JP3742329B2 - Electric vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention comprises a plurality of variable voltage variable frequency inverters (hereinafter abbreviated as VVVF inverters) for converting direct current to alternating current and at least one constant voltage constant frequency inverter (hereinafter abbreviated as CVCF inverter). In addition, the present invention relates to an electric vehicle control device including a pair of switches for switching one VVVF inverter in cooperation with the DC side and the AC side as a backup of the CVCF inverter.
[0002]
[Prior art]
FIG. 5 shows a conventional electric vehicle control device of this type. In FIG. 5, a unit switch in which a power source terminal of a high-speed circuit breaker 3 is connected to a current collector 2 that contacts the overhead wire 1, and a charging resistor 4 is connected in parallel to a load-side terminal of the high-speed circuit breaker 3. One end of 5 is connected. The other end of the unit switch 5 is connected to the DC-side positive terminal of the VVVF inverter 8a through a series connection circuit of the opening unit switch 6a and the filter reactor 7a, and the opening unit switch 6b and the filter reactor 7b. The DC-side positive terminal of the VVVF inverter 8b is connected through a series connection circuit of the VVVF inverter 8b, and the DC-side positive terminal of the VVVF inverter 8c is connected through a series connection circuit of the opening unit switch 6c and the filter reactor 7c. ing.
[0003]
Further, one end of a unit switch 12 having a charging resistor 11 connected in parallel is connected to the load side of the high-speed circuit breaker 10 , and the other end of the unit switch 12 is also called a power supply device via a filter reactor 13. The DC side positive terminal of the CVCF inverter 15 is connected.
[0004]
The DC side negative terminals of the VVVF inverters 8a, 8b, 8c and the CVCF inverter 15 are connected in common and are grounded via wheels or the like. The motors 9a, 9b, 9c for driving the vehicle are connected to the AC side of the VVVF inverters 8a, 8b, 8c. The motors 9a, 9b, 9c are converted into three-phase AC of variable voltage and variable frequency by respectively converting the input DC. 9b and 9c. On the other hand, the primary winding of the transformer 16 is connected to the AC side of the CVCF inverter 15. Various loads are connected to the secondary winding of the transformer 16. Therefore, the CVCF inverter 15 converts the direct current into a three-phase alternating current having a constant voltage and a constant frequency, and supplies it to the transformer 16. The transformer 16 supplies power to various loads connected to the secondary winding.
[0005]
In this case, in order to use the VVVF inverter 8c as a backup for the CVCF inverter 15 functioning as an auxiliary power source for the vehicle, a switch 14a for switching the DC side wiring of these inverters is provided, and a switch 14b for switching the AC side wiring. Are provided so that the VVVF inverter 8c functions as a CVCF inverter when the CVCF inverter 15 fails by switching the switchers 14a and 14b in cooperation with each other.
[0006]
Elements constituting the electric vehicle control apparatus shown in FIG. 5 are collectively stored for each function. That is, as indicated by the wavy line in the figure, the high-speed circuit breaker 3, the unit switch 5, the opening unit switches 6a, 6b, 6c, the high-speed circuit breaker 10, the charging resistor 11, the unit switch 12, and the switchers 14a, 14b. As a circuit breaker 17b, the VVVF inverters 8a, 8b, 8c and the CVCF inverter 15 are accommodated as a VVVF power supply 18d.
[0007]
FIG. 6 is a block diagram in which these devices are wired as a unit. The charging resistor 4 described above serves as the resistor 20, the filter reactors 7a, 7b, 7c and 13 serve as the reactor 19, and the above-described current breaker 17b and VVVF. Connected to a power source 18d. When the wiring between these devices is related to the exchange of electric power and an arrow is attached and the wiring is displayed, two between the current collector 2 and the current breaker 17b and two between the current breaker 17b and the resistor 20 are displayed. A total of 6 wires are provided between the current breaker 17b and the reactor 19, a total of 2 wires are provided between the reactor 19 and the VVVF power supply 18d, and 8 wires are provided between the current breaker 17b and the VVVF power supply 18d. The One ground line is led out from the VVVF power supply 18d, and motors 9a and 9b are connected to the VVVF power supply 18d by three wires, respectively. On the other hand, the motor 9c and the transformer 16 are connected to the current breaker 17b by three wires.
[0008]
[Problems to be solved by the invention]
As shown in FIG. 5, the high-speed circuit breaker 3, the unit switch 5, the opening unit switches 6a, 6b, 6c, the high-speed circuit breaker 10, the charging resistor 11, the unit switch 12, and the switchers 14a, 14b are circuit breakers. 17b, when the VVVF inverters 8a, 8b, 8c and the CVCF inverter 15 are collectively stored as the VVVF power supply 18d, the number of wirings going back and forth between the devices increases as apparent from the block diagram of FIG. There was a problem that the wiring man-hours and the weight of the vehicle body were increased at the time of manufacturing the vehicle.
[0009]
In addition, since a space such as a terminal block for exchanging these wirings is required for each device, there is a problem in that these devices are hindered in size reduction.
