / deceleration notch command N* that instructs the acceleration and deceleration of the electric diesel railcar 1. The acceleration / deceleration notch command N* input to the driver's cab 51 is input to the integrated control unit 10. The integrated control unit 10 controls each of the above-mentioned parts to drive the electric diesel railcar 1 in accordance with the acceleration / deceleration notch command N*.

[0024] The operation of the electric diesel railcar 1 shown in Figure 1 will be explained. First, the operation of the electric diesel railcar 1 during acceleration will be explained.

[0025] When the integrated control unit 10 receives an acceleration notch command N*, which instructs the electric diesel railcar 1 to accelerate, it calculates the engine notch required to obtain the engine output necessary for the acceleration torque of the propulsion motor 39 as requested by the acceleration notch command. Specifically, the integrated control unit 10 calculates the engine speed required for the acceleration torque of the propulsion motor 39 as requested by the acceleration notch command N*, based on the converter output power value CnvP, which indicates the output power of the converter 32, the rotational speed MMn of the propulsion motor 39, and the acceleration notch command N* (acceleration notch command). The converter output power value CnvP is input to the integrated control unit 10 from the converter control unit 33. The rotational speed MMn of the propulsion motor 39 is input to the integrated control unit 10 from the propulsion inverter control unit 38. The integrated control unit 10 generates an engine notch command EgN* that instructs the engine output of the engine 21 according to the calculated rotational speed and outputs it to the engine control unit 22.

[0026] Furthermore, the integrated control unit 10 generates a propulsion motor torque command InvT* that instructs the output torque of the propulsion motor 39 so that the three-phase power required for the acceleration torque of the propulsion motor 39, as requested by the acceleration / deceleration notch command N* (acceleration notch command), is output from the propulsion inverter 37, and outputs this command to the propulsion inverter control unit 38. Specifically, the integrated control unit 10 generates the propulsion motor torque command InvT* based on the rotational speed Gn of the generator 31, the converter output power value CnvP, and the auxiliary power supply output power value SivP, which indicates the output power of the auxiliary power supply 35. The propulsion inverter control unit 38 controls the three-phase power output from the propulsion inverter 37 so that the torque instructed by the propulsion motor torque command InvT* is output from the propulsion motor 39. The rotational speed Gn of the generator 31 is input to the integrated control unit 10 from the converter control unit 33. The auxiliary power supply output power value SivP is input to the integrated control unit 10 from the auxiliary power supply control unit 36.

[0027] Next, we will explain the operation of the electric diesel railcar 1 during deceleration.

[0028] When the integrated control unit 10 receives a deceleration notch command N*, which instructs the electric diesel railcar 1 to decelerate, it generates an exhaust brake command ExBr*, which instructs the engine 21 to turn on or off, based on the deceleration notch command and the converter output power value CnvP, and outputs it to the engine control unit 22.

[0029] Furthermore, the integrated control unit 10 generates a propulsion motor torque command InvT* that instructs the output torque of the propulsion motor 39, which is required to output the three-phase power necessary for the deceleration torque of the propulsion motor 39 requested from the acceleration / deceleration notch command N* (deceleration notch command) from the propulsion inverter 37, and outputs it to the propulsion inverter control unit 38.

[0030] Furthermore, the integrated control unit 10 calculates the torque that cannot be obtained by the propulsion motor 39 from the deceleration torque instructed by the deceleration notch command, and generates an air brake command BrT* that instructs the braking force to the rotation of the propulsion motor 39 according to the calculated torque, and outputs it to the air brake control unit 44.

[0031] Next, the configuration of the integrated control unit 10 will be described. Figure 2 shows an example of the configuration of the integrated control unit 10.

[0032] As shown in Figure 2, the integrated control unit 10 receives the converter output power value CnvP and the rotational speed Gn of the generator 31 from the converter control unit 33. The integrated control unit 10 also receives the auxiliary power output power value SivP from the auxiliary power control unit 36. The integrated control unit 10 also receives the DC voltage value VDC, which represents the voltage across the capacitor 34 (the voltage input to the auxiliary power supply 35 and the propulsion inverter 37), and the rotational speed MMn of the propulsion motor 39 from the propulsion inverter control unit 38. The integrated control unit 10 generates the engine notch command EgN* and the exhaust brake command ExBr* and outputs them to the engine control unit 22. The integrated control unit 10 also generates the propulsion motor torque command InvT* and outputs it to the propulsion inverter control unit 38. The integrated control unit 10 also generates the air brake command BrT* and outputs it to the air brake control unit 44.

