JP7344845B2 - Active filter device for railway vehicles and railway vehicle equipped with the same - Google Patents

Description

The present invention relates to an active filter device for a railway vehicle, and more particularly to a technique for suppressing induction disturbances during operation of a railway vehicle driven by an induction motor controlled by a variable voltage/variable frequency inverter.

FIG. 1 shows the main circuit configuration of a typical railway vehicle control device that controls an induction motor that drives a railway vehicle using a variable voltage/variable frequency inverter (hereinafter referred to as a VVVF inverter). The DC voltage collected by the pantograph 501 is supplied to a motor drive inverter 50, which is a VVVF inverter, through a low-pass filter circuit configured by connecting an inductor 40 and a capacitor 70. The induction motor 60 is controlled by converting it into variable frequency three-phase alternating current.

In railway vehicles, inductive disturbances caused by currents controlled intermittently by switching elements used in VVVF inverters, i.e. return currents generated when operating at a wide range of variable frequencies from low to high frequencies, are shown in i in Figure 1. The problem is that the induction of this harmonic current causes various safety equipment such as traffic lights and railroad crossings to malfunction. For this reason, for example, in the case of commercial frequency bands of 50 Hz and 60 Hz, the AC component included in the return current i needs to be suppressed to 0.7 A or less.

Therefore, in a railway vehicle driven by a conventional VVVF inverter-controlled induction motor, an LC low-pass filter using an inductor and a capacitor on the DC input side is used to reduce the noise current included in the return current. In order to reduce the commercial frequency band below the above value using this method, it is necessary to increase the values of the inductor and capacitor. However, in the case of railway vehicles, elements for large currents and high withstand voltages are required, and increasing the values of inductors and capacitors increases the volume of each, creating issues such as restrictions on installation space. The inductor is a large and heavy component. As this inductor becomes smaller, the inductance decreases and the cutoff frequency of the LC low-pass filter increases, resulting in an increase in noise current. In order to reduce this noise current, it has been proposed to use an active filter device.

Patent Document 1 states, ``A buffer reactor that absorbs harmonic current generated from a load by an AC filter connected between the power supply system and the load, and prevents harmonic interference between the upper system and the lower system. A harmonic current suppression device inserted between an AC filter and a power supply system, comprising an active filter installed in series with the system by having a PWM inverter connected to both ends of the buffer reactor via a transformer, A voltage with a phase opposite to the harmonic current is generated in series from the above inverter to the grid via the transformer, and the active filter operates as an equivalent resistance for harmonics of a predetermined order to suppress low-order harmonic currents. A harmonic current suppressing device characterized in that it prevents the occurrence of low-order resonance expansion.'' (see claims).

Japanese Patent Application Publication No. 11-69627

In an inverter device, a dead time is required so that the switching elements of the upper and lower arms do not become conductive at the same time. In the harmonic current suppression device described in Patent Document 1, if a dead time is provided so that there is no conduction between the upper and lower arms of the PWM inverter that generates a voltage in phase opposite to the harmonic current, the output voltage waveform is distorted due to the dead time. , a desired output voltage waveform may not be obtained, and the effect of suppressing harmonic current may be reduced.

An object of the present invention is to compensate for the output voltage error of the inverter caused by the dead time of the upper and lower arms of the inverter in an active filter device that suppresses the noise current superimposed on the return current of a railway vehicle, and to improve the noise current reduction ability. It is about strengthening.

An example of the "active filter device for railway vehicles" of the present invention for solving the above problems is as follows:
An active filter device installed on the DC input side of a motor drive inverter that drives a motor of a railway vehicle, comprising a primary winding and a secondary winding, the primary winding being connected to the DC side track of the motor drive inverter. a connected transformer, an active filter inverter circuit composed of a series circuit of semiconductor switching elements, a DC power supply connected to the DC section of the active filter inverter circuit, and a secondary circuit of the active filter inverter circuit and the transformer. a high-frequency filter circuit connected between the coil and the coil; a first current sensor that detects a noise current flowing through the primary winding of the transformer to the motor drive inverter; and a detection signal of the first current sensor. a control device that generates a switching signal for the active filter inverter circuit based on the detection signal of the first current sensor, and the control device simultaneously opens the upper and lower arms of the active filter inverter circuit based on the detection signal of the first current sensor. The present invention is characterized in that it includes a dead time compensation block that compensates for a decrease in the output average voltage due to the dead time.