[0010]
Furthermore, since the wiring of the main circuit of the power conversion unit is routed between the devices, it is not easy to take measures against inductive failure due to leakage magnetic flux from the wiring.
[0011]
The present invention has been made to solve the above-described problems, and reduces the number of wires between devices, prevents induction failure, and further reduces the number of wires and the weight of the vehicle body. An object is to provide an apparatus.
[0012]
[Means for Solving the Problems]
The invention according to claim 1
A DC power input circuit that receives power via a current collector is branched into a plurality of output circuits that can be connected and disconnected by switches, and an inverter is connected to each of these output circuits with a reactor interposed therebetween. One is to convert direct current to alternating current of constant voltage and constant frequency, and the other is to convert direct current to alternating current of variable voltage and variable frequency, and one variable voltage is used as a backup for one constant voltage and constant frequency type inverter. In the electric vehicle control device provided with a pair of switching units for switching the voltage variable frequency type inverter in cooperation with the DC side and the AC side,
Elements for branching a DC power input circuit into a plurality of output circuits are collectively stored as a first apparatus, reactors are collectively stored as a second apparatus, and inverters and switches are collectively stored as a third apparatus. As a characteristic feature, these devices are wired.
[0013]
The invention according to claim 2
The DC power input circuit that receives power via the current collector is branched into a plurality of output circuits that can be connected and disconnected by switches, and an inverter is connected to each of these output circuits via a reactor. At least one is to convert direct current to alternating current of constant voltage and constant frequency, and the other is to convert direct current to alternating current of variable voltage and variable frequency. In an electric vehicle control device provided with a pair of switching devices for switching the variable voltage and variable frequency type inverter in cooperation with each other on the DC side and the AC side,
The elements for branching the DC power input circuit into a plurality of output circuits are collectively stored as the first device, the reactor is collectively stored as the second device, and the switching device and the switching target inverter are collectively stored in the first device. In the third apparatus, inverters that are not subject to switching are collectively stored, and a fourth apparatus is wired between these apparatuses.
The invention according to claim 3
A DC power input circuit that receives power via a current collector is branched into a plurality of output circuits that can be connected and disconnected by switches, and an inverter is connected to each of these output circuits with a reactor interposed therebetween. At least one is to convert direct current to alternating current of constant voltage and constant frequency, and the other is to convert direct current to alternating current of variable voltage and variable frequency, and one variable as a backup for one constant voltage and constant frequency type inverter. In the electric vehicle control device provided with a pair of switching units for switching the voltage variable frequency type inverter in cooperation with the DC side and the AC side,
At least the inverter to be switched and the pair of switches are collectively stored in the same device .
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail based on preferred embodiments shown in the drawings. FIG. 1 shows an example of collective storage of each component as a first embodiment of the electric vehicle control apparatus according to the present invention. In the figure, the same elements as those in FIG. Description is omitted. Here, first, as a first device, elements for branching a DC power input circuit into a plurality of output circuits, that is, a high speed circuit breaker 3, a unit switch 5, open unit switches 6a, 6b, 6c, a high speed The circuit breaker 10, the charging resistor 11 and the unit switch 12 are collectively stored as a current breaker 17a. Next, as the second device, the filter reactors 7a, 7b and 7c and the filter reactor 13 are collectively stored as a reactor 19. Further, as a third device, the VVVF inverters 8a, 8b, 8c, the CVCF inverter 15, and the switching devices 14a, 14b are collectively housed and wired between these devices as shown in FIG. 2 as a VVVF power source 18a.
[0015]
As is apparent from FIG. 2, the number of wires connecting the current breaker 17a and the reactor 19 is reduced from six to four in the conventional device, and power is supplied from the current breaker 17a to the reactor 19 in one direction. Will be enough. Further, the number of wires directly connecting the reactor 19 and the VVVF power supply 18a is increased from two to four. However, the connection with the current disconnector 17a is not necessary, and the number of wires can be greatly reduced. It is only necessary to supply power from 19 to the VVVF power supply 18a in one direction.
[0016]
As a result, compared to the conventional electric vehicle control device shown in FIGS. 5 and 6, the number of wires between the devices is reduced, the induction failure is prevented, and further, the number of wires and the weight of the vehicle body are reduced. Can do.
[0017]
FIG. 3 shows an example of collective storage of each component as a second embodiment of the electric vehicle control apparatus according to the present invention. In the figure, the same elements as those in FIG. Description is omitted. Here, first, as a first device, elements for branching a DC power input circuit into a plurality of output circuits, that is, a high speed circuit breaker 3, a unit switch 5, open unit switches 6a, 6b, 6c, a high speed The circuit breaker 10, the charging resistor 11 and the unit switch 12 are collectively stored as a current breaker 17a. Next, as the second device, the filter reactors 7a, 7b and 7c and the filter reactor 13 are collectively stored as a reactor 19. Subsequently, the VVVF inverters 8a and 8b are collectively stored as a third device to form a VVVF power supply 18b, and the VVVF inverter 8c, the CVCF inverter 15, and the switches 14a and 14b are collectively stored as a fourth device. These devices are wired as a VVVF power supply 18c as shown in FIG.