[0033] The integrated control unit 10 includes a notch torque conversion unit 11, an engine command unit 12, an inverter command unit 13, and an air braking command unit 14.

[0034] The notch-torque conversion unit 11 converts the acceleration / deceleration notch command N* input via the driver's cab 51 into an acceleration / deceleration torque command T* corresponding to the acceleration / deceleration notch command N*. Figure 3 shows an example of the configuration of the notch-torque conversion unit 11.

[0035] As shown in Figure 3, the notch-torque conversion unit 11 includes a selection unit 111. The selection unit 111 receives an acceleration / deceleration notch command N* as input and selects and outputs an acceleration / deceleration torque command T* corresponding to the acceleration / deceleration notch command N*. For example, if the number of notch stages in the driver's cab 51 is 5 acceleration stages and 4 deceleration stages, the selection unit 111 selects the acceleration / deceleration torque command T* corresponding to the acceleration / deceleration notch command N* from among the torque commands corresponding to each of the 5 acceleration stages (P5 torque command to P1 torque command), the N torque command indicating 0 torque, and the torque commands corresponding to each of the 4 deceleration stages (B1 torque command to B4 torque command).

[0036] Referring again to Figure 2, the notch torque conversion unit 11 outputs acceleration / deceleration torque commands T* to the engine command unit 12, the inverter command unit 13, and the air braking command unit 14.

[0037] The engine command unit 12 receives the acceleration / deceleration torque command T* output from the notch / torque conversion unit 11, the converter output power value CnvP, the rotational speed Gn of the generator 31, and the rotational speed MMn of the propulsion motor 39 as input, and generates an engine notch command EgN* and an exhaust brake command ExBr*. The engine command unit 12 outputs the generated engine notch command EgN* to the engine control unit 22 and the inverter command unit 13. The engine command unit 12 also outputs the generated exhaust brake command ExBr* to the engine control unit 22.

[0038] Figure 4 shows an example of the configuration of the engine command unit 12. As shown in Figure 4, the engine command unit 12 comprises an engine output command calculation unit 121, an engine notch command calculation unit 122, and an exhaust brake command unit 123.

[0039] The engine output command calculation unit 121 calculates the torque (acceleration torque) that the propulsion motor 39 is required to output according to the acceleration / deceleration torque command T*, based on the acceleration / deceleration torque command T*, the converter output power value CnvP, and the rotational speed MMn of the propulsion motor 39, and the output of the engine 21 required for the propulsion motor 39 to output that torque. The engine output command calculation unit 121 calculates the required engine output based on the converter output power value CnvP, which is the sum of the outputs from the converter 32 to the propulsion motor 39 and the auxiliary power supply 35, and the power required by the propulsion motor 39 calculated from the rotational speed MMn of the propulsion motor 39 and the acceleration / deceleration torque command T*, and generates an engine output command EgP*. The engine output command calculation unit 121 outputs the calculated engine output command EgP*, which indicates the output of the engine 21, to the engine notch command calculation unit 122.

[0040] The engine notch command calculation unit 122 determines the minimum rotational speed at which the engine 21 can output the engine output indicated by the engine output command EgP* output from the engine output command calculation unit 121. Figure 5 shows the rotational speed-output characteristics of the engine 21. The rotational speed-output characteristics of the engine 21, shown by the dashed line in Figure 5, are stored in advance, and based on these characteristics, the engine notch command calculation unit 122 identifies the engine notch with the smallest rotational speed at which the engine output indicated by the engine output command EgP* can be output. The output of the engine 21 is set to have multiple engine notches (5 stages (5 notches) in the example shown in Figure 5). As shown by the thick solid line in Figure 5, the engine notch command calculation unit 122 determines the rotational speed of the engine 21 according to the higher stage of the engine notch as the engine output indicated by the engine output command EgP* increases. The engine notch command calculation unit 122 outputs an engine notch command EgN* indicating the determined rotational speed to the engine control unit 22 and the inverter command unit 13.

[0041] In this way, the integrated control unit 10 (engine output command calculation unit 121 and engine notch command calculation unit 122) calculates the output required by the engine 21 based on the converter output power value nvPC, the rotational speed MMn of the propulsion motor 39, and the acceleration / deceleration torque command T*. Then, based on the rotational speed-output characteristics of the engine 21, the integrated control unit 10 determines the minimum rotational speed of the engine 21 that can obtain the required output, and outputs an engine notch command EgN* indicating the determined rotational speed to the engine control unit 22. By doing this, the operation of the engine 21 can be controlled while also considering the state of the converter 32 and the propulsion inverter 37, so that the engine 21 can be operated at a more appropriate operating point with less waste.