According to the present invention, in an active filter device, it is possible to compensate for the output voltage error of the inverter caused by the dead time of the upper and lower arms of the inverter, and to enhance the noise current reduction ability.
Problems, configurations, and effects other than those described above will be made clear by the description of the following examples.

FIG. 2 is a diagram showing the main circuit configuration of a conventional railway vehicle running on a direct current overhead wire. 1 is a diagram showing an example of a system configuration of a power conversion device including an active filter according to Example 1 of the present invention. 1 is a diagram showing a block configuration within an active filter control device according to a first embodiment; FIG. 3 is a diagram showing an equivalent circuit of the system configuration shown in FIG. 2. FIG. FIG. 3 is a diagram showing operation waveforms of a PWM arithmetic unit. 3 is a diagram showing operation waveforms of the PWM calculator according to the first embodiment. FIG. 5 is a diagram showing an example of the relationship between a pulse width compensation voltage and a voltage command according to the first embodiment. FIG. 5 is a diagram showing an example of an inverter output average voltage waveform with and without a pulse width compensation voltage according to the first embodiment. FIG. 3 is a diagram illustrating an example of a system configuration of a power conversion device including an active filter according to a second embodiment. FIG. FIG. 3 is a diagram showing a block configuration within an active filter control device according to a second embodiment. 7 is a diagram illustrating an example of the relationship between a pulse width compensation voltage and a current command according to Example 2. FIG.

Embodiments of the present invention will be described using the drawings. The embodiments are examples for explaining the present invention, and are omitted and simplified as appropriate for clarity of explanation. The present invention can also be implemented in various other forms. Unless otherwise specified, each component may be singular or plural. In each figure for explaining the embodiments, the same components are given the same names and symbols, and repeated explanations thereof will be omitted.
In this specification, etc., expressions such as "first,""second," and "third" are used to identify constituent elements, and do not necessarily limit the number or order.

In the following embodiments, when necessary for convenience, the description will be divided into multiple sections or embodiments; however, unless otherwise specified, they are not unrelated to each other; This is related to variations, details, supplementary explanations, etc. of some or all of the above. In addition, in the following embodiments, when referring to the number of elements (including numbers, numerical values, amounts, ranges, etc.), we also refer to cases where it is specifically specified or where it is clearly limited to a specific number in principle. However, it is not limited to that particular number, and may be more or less than the number of characteristics.

Furthermore, in the embodiments described below, the constituent elements (including elemental steps, etc.) are not necessarily essential, unless explicitly stated or when they are considered to be clearly essential in principle. Needless to say. Similarly, in the following embodiments, when referring to the shape, positional relationship, etc. of components, etc., the shape, positional relationship, etc. of components, etc. are referred to, unless specifically stated or when it is considered that it is clearly not possible in principle. This shall include things that approximate or are similar to, etc. This also applies to the above numerical values and ranges.

FIG. 2 is a diagram showing an example of a system configuration of a power conversion device including an active filter device according to Example 1 of the present invention. FIG. 2 shows a power converter system mounted on a railway vehicle 500 running in a DC feeding section. The feeding system 600 is shown in an equivalent circuit as a series circuit of a DC power supply Vsys and a power supply circuit (inductance component Ls). Further, a railway vehicle 500 is electrically connected to the feeding system 600 via a pantograph 501 and wheels 502.

A vehicle electric circuit 80 mounted on a railway vehicle 500 mainly includes a motor drive inverter 50 that drives a vehicle acceleration/deceleration motor 60, a smoothing capacitor 70, and an active filter 1. connected in series with

The active filter 1 has a main circuit configuration including a transformer 7 , a high frequency filter circuit 30 , and an active filter inverter circuit 10 , and a DC power supply 3 is connected to the DC section of the active filter inverter circuit 10 .

Further, the active filter 1 is connected to a feeding circuit via a transformer 7. The high frequency filter circuit 30 includes an LC filter including an inductor 31 and a capacitor 32, and a damping capacitor 33 and a damping resistor 34 of the LC filter.

Furthermore, the active filter 1 includes a current sensor 20 (first current sensor) that detects the return current Is as a detector. The detected value of the current sensor 20 is input to the control device 100 of the active filter 1.

