JP4594958B2 - Electric vehicle control device - Google Patents

Description

The present invention relates to an electric vehicle control device.

A conventional electric vehicle control device will be described in detail with reference to the drawings. FIG. 10 is a configuration diagram of a conventional electric vehicle control device. FIG. 11 is an example of a voltage value applied to a capacitor provided in a conventional electric vehicle control device. In FIG. 11, (a) is an overhead wire voltage value, (b) is an overhead wire current value, and (c) is a capacitor voltage.

A conventional electric vehicle control device has a constant voltage and constant frequency power (for example, AC440V,
60 Hz) and a variable voltage variable frequency inverter system 2 including a power generation brake chopper for controlling an electric motor for driving an electric vehicle.

In the electric vehicle control apparatus configured as described above, the constant frequency inverter system 1 is configured by two independent inverter systems via the filter reactor 3.

Each of the two independent inverter systems includes two groups of inverter circuits 8, an inverter circuit 9, a reactor 10, a capacitor 11, a reactor 13, and a capacitor 14, which are composed of a DC side open switch 4, a DC side open switch 5 and a semiconductor element. A filter circuit comprising:
The transformer 12, the transformer 15, the AC side opening switch 16, and the opening switch 17 are configured.

In the electric vehicle control device configured as described above, the two groups of inverter systems are operated synchronously. That is, the semiconductor elements of the inverter circuit 8 and the inverter circuit 9 are controlled in parallel operation with synchronized switching phases.

In the electric vehicle control apparatus configured as described above, the variable voltage variable frequency inverter system 2
AC motor 31 by an inverter circuit 25 and an inverter circuit 26 via an open switch 21, an open switch 22, a filter reactor 23, and a filter reactor 24, respectively.
The AC motor 32 is controlled. Further, when the regenerative load is small, the regenerative braking force is insufficient, and therefore, a power generation brake chopper 41, a power generation brake chopper 42, a resistor 43, and a resistor 44 are provided to compensate for this.
JP 2000-245155 A

However, in the electric vehicle control apparatus configured as described above, when the pantograph 18 is disconnected in the high speed region and the pantograph 18 is reconnected, the DC filter capacitor 6 and the DC filter capacitor 7 have the energy of the filter reactor 3 Because it overcharges
Overvoltage is applied to the inverter circuit 8 and the inverter circuit 9, and the two groups stop operating (see FIG. 11). If this event occurs repeatedly within a short time, the two groups of inverter systems are locked out of both groups and cannot be restarted, leading to system down.

The constant voltage constant frequency inverter 1 includes an LC filter circuit 10, an LC filter circuit 11, an LC filter circuit 13, and an LC filter circuit 14 in addition to the inverter circuit 8 and the inverter circuit 9.
In addition, the transformer 12 and the transformer 15 all require two sets of independent hardware, which increases the size of the apparatus.

Also in the variable voltage variable frequency inverter system 2, the inverter circuit 25, the inverter circuit 26, the chopper circuit 41, and the chopper circuit 42 are configured by two separate hardware units, which increases the size of the device.

Accordingly, an object of the present invention is to provide an electric vehicle control apparatus that has redundancy and can be miniaturized.

This object is connected to the pantograph, and the first inverter circuit for converting DC power into AC power of a constant voltage constant frequency, is connected to the pantograph, connected in parallel with the first inverter circuit, DC A second inverter circuit for converting electric power into AC power of constant voltage and constant frequency; the pantograph; and a filter reactor provided in common on the DC side of the first inverter circuit and the DC side of the second inverter circuit A first contactor provided between the filter reactor and the first inverter circuit, a second contactor provided between the filter reactor and the second inverter circuit , and the first contactor . and one exchange filter provided in said one of the inverter circuit the AC side of the second inverter circuit, one connected to the alternating current filter A transformer, the first inverter circuit and the AC side of the second inverter circuit and a respective provided contactors between the AC filter, said first inverter circuit and the second inverter The circuit is such that when one inverter circuit is in operation, the other inverter circuit does not operate, and the cooler that cools the semiconductor elements constituting the first inverter circuit and the second inverter circuit is shared. Can be achieved.

According to the present invention, it is possible to provide an electric vehicle control device that has redundancy and can be miniaturized.

(First embodiment)
An electric vehicle control apparatus according to a first embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram of a constant voltage constant frequency inverter according to a first embodiment of the present invention. 2 that are structurally the same as those described in FIG. 10 are given the same reference numerals and description thereof is omitted.

The electric vehicle control apparatus according to the first embodiment of the present invention is provided with an open switch 51 and an open switch 52 on the AC side of the inverter circuit 8 and the inverter circuit 9.
And between the open switch 52 and the load, the reactor 10, the capacitor 11, and the transformer 1
2 is composed of a set of hardware and installed. Open switch 51 and open switch 5
Two auxiliary contact signals 53 and 54 are input to the gate start command logic of the two groups of inverter circuits. When the open switch is on, the logic is “H”, and when the switch is off, the logic is “L”.