[0042] Referring again to Figure 4, the exhaust brake command unit 123 generates an exhaust brake command ExBr* based on the acceleration / deceleration torque command T* and the rotational speed Gn of the generator 31, and outputs it to the engine control unit 22. Specifically, the exhaust brake command unit 123 generates an exhaust brake command ExBr* to turn on the exhaust brake if the torque indicated by the acceleration / deceleration torque command T* is a deceleration torque (the acceleration / deceleration torque command T* is negative (T*<0)) and the rotational speed Gn of the generator 31 exceeds the exhaust brake rotational speed ExBrn. The exhaust brake command unit 123 generates an exhaust brake command ExBr* to turn off the exhaust brake if the acceleration / deceleration torque command T* is not negative. Also, the exhaust brake command unit 123 generates an exhaust brake command ExBr* to turn off the exhaust brake if the acceleration / deceleration torque command T* is negative and the rotational speed Gn of the generator 31 does not exceed the exhaust brake rotational speed ExBrn.

[0043] Referring again to Figure 2, the inverter command unit 13 receives the acceleration / deceleration torque command T* output from the notch / torque conversion unit 11, the engine notch command EgN* output from the engine command unit 12, the converter output power value CnvP, the rotational speed Gn of the generator 31, the rotational speed MMn of the propulsion motor 39, and the DC voltage value VDC as inputs, and generates a propulsion motor torque command InvT*. The inverter command unit 13 outputs the generated propulsion motor torque command InvT* to the propulsion inverter control unit 38 and the air braking command unit 14.

[0044] Figure 6 shows an example of the configuration of the inverter command unit 13. As shown in Figure 6, the inverter command unit 13 includes a power torque limiter unit 131 and a regenerative torque limiter unit 132.

[0045] The power torque limiter unit 131 determines the output of the engine 21 on the engine speed-output characteristic shown in Figure 5, based on the engine notch command EgN* and the rotational speed Gn of the generator 31. Specifically, the power torque limiter unit 131 is directly connected to the output shaft of the engine 21 and determines the output of the engine 21 based on the rotational speed Gn of the generator 32, which is equal to the rotational speed of the engine 21, the engine notch command EgN*, and the engine speed-output characteristic of the engine 21.

[0046] The power torque limiter unit 131 generates a power torque limit acceleration / deceleration torque command InvT*1, which limits the acceleration / deceleration torque command T* to the power torque obtained from the current output of the engine 21, based on the converter output power value CnvP, the auxiliary power supply output power value SivP, and the rotational speed MMn of the propulsion motor 39. Specifically, the power torque limiter unit 131 generates the power torque limit acceleration / deceleration torque command InvT*1 based on the power obtained by subtracting the auxiliary power supply output power value SivP from the converter output power value CnvP, and the current rotational speed MMn of the propulsion motor 39. In this way, the power torque limiter unit 131 limits the torque indicated by the acceleration / deceleration torque command T* according to the engine output obtained at the rotational speed of the engine 21 indicated by the engine notch command EgN*. The power torque limiter unit 131 outputs the generated power torque limit acceleration / deceleration torque command InvT*1 to the regenerative torque limiter unit 132.

[0047] The regenerative torque limiter unit 132 limits the power torque limit acceleration / deceleration torque command InvT*1 output from the power torque limiter unit 131 to such an extent that the power exceeding the power supplied to the auxiliary power supply 35 from the regenerative power generated by the deceleration of the electric diesel railcar 1 does not exceed the power consumed by the engine brake and exhaust brake of the engine 21, based on the rotational speed MMn of the propulsion motor 39, the auxiliary power output power value SivP, and the DC voltage value VDC. This is output as a propulsion motor torque command InvT* to the propulsion inverter control unit 38. Specifically, the regenerative torque limiter unit 132 limits the propulsion motor torque command InvT* from the rotational speed MMn of the propulsion motor 39 so that the regenerative power from the propulsion motor 39 does not exceed the auxiliary power output power value SivP, so that the DC voltage VDC does not exceed a predetermined limit value.

[0048] Referring again to Figure 2, the air braking command unit 14 receives the acceleration / deceleration torque command T* output from the notch / torque conversion unit 11 and the propulsion motor torque command InvT* output from the inverter command unit 13. Based on the acceleration / deceleration torque command T* and the propulsion motor torque command InvT*, it generates an air braking command BrT* that instructs the braking force to be applied to the wheels 41 (rotational force of the propulsion motor 39) by the mechanical brake 42. The air braking command unit 14 outputs the generated air braking command BrT* to the air braking control unit 44. Figure 7 shows an example of the configuration of the air braking command unit 14.