The control device 100 calculates the output voltage command value of the active filter 1 based on the detected value of the current sensor 20, and controls the gate of each semiconductor switching element in the U-phase arm 10u and V-phase arm 10v in the active filter inverter circuit 10. Generate a signal.

Each of the U-phase arm 10u and V-phase arm 10v in the active filter inverter circuit 10 is constituted by a series circuit of IGBTs including diodes connected in antiparallel, and constitutes a single-phase inverter. However, although the semiconductor switching elements included in each phase arm are illustrated as IGBTs, the present invention is not limited to this, and other self-extinguishing switching elements such as MOS can be used.

Next, the basic operation of the active filter device will be explained. First, the active filter device detects the noise current included in the return current Is using the current sensor 20. The current sensor 20 is, for example, a Rogowski type current sensor that detects alternating current without detecting direct current.
The detected value of the current sensor 20 is input to the control device 100. Control device 100 generates a gate drive signal for active filter inverter circuit 10 based on the detected value of current sensor 20 . However, the detailed operation of the control device 100 will be described later. Active filter inverter circuit 10 receives a drive signal from control device 100 and outputs a pulse having the voltage amplitude applied to power supply input capacitor 23 . At this time, the control method of the active filter inverter circuit 10 uses, for example, PWM control, and outputs a signal and a carrier wave.

The pulses output from the active filter inverter circuit 10 are input to the high frequency filter 30. The high frequency filter 30 is an LC low pass filter constituted by an inductor 31 and a capacitor 32, which removes the carrier wave output from the active filter inverter circuit 10 and extracts the signal. However, since the LC low-pass filter amplifies signals near the resonance frequency due to LC resonance, the damping capacitor 33 and the damping resistor 34 suppress the resonance amplification.

The output voltage waveform of the high frequency filter 30 is applied to the transformer 7. A potential difference that generates a noise current is applied to the primary side of the transformer 7, which is connected to the pantograph, but a voltage that reduces the potential difference that generates the noise current is applied to the secondary side, which is connected to the high-frequency filter. is applied, the noise current can be suppressed by the transformer 7.

Next, the control device 100 that controls the active filter 1 will be explained.
FIG. 3 is a diagram showing a block configuration (specific configuration including arithmetic units and the like) in the control device 100 of the active filter 1 according to the first embodiment.

A signal detected by current sensor 20 is input to bandpass filter 1001. Band pass filter 1001 extracts a frequency band component including a communication frequency band in the running section of railway vehicle 500 from the detected value of return current Is, and outputs it to multiplier 1002. Multiplier 1002 (first multiplier) multiplies the output of bandpass filter 1001 by a positive constant K ₁ and outputs the product to adder 1103 . Furthermore, the output of multiplier 1002 is input to multiplier 1101 (second multiplier) and multiplied by a positive constant _K2 . The output of multiplier 1101 is input to limiter 1102. The output of limiter 1102 is input to adder 1103 and added to the output of multiplier 1002. Multiplier 1101, limiter 1102, and adder 1103 constitute a dead time compensation block, which will be described later.

The output of the adder 1103 is input to the U-phase PWM calculator 1005u and the V-phase PWM calculator 1005v. Since the active filter 1 is a single-phase inverter configured with two-phase arms, the output voltage command value whose sign has been inverted by the multiplier 1007 is input to the V-phase PWM calculator 1005v.

In the PWM calculation units 1005u and 1005v, the input output voltage command value and the triangular wave output from the carrier wave calculator 1006 are compared in magnitude, and gate signals (Gate UP and UN , and Gate VP and VN) are calculated and output.

As described above, the active filter 1 according to the present invention operates in a voltage control system while being connected in series to the motor drive inverter 50, which is a noise source.

Next, a mechanism by which the motor drive inverter 50 can reduce the noise current flowing into the power feeding system 600 according to the present invention will be described using FIG. 4.

FIG. 4 is a diagram showing an equivalent circuit of the system configuration shown in FIG. 2. In order to avoid the complexity of the explanation, the explanation will be given here assuming that the turns ratio of the transformer 7 is 1:1.
The motor drive inverter 50 is expressed as a current source Iinv that outputs a noise current.

The transformer 7 is represented as a T-type equivalent circuit with leakage inductances L1, L2 and mutual inductance Lm. That is, L1 is the leakage inductance of the feeding circuit side winding (primary winding), L2 is the leakage inductance of the secondary side winding, and Lm is the mutual inductance of the transformer 7.