[0018]
Comparing the block diagram shown in FIG. 4 with FIG. 2, the VVVF power supply 18a shown in FIG. 2 is simply divided into a VVVF power supply 18b and a VVVF power supply 18c. Two wires are used to connect the reactor 19 and the VVVF power source 18c, and these wires need only supply power in one direction.
[0019]
Thus, the second embodiment shown in FIG. 3 and FIG. 4 also reduces the number of wires between devices, prevents the occurrence of inductive faults, and further reduces the number of wires compared to conventional electric vehicle control devices. Man-hours and body weight can be reduced. Further, as compared with the first embodiment, it is possible to reduce the size of each device, and it is possible to obtain an advantage that its manufacture and handling are easy.
[0020]
In addition, according to each of the above embodiments, the space for the terminal block or the like for each device can be reduced, so that the device can be reduced in size and the weight of the vehicle body can be achieved accordingly.
[0021]
In addition, although each said embodiment demonstrated the electric vehicle provided with the unit switch for opening, a filter reactor, a variable VVVF inverter, and three motors, this invention is not limited to this, It is for opening. The present invention can also be applied to an electric vehicle control device including four or more sets of unit switches, filter reactors, variable VVVF inverters, and motors.
[0022]
【The invention's effect】
As is apparent from the above description, according to the present invention, it is possible to reduce the number of wirings between devices, prevent the occurrence of induction failure, and further reduce the number of wiring steps and the weight of the vehicle body.
[Brief description of the drawings]
FIG. 1 is a circuit diagram showing, as a broken line, an example of collective storage of components as a first embodiment of an electric vehicle control device according to the present invention.
FIG. 2 is a block diagram showing connections between devices in which the components are collectively stored, corresponding to the first embodiment shown in FIG. 1;
FIG. 3 is a circuit diagram showing, as a broken line, a collective storage example of each component as a second embodiment of the electric vehicle control device according to the present invention.
FIG. 4 is a block diagram showing connections between apparatuses in which the components are collectively stored, corresponding to the second embodiment shown in FIG. 3;
FIG. 5 is a circuit diagram showing a configuration of a conventional electric vehicle control device and a collective storage example of each component with a broken line.
6 is a block diagram showing connections between devices in which the components are collectively stored corresponding to the electric vehicle control device of FIG. 5;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Overhead line 2 Current collector 3,10 High speed circuit breaker 4 Charge resistance 5,12 Unit switch 6a, 6b, 6c Unit switch for opening 7a, 7b, 7c, 13 Filter reactor 8a, 8b, 8c Variable voltage variable frequency type inverter 9a , 9b, 9c Motor 14a, 14b Switch 15 Constant voltage constant frequency inverter 16 Transformer 17a Circuit breakers 18a, 18b, 18c VVVF power supply 19 Reactor 20 Resistor

Claims (3)

A DC power input circuit that receives power via a current collector is branched into a plurality of output circuits that can be connected and disconnected by switches, and an inverter is connected to each of these output circuits with a reactor interposed therebetween. At least one is to convert direct current to alternating current of constant voltage and constant frequency, and the other is to convert direct current to alternating current of variable voltage and variable frequency, which can be used as a backup for one constant voltage and constant frequency type inverter. In an electric vehicle control device comprising a pair of switching devices for switching operation of a substation voltage variable frequency type inverter in cooperation with the direct current side and the alternating current side,
Elements for branching the DC power input circuit into a plurality of output circuits are collectively stored as a first apparatus, the reactor is collectively stored as a second apparatus, and the inverter and the switch are collectively stored in a first apparatus. 3. An electric vehicle control device characterized in that, as the device 3, wiring is provided between these devices. A DC power input circuit that receives power via a current collector is branched into a plurality of output circuits that can be connected and disconnected by switches, and an inverter is connected to each of these output circuits with a reactor interposed therebetween. At least one is to convert direct current to alternating current of constant voltage and constant frequency, and the other is to convert direct current to alternating current of variable voltage and variable frequency. In an electric vehicle control device provided with a pair of switching devices for switching the variable voltage and variable frequency type inverter in cooperation with each other on the DC side and the AC side,
Elements for branching the DC power input circuit into a plurality of output circuits are collectively stored as a first device, the reactor is collectively stored as a second device, and the switch and the inverter to be switched are collectively stored. A third device is housed, and the inverters that are not to be switched are collectively housed as a fourth device, and these devices are wired.
An electric vehicle control device characterized by that. A DC power input circuit that receives power via a current collector is branched into a plurality of output circuits that can be connected and disconnected by switches, and an inverter is connected to each of these output circuits with a reactor interposed therebetween. At least one is to convert direct current to alternating current of constant voltage and constant frequency, and the other is to convert direct current to alternating current of variable voltage and variable frequency, and one variable as a backup for one constant voltage and constant frequency type inverter. In the electric vehicle control device provided with a pair of switching units for switching the voltage variable frequency type inverter in cooperation with the DC side and the AC side,
An electric vehicle control device characterized in that at least the inverter to be switched and the pair of switchers are collectively stored in the same device.

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