[0049] As shown in Figure 7, the air braking command unit 14 includes a subtractor 141 and a braking torque limiter unit 142.

[0050] The subtractor 141 subtracts the propulsion motor torque command InvT* from the acceleration / deceleration torque command T*, and outputs the torque difference T*Def between the acceleration / deceleration torque command T* and the propulsion motor torque command InvT* to the braking torque limiter unit 142.

[0051] The braking torque limiter unit 142 extracts the braking torque by passing the torque difference T*Def output from the subtractor 141 through a filter that allows only values ​​less than 0 to pass through. The braking torque limiter unit 142 then generates an air brake command BrT* that instructs the braking force corresponding to the extracted braking torque and outputs it to the air brake control unit 44.

[0052] In this manner, the integrated control unit 10 (regenerative torque limiter unit 132) limits the propulsion motor torque command InvT* so that the amount of regenerative power from the deceleration of the electric diesel railcar 1 that exceeds the power supplied to the auxiliary power supply 35 does not exceed the power consumed by the engine 21's brakes. If the difference between the acceleration / deceleration torque command T* and the limited propulsion motor torque command InvT* is negative, the integrated control unit 10 (regenerative torque limiter unit 132) generates an air brake command BrT* that instructs the air brake control unit 44 to apply a braking force to the rotation of the propulsion motor 39 corresponding to the difference, and outputs it to the air brake control unit 44.

[0053] Next, the conversion from a conventional liquid-type diesel railcar to the electric-type diesel railcar 1 according to this embodiment will be described. Figure 8 shows an example of the configuration of a conventional liquid-type diesel railcar 2. In Figure 8, components similar to those in Figure 1 are denoted by the same reference numerals and their explanations are omitted.

[0054] As shown in Figure 8, the conventional liquid-type diesel railcar 2 comprises an engine 21, an engine control unit 22, an auxiliary power supply 35, a plurality of propulsion motors 39, wheels 41, a mechanical brake 42, an air brake system 43, an air brake control unit 44, a torque converter 61, a transmission 62, a generator 71, and a driver's cab 81.

[0055] The torque converter 61 is connected to the engine 21 via an output shaft and intermittently transmits the driving force obtained from the engine 21 according to the load condition. The transmission 62 outputs the driving force obtained from the torque converter 61 at an appropriate gear ratio according to the speed of the liquid-type diesel railcar 2. The engine control unit 22 outputs an engine notch signal input via the driver's cab 81 to the engine and outputs a speed signal corresponding to the speed of the liquid-type diesel railcar 2 to the transmission 62. The driving force output from the transmission 62 is transmitted to the wheels 41 via the gears 63, propelling the liquid-type diesel railcar 2.

[0056] The air brake control unit 44 controls the air brake system 43 in accordance with brake commands input via the driver's cab 81, thereby activating the mechanical brake 42 and suppressing the rotational force of the wheels 41. As a result, the liquid-type diesel railcar 2 decelerates.

[0057] The generator 71 rotates using the driving force obtained from the engine 21 via a power transmission device, generates electricity, and outputs it to the auxiliary power supply 35.

[0058] When converting the conventional liquid-type diesel railcar 2 shown in Figure 8 to the electric-type diesel railcar 1 according to this embodiment, the engine unit consisting of the engine 21 and engine control unit 22, and the drive unit consisting of multiple propulsion motors 39, wheels 41, mechanical brakes 42, air brakes 43 and air brake control unit 44, etc., can remain as they are. Then, the torque converter 61, transmission 62 and generator 71 can be removed, and the integrated control unit 10, generator 31, converter 32, converter control unit 33, capacitor 34, auxiliary power control unit 36, propulsion inverter 37, propulsion inverter control unit 38, etc., can be added. In other words, when converting the conventional liquid-type diesel railcar 2 to the electric-type diesel railcar 1 according to this embodiment, there is no need to change the engine unit, so the increase in conversion costs from the conventional liquid-type diesel railcar 2 can be suppressed.

[0059] Furthermore, according to the electric diesel railcar 1 of this embodiment, the output required for the engine 21 is calculated based on the converter output power value nvPC, the rotational speed MMn of the propulsion motor 39, and the acceleration / deceleration torque command T*. Based on the rotational speed-output characteristics of the engine 21, the rotational speed of the engine 21 is determined, and an engine notch command EgN* indicating the determined rotational speed is output to the engine control unit 22. In this way, the engine 21 can be operated at an operating point with low fuel consumption and low rotational speed (low vibration and noise), so the engine 21 can be operated at an operating point that is more efficient and provides a more comfortable ride.