Ls is the inductance of the feeding system 600, Cfc is the capacitance of the smoothing capacitor 70, Lf is the inductance of the inductor 31, Cf is the capacitance of the filter capacitor 32, and Cd and Rd are for reducing the resonance gain due to Lf and Cf. are the damping capacitor capacitance and damping resistance.
Further, the output voltage Vuv of the active filter inverter circuit 10 is expressed as a controllable voltage source.

When the output current Iout of the active filter 1 shown in FIG. 4 is K times the return current Is, the voltage drop generated in the mutual inductance Lm of the transformer 7 is smaller than when only the return current Is flows through Lm. It becomes (1+K) times. This is equivalent to the mutual inductance Lm being multiplied by (1+K) when looking into the active filter 1 from the feeding system 600 side. Therefore, the impedance increases and the same effect as suppressing noise current flowing to the return wire can be obtained, and the noise current flowing to the feeding system 600 can be suppressed. This is the principle of noise reduction by the active filter 1 according to the present invention.

As described above, if the active filter 1 can output K times the current for the frequency band component of the return current Is that is subject to noise suppression, the noise current flowing into the feeding system 600 based on the above-mentioned principle can be suppressed.

Next, the effect of adding the output of the limiter 1102 and the output of the multiplier 1002 (first multiplier) by the adder 1103 (effect of the dead time compensation block) will be described.

In the U-phase arm 10u and V-phase arm 10v that constitute the active filter inverter circuit 10, the upper and lower arms are connected at the same time in order to protect the semiconductor switching elements from being destroyed by the through current that occurs when the upper and lower arms conduct at the same time. We have a dead time that allows you to be free. Dead time is created by PWM calculators 1005u and 1005v. For example, as in the calculation waveform of the PWM calculator 1005u shown in FIG. 5, a dead time Td is added to the time when the triangular wave Carrier and the U-phase voltage command Uref intersect, and the gate signals Up and Un of the U-phase arm 10u are generate. The dead time Td narrows the pulse width that is the output of the active filter inverter circuit 10, and the output average voltage Vaf decreases. The dead time voltage Vd that decreases due to the dead time Td can be expressed by the following equation (1) using the voltage Ed of the DC power supply 3, the switching period Tc of the active filter inverter circuit 10, and the dead time Td.
Vd=Ed×Td/Tc (1)
The dead time voltage Vd causes deterioration of the noise current suppression effect. Therefore, as shown in FIG. 6, by adding a pulse width compensation voltage Vcomp to the U-phase voltage command Uref, the pulse width narrowed by the dead time Td is compensated. The pulse width compensation voltage Vcomp is calculated by a multiplier 1101 (second multiplier) and a limiter 1102. As shown in FIG. 7, the U-phase voltage command Uref, which is the output of the multiplier 1002, adds a voltage amount smaller than Vd calculated by equation (1) within the command small region Vs1, and the slope is (second multiplier). Outside the command minute region Vs1, the voltage Vd calculated by equation (1) is applied. A limiter 1102 is used to prevent applying a voltage exceeding Vd. Then, as shown in FIG. 8, the output average voltage Vaf can be outputted without lowering the amplitude, like Vj with pulse width compensation, rather than Vk without pulse width compensation.

According to this embodiment, by providing a dead time compensation block composed of a multiplier 1101, a limiter 1102, and an adder 1103, the output voltage that decreases due to the dead time is determined in advance according to the detected value of the current sensor 20. By adding it to the command value, it is possible to reduce the deterioration of the noise current reduction effect.

FIG. 9 is a diagram illustrating an example of a system configuration of a power conversion device including an active filter device according to a second embodiment. FIG. 9 shows a power converter system mounted on a railway vehicle 500 running in a DC feeding section. The feeding system 600 is shown in an equivalent circuit as a series circuit of a DC power supply Vsys and a power supply circuit (inductance component Ls). Further, a railway vehicle 500 is electrically connected to the feeding system 600 via a pantograph 501 and wheels 502.

A vehicle electric circuit 80 mounted on a railway vehicle 500 mainly includes a motor drive inverter 50 that drives a vehicle acceleration/deceleration motor 60, a smoothing capacitor 70, and an active filter 1. connected in series with

Furthermore, the active filter 1 includes a current sensor 20 (first current sensor) that detects the return current Is and a current sensor 21 (second current sensor) that detects the output current Iout of the active filter 1 as detectors. Be prepared. The detected values of current sensors 20 and 21 are input to control device 101 of active filter 1 .