Here, for example, when the inverter circuit 8 is operated, the open switch 51 is turned on and 52 is turned off. Since the gate contact command to the semiconductor element of the inverter circuit 9 is stopped by the auxiliary contact signal 54 of the open switch, the two groups of inverters are not started simultaneously. Therefore, when the pantograph 18 is disconnected or reconnected in a high-speed region, the protective operation that the input voltage of the inverter circuit 8 becomes overvoltage is repeated in a short time, and the inverter circuit 8 is locked out. After the open switch 51 is turned off, the open switch 5 and the open switch 52 are turned on to activate the inverter circuit 9.

The electric vehicle control device configured as described above can realize a constant voltage and constant frequency inverter with high redundancy with a configuration having a small number of parts with respect to the two groups of inverter configurations. In addition, a highly reliable power supply system that is unlikely to be down even with re-arrival after separation of the pantograph is possible. Furthermore, by integrating the coolers of the two groups of inverter circuits and further separating the components for each phase, the constant voltage and constant frequency inverter that is indispensable as a service power source for electric vehicles and the variable voltage and variable frequency for driving the motor Small parts that can be used in common for choppers for inverters and power generation brakes can be provided.

(Second Embodiment)
An electric vehicle control apparatus according to a second embodiment of the present invention will be described in detail with reference to the drawings. FIG. 3 is a perspective view of a constant voltage constant frequency inverter according to a second embodiment of the present invention. FIG. 4 is a perspective view of the cooler of the constant voltage constant frequency inverter according to the second embodiment of the present invention. FIG. 5 is a front view of a cooler of the constant voltage constant frequency inverter of the electric vehicle control apparatus according to the second embodiment of the present invention. FIG. 6 is a left side view of the cooler of the constant voltage constant frequency inverter of the electric vehicle control apparatus according to the second embodiment of the present invention. FIG. 7 is a circuit configuration diagram of a constant voltage constant frequency inverter of the electric vehicle control apparatus according to the second embodiment of the present invention. In addition, about the thing same as what was described in FIG. 1, the same code | symbol is attached | subjected and description is abbreviate | omitted.

The electric vehicle control apparatus according to the second embodiment of the present invention is composed of a part 81, a part 82, and a part 83. The parts 81, 82, and 83 are the inverter circuit 8 and the inverter circuit 9.
It is for one phase. In the component 81, a semiconductor element for one phase of the inverter circuit 8 (for example, the U-phase semiconductor element 84 and the U-phase semiconductor element 85) is attached to one surface of the heat receiving portion of the cooler 60. A semiconductor element for one phase of the inverter circuit 9 (for example, a U-phase semiconductor element 94 and a U-phase semiconductor element 95) is attached to the other side of the cooler 60 (see FIG. 7). A temperature sensor 100 such as a thermistor is installed in the cooler 60.

In the electric vehicle control apparatus configured as described above, since the inverter circuit 8 and the inverter circuit 9 do not operate simultaneously, the cooler 60 has a cooling capacity corresponding to the heat loss of the semiconductor elements for one group and one phase. Therefore, the inverter circuit can be configured by combining three coolers for one phase, and the apparatus can be downsized.

The electric vehicle control device configured as described above can realize a constant voltage and constant frequency inverter with high redundancy with a configuration having a small number of parts with respect to the two groups of inverter configurations. In addition, a highly reliable power supply system that is unlikely to be down even with re-arrival after separation of the pantograph is possible. Furthermore, by integrating the coolers of the two groups of inverter circuits and further separating the components for each phase, the constant voltage and constant frequency inverter that is indispensable as a service power source for electric vehicles and the variable voltage and variable frequency for driving the motor Small parts that can be used in common for choppers for inverters and power generation brakes can be provided.

(Third embodiment)
An electric vehicle control apparatus according to a third embodiment of the present invention will be described in detail with reference to the drawings. FIG. 8 is a block diagram of a constant voltage constant frequency inverter according to a third embodiment of the present invention. FIG. 9 is a block diagram of the power generation brake chopper of the constant voltage constant frequency inverter according to the third embodiment of the present invention. The same structural elements as those shown in FIGS. 1 to 7 are designated by the same reference numerals and the description thereof is omitted.

The variable voltage variable frequency inverter system 2 of the electric vehicle control device according to the third embodiment of the present invention includes an inverter circuit 25 and an inverter circuit 26 that control the AC motor 31 and the AC motor 32, a chopper circuit 41 for generating brakes, and a power generator. One of the features is that a brake chopper circuit 42 is provided. The components 251, 252, and 253 for each phase constituting the inverter circuit 25 and the inverter circuit 26 are configured such that two groups of semiconductor elements are attached to both sides of the cooler for each phase, and the components 411 of the brake chopper circuit are the same. The configuration.