[0060] In this embodiment, we have used an example where the driver's cab 51 has 5 acceleration notch stages and 4 deceleration notch stages (Figure 3), and the engine notch has 5 stages (Figure 5). However, this is not the only example, and there are no particular restrictions on the number of stages.

[0061] Although the embodiments described above are representative examples, it will be apparent to those skilled in the art that many modifications and substitutions are possible within the spirit and scope of the present invention. Therefore, the present invention should not be interpreted as being limited by the embodiments described above, and various modifications and changes are possible without departing from the scope of the claims. [Explanation of Symbols]

[0062] 1. Electric diesel railcar 2. Liquid-cooled diesel railcar 10 Integrated Control Unit 11 Notch Torque Conversion Section 12 Engine Command Unit 13. Inverter Command Unit 14. Air Brake Command Unit 21 Engine 22 Engine Control Unit 31,71 Generator 32 Converter 33 Converter Control Unit 34 Capacitors 35 Auxiliary power supply 36 Auxiliary power supply control unit 37. Propulsion Inverter 38 Propulsion Inverter Control Unit 39. Propulsion motor 41 wheels 42 Mechanical brakes 43. Air braking system 44 Air Braking Control Unit 45,63 gears 51,81 Driver's cab 61 Torque Converter 62 transmission 111 Selection Section 121 Engine output command calculation unit 122 Engine notch command calculation unit 123 Exhaust Brake Command Unit 131 Power Torque Limiter Section 132 Regenerative Torque Limiter Section 141 Subtractor 142 Braking Torque Limiter Section

Claims

1. It is an electric diesel railcar, The engine and A generator powered by the aforementioned engine, A converter that converts the AC power output from the generator into DC power and outputs it, A propulsion inverter that converts the DC power output from the converter into three-phase power and outputs it, A propulsion inverter control unit that controls the operation of the propulsion inverter, An auxiliary power supply that converts the DC power output from the converter into electrical power, A propulsion motor driven by three-phase power output from the aforementioned propulsion inverter propels the aforementioned electric diesel railcar, An engine control unit that controls the operation of the engine, An electric diesel railcar comprising: a converter output power value indicating the total value of the output power from the converter to the propulsion motor and the auxiliary power supply; the rotational speed of the propulsion motor and an acceleration / deceleration torque command indicating the torque to be output from the propulsion motor in accordance with the acceleration / deceleration of the electric diesel railcar; an integrated control unit that calculates the rotational speed of the engine in accordance with the acceleration / deceleration torque command based on the rotational speed-output characteristics of the engine and outputs an engine notch command indicating the engine output in accordance with the calculated rotational speed to the engine; and an integrated control unit that generates a propulsion motor torque command indicating the output torque of the propulsion motor based on the rotational speed of the generator, the converter output power value and an auxiliary power supply output power value indicating the output power of the auxiliary power supply and outputs it to the propulsion inverter control unit.

2. In the electric diesel railcar according to claim 1, An electric diesel railcar, wherein the integrated control unit calculates the output required for the engine based on the converter output power value, the rotational speed of the propulsion motor, and the acceleration / deceleration torque command, determines the minimum rotational speed of the engine that can obtain the required output based on the rotational speed-output characteristics of the engine, and outputs an engine notch command to the engine control unit indicating the determined rotational speed.

3. In the electric diesel railcar according to claim 1, An electric diesel railcar, wherein the integrated control unit generates a propulsion motor torque command that limits the torque instructed by the acceleration / deceleration torque command according to the output of the engine obtained at the engine speed instructed by the engine notch command, based on the power obtained by subtracting the auxiliary power supply output power value from the converter output power value and the rotational speed of the propulsion motor, and outputs this command to the propulsion inverter control unit.

4. In the electric diesel railcar according to claim 3, An air braking device that applies braking force to the rotation of the aforementioned propulsion motor, The system further comprises an air braking control unit for controlling the aforementioned air braking device, The integrated control unit limits the propulsion motor torque command so that the regenerative power generated by the deceleration of the electric diesel railcar that exceeds the power supplied to the auxiliary power supply does not exceed the power consumed by the engine's brakes, and if the difference between the acceleration / deceleration torque command and the limited propulsion motor torque command is negative, it generates an air brake command that instructs a braking force on the rotation of the propulsion motor corresponding to the difference and outputs it to the air brake control unit, an electric diesel railcar.

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