The control device 101 calculates the output current command value of the active filter 1 based on the detected value of the current sensor 20, and controls the active filter so as to reduce the deviation between this output current command value and the detected value from the current sensor 21. Gate signals for each semiconductor switching element in the U-phase arm 10u and V-phase arm 10v in the inverter circuit 10 are generated.

Further, each of the U-phase arm 10u and the V-phase arm 10v in the active filter inverter circuit 10 is constituted by a series circuit of IGBTs including diodes connected in antiparallel, and constitutes a single-phase inverter. However, although the semiconductor switching elements included in each phase arm are illustrated as IGBTs, the present invention is not limited to this, and other self-extinguishing switching elements such as MOS can be used.

FIG. 10 is a diagram showing a block configuration (specific configuration including arithmetic units, etc.) within the control device 101 of the active filter 1.

Band pass filter 1008 extracts a frequency band component including a communication frequency band in the running section of railway vehicle 500 from the detected value of return current Is, and outputs it to multiplier 1009 (first multiplier). Multiplier 1009 multiplies the output of bandpass filter 1008 by a positive constant K ₁ and outputs the product to subtracter 1003 as the output current command value of active filter 1 .

The detected value of the output current Iout of the active filter inverter circuit 10 detected by the current sensor 21 is input to the subtracter 1003, and is subtracted from the output current control value. The output of subtractor 1003 is input to current controller 1004, which functions to reduce the deviation. In the second embodiment, the current controller 1004 is shown as a multiplier, but it may be any other compensation calculator such as a proportional/integrator or a differential/proportional/integrator. The output of current controller 1004 is the output voltage command value of active filter 1 and is input to adder 1106. Further, the output of multiplier 1009 is input to multiplier 1104 (third multiplier) and multiplied by a positive constant _K3 , and the output of multiplier 1104 is input to limiter 1105. The output of limiter 1105 is input to adder 1106 and added to the output voltage command value. Multiplier 1104, limiter 1105, and adder 1106 constitute a dead time compensation block.

The output of the adder 1106 is input to the U-phase PWM calculator 1005u and the V-phase PWM calculator 1005v. Since the active filter 1 is a single-phase inverter configured with two-phase arms, the output voltage command value whose sign has been inverted by the multiplier 1007 is input to the V-phase PWM calculator 1005v.
In the PWM calculation units 1005u and 1005v, the input output voltage command value and the triangular wave output from the carrier wave calculator 1006 are compared in magnitude, and gate signals (Gate UP and UN , and Gate VP and VN) are calculated and output.

As described above, the active filter 1 according to this embodiment operates in a current control system while being connected in series to the motor drive inverter 50, which is a noise source.

Next, the effect of adding the output of the limiter 1105 and the output of the multiplier 1004 by the adder 1106 (effect of the dead time compensation block) will be described.

As in the first embodiment, a pulse width compensation voltage Vcomp is added to the U-phase voltage command Uref in order to compensate for the pulse width due to the dead time, thereby compensating for the pulse width narrowed due to the dead time. In the second embodiment, the pulse width compensation voltage Vcomp is calculated by a multiplier 1104 and a limiter 1105. As shown in FIG. 11, the current command Iafs, which is the output of the multiplier 1009, applies a voltage amount smaller than Vd calculated by equation (1) within the command small region Vs2, and the slope thereof is determined by the multiplier 1104. Outside the command minute region Vs2, the voltage Vd calculated by equation (1) is applied. A limiter 1105 is used to prevent applying a voltage exceeding Vd. Then, as in Example 1, as shown in FIG. 8, the output average voltage Vaf can be outputted without lowering the amplitude, like Vj with pulse width compensation, rather than Vk without pulse width compensation. .

According to this embodiment, by providing a dead time compensation block composed of a multiplier 1104, a limiter 1105, and an adder 1106, the output voltage that decreases due to the dead time is determined in advance according to the detected value of the current sensor 20. By adding it to the command value, it is possible to reduce the deterioration of the noise current reduction effect. Furthermore, since the detected value of the output current Iout of the active filter inverter circuit detected by the current sensor 21 and the output current control value are subtracted, the output current Iout of the active filter inverter circuit is made to follow the retrace current Is. be able to.