In a normal electric vehicle, the constant voltage and constant frequency inverter capacity is larger than the variable voltage and variable frequency inverter capacity that drives one AC motor.
1, component 82 and component 83 are component 251 and component 25 constituting a variable voltage variable frequency inverter.
2 and parts 253 can be used in common. In commuter trains and the like, during morning and evening rush hours, the occupancy rate is high and the train density is high, so most of the electric brake energy is regenerated to the overhead power source. On the other hand, in the quiet time zone, the train density is low, but the boarding rate is also low, so the power generation brake energy that is not regenerated to the overhead power supply side is also small. , The same as the part 253. In the unlikely event that an overload occurs, the temperature sensor 100 detects the overtemperature and sets the chopper conduction rate to, for example, 0.
By limiting to 97⇒0.5, the generated power is reduced or the chopper operation is stopped (see Fig. 9).

The electric vehicle control device configured as described above can realize a constant voltage and constant frequency inverter with high redundancy with a configuration having a small number of parts with respect to the two groups of inverter configurations. In addition, a highly reliable power supply system that is unlikely to be down even with re-arrival after separation of the pantograph is possible. Furthermore, by integrating the coolers of the two groups of inverter circuits and further separating the components for each phase, the constant voltage and constant frequency inverter that is indispensable as a service power source for electric vehicles and the variable voltage and variable frequency for driving the motor Small parts that can be used in common for choppers for inverters and power generation brakes can be provided.

It is a block diagram of the constant voltage constant frequency inverter of 1st Embodiment based on this invention. It is a block diagram of the constant voltage constant frequency inverter of 1st Embodiment based on this invention. It is a perspective view of the constant voltage constant frequency inverter of 2nd Embodiment based on this invention. It is a perspective view of the cooler of the constant voltage constant frequency inverter of 2nd Embodiment based on this invention. It is a front view of the cooler of the constant voltage constant frequency inverter of the electric vehicle control apparatus of 2nd Embodiment based on this invention. It is a left view of the cooler of the constant voltage constant frequency inverter of the electric vehicle control apparatus of 2nd Embodiment based on this invention. It is a circuit block diagram of the constant voltage constant frequency inverter of the electric vehicle control apparatus of 2nd Embodiment based on this invention. It is a block diagram of the constant voltage constant frequency inverter of 3rd Embodiment based on this invention. It is a block diagram of the electric power generation brake chopper of the constant voltage constant frequency inverter of 3rd Embodiment based on this invention. It is a block diagram of the conventional electric vehicle control apparatus. It is an example at the time of the conventional electric vehicle control apparatus operation | movement.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Constant frequency inverter system 2 ... Variable voltage Variable frequency inverter system 3 ... Filter reactor 4 ... DC side open switch 5 ... DC side open switch 8 ... Inverter circuit 9 ... Inverter circuit 10 ... reactor 11 ... capacitor 12 ... transformer 13 ... reactor 14 ... capacitor 15 ... transformer 16 ... AC side open switch 17 ... open switch 18 ... Pantograph 21 ... Open switch 22 ... Open switch 23 ... Filter reactor 24 ... Filter reactor 25 ... Inverter circuit 26 ... Inverter circuit 31 ... AC motor 32 ... AC motor 41 ... Chopper 42 for power generation brakes ... Chopper 43 for power generation brakes ... Resistance 44 ... Resistance 1 ... Open switch 52 ... Open switch 53 ... Auxiliary contact signal 54 ... Auxiliary contact signal 60 ... Cooler 81 ... Part 82 ... Part 83 ... Part 94 ... U phase semiconductor element 95 ... U phase semiconductor element 100 ... temperature sensor 251 ... part 252 ... part 253 ... part 411 ... part

Claims (1)

A first inverter circuit connected to the pantograph for converting DC power into AC power of constant voltage and constant frequency;
A second inverter circuit connected to the pantograph and connected in parallel to the first inverter circuit to convert DC power into AC power of constant voltage and constant frequency;
The pantograph; a filter reactor provided in common on the DC side of the first inverter circuit and the DC side of the second inverter circuit ;
A first contactor provided between the filter reactor and the first inverter circuit ;
A second contactor provided between the filter reactor and the second inverter circuit ;
One AC filter provided on the AC side of the first inverter circuit and the second inverter circuit ;
One transformer connected to the AC filter ;
A contactor provided between each of the first inverter circuit and the AC side of the second inverter circuit and the AC filter;
The first inverter circuit and the second inverter circuit are such that when one inverter circuit is operating, the other inverter circuit does not operate,
Electric vehicle control device being characterized in that shared the cooler for cooling the semiconductor elements constituting the second inverter circuit and the first inverter circuit.

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