Note that the present invention is not limited to the above-described embodiments, and includes various modifications. Further, for example, the configurations of the embodiments described above are explained in detail in order to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to having all the configurations described. Further, a part of the configuration of each embodiment can be added to, deleted from, or replaced with other configurations.

Further, each of the above-mentioned configurations, functions, processing units, processing means, etc. may be partially or entirely realized in hardware by designing, for example, an integrated circuit. Further, the present invention can also be realized by software program codes that realize the functions of the embodiments.

1... Active filter 3... DC power supply 7... Transformer 10... Active filter inverter circuit 10u, 10v... U phase arm, V phase arm 20, 21... Current sensor 23... Input capacitance 30... High frequency filter circuit 31... Inductor 32... Capacitor 33... Damping capacitor 34... Damping resistor 40... Inductor 50... Motor drive inverter 60... Vehicle acceleration/deceleration motor (induction motor)
70...Capacitor 80...Vehicle electric circuit 100, 101...Control device 600...Feeding system 500...Railway vehicle 501...Pantograph 502...Wheel 1001, 1008...Band pass filter 1002, 1009...Multiplier 1003...Subtractor 1004...Current control 1005u, 1005v...U-phase PWM calculator, V-phase PWM calculator 1006...carrier calculator 1101, 1104...multiplier 1102, 1105...limiter 1103, 1106...adder

Claims (7)

An active filter device provided on the DC input side of a motor drive inverter that drives a motor of a railway vehicle,
a transformer comprising a primary winding and a secondary winding, the primary winding being connected to a DC side line of the motor driving inverter;
an active filter inverter circuit consisting of a series circuit of semiconductor switching elements;
a DC power supply connected to the DC section of the active filter inverter circuit;
a high frequency filter circuit connected between the active filter inverter circuit and a secondary winding of the transformer;
a first current sensor that detects a noise current flowing to the motor drive inverter through the primary winding of the transformer;
a control device that generates a switching signal for the active filter inverter circuit based on a detection signal of the first current sensor,
The control device includes a dead time compensation block that compensates for a decrease in the output average voltage due to a dead time in which the upper and lower arms of the active filter inverter circuit are simultaneously opened, based on the detection signal of the first current sensor. An active filter device for a railway vehicle characterized by the following. The active filter device for a railway vehicle according to claim 1,
The dead time compensation block of the control device includes:
a multiplier that multiplies the detection signal of the first current sensor by a band-passed signal;
a limiter that limits the output of the multiplier to a predetermined amplitude or more;
an adder that adds the output of the limiter to a band-passed signal of the detection signal of the first current sensor and outputs a voltage command value;
An active filter device for a railway vehicle, characterized by comprising: The active filter device for a railway vehicle according to claim 2,
The limiter is
An active filter device for a railway vehicle, characterized in that the output of the multiplier limits a voltage equal to or higher than a dead time voltage determined based on a dead time. The active filter device for a railway vehicle according to claim 1,
The control device includes a bandpass filter to which the detection signal of the first current sensor is input, a first multiplier connected in series with the bandpass filter, and an output of the first multiplier. a second multiplier, a limiter connected in series with the second multiplier, and an adder that adds the output of the limiter and the output of the first multiplier,
An active filter device for a railway vehicle, characterized in that a switching signal for the active filter inverter circuit is generated based on an output signal of the adder. The active filter device for a railway vehicle according to claim 4,
comprising a second current sensor that detects a current flowing from the high frequency filter circuit to the secondary winding of the transformer,
The control device further includes a subtracter that inputs the output of the first multiplier and the output of the second current sensor, and a current controller that is connected in series with the subtracter and outputs a voltage command value. ,
The adder adds the output of the current controller and the output of the limiter instead of the output of the first multiplier, and generates a switching signal for the active filter inverter circuit based on the output signal of the adder. An active filter device for a railway vehicle, characterized in that: The active filter device for a railway vehicle according to claim 2,
The control device includes:
An active filter device for a railway vehicle, wherein a switching signal for the active filter inverter circuit is generated by comparing the output voltage command value, which is the output of the adder, with a triangular wave, which is the output of the carrier wave calculator. The active filter device for a railway vehicle according to any one of claims 1 to 6,
a motor drive inverter connected to the railway vehicle active filter device on the DC input side;
a railway vehicle motor driven by the motor drive inverter;
A railway vehicle with

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