JP2003199204A - Electric vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To sufficiently effectively use regenerated energy. <P>SOLUTION: A voltage-reference output circuit 12 outputs a voltage reference signal V<SB>-</SB>EDLCref based on a speed detection signal Vel from a speed sensor 8. A voltage command output circuit 14 outputs a voltage-command signal VchRef based on the deviation of the V<SB>-</SB>EDLCref and a voltage detection signal Vdc of a smoothing capacitor 5. A PWM output circuit 15 controls switching elements S<SB>1</SB>, S<SB>2</SB>of a DC/DC converter 9 based on the VchRef, and also controls the charging/discharging operation of an electric double-layer capacitor 10. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle controller capable of utilizing regenerative energy of an electric vehicle.

[0002]

2. Description of the Related Art In electric vehicles, regenerative electric power is obtained when a regenerative brake is applied, but this regenerative electric power needs to be consumed by using some kind of energy consuming means. Therefore, when another power running vehicle exists near the own vehicle, the regenerative power is returned to the overhead line to cause the power running vehicle to consume the regenerative power. However, there are not always power-driving vehicles, but in such cases, the regenerative braking force should be reduced, and instead the mechanical friction braking force should be increased, or a resistor called a brake chopper should be used. The obtained regenerative energy was released as heat.

[0003]

However, reducing the regenerative braking force and increasing the mechanical friction braking force instead not only makes full use of the energy obtained, but also increases the mechanical braking mechanism. As a result of heavy use, its life is shortened. In addition, in order to release heat from regenerative energy by using a resistor, not only regenerative energy is not used at all, but a resistor that does not actively contribute to the operation of an electric vehicle must be provided to secure an extra space. Not only that, it also results in less freedom in train design. As described above, it is difficult to say that the conventional electric vehicle control device fully utilizes the regenerative energy obtained by the regenerative brake, and the result is not suitable for energy saving.

The present invention has been made in view of the above circumstances, and an object thereof is to provide an electric vehicle control device capable of sufficiently utilizing regenerative energy effectively.

[0005]

As a means for solving the above problems, the invention according to claim 1 is a smoothing capacitor for smoothing a DC voltage from an overhead wire, and a DC voltage smoothed by the smoothing capacitor. In an electric vehicle control device including an inverter that outputs AC power that has been subjected to variable voltage variable frequency control to a drive motor, or that outputs AC power that has been subjected to fixed voltage fixed frequency control to auxiliary equipment. It is connected in parallel to the smoothing capacitor via a DC / DC converter having, and stores a direct current from the inverter at the time of regeneration, and at the time of power running or coasting, the stored direct current is supplied to the overhead wire side or the own vehicle. Electric double layer capacitor that can be supplied to the inverter side, and accumulation of direct current of the electric double layer capacitor As supply is performed in accordance with a predetermined characteristic, the DC / D based on an input of a predetermined signal
And a converter control device that outputs a control signal to the switching element of the C converter.

According to a second aspect of the present invention, in the first aspect of the invention, the predetermined signals input by the converter control device are a speed detection signal Vel and a voltage detection signal V_EDLC of the electric double layer capacitor, The control signal is output to the switching element based on a deviation between the voltage reference V_EDLCref corresponding to the speed detection and the voltage detection signal V_EDLC.

According to a third aspect of the present invention, in the first aspect of the invention, the predetermined signal input by the converter control device is a voltage reference signal VdcRef preset for the smoothing capacitor, and its voltage detection. Signal Vdc, the voltage reference signal VdcRef and the voltage detection signal Vdc
The control signal is output to the switching element based on the deviation between

According to a fourth aspect of the present invention, in the first aspect of the present invention, the converter control device is configured to supply an electric current to the electric double layer capacitor when the direct current is accumulated or supplied.
It is characterized in that it has a limit circuit for limiting the voltage of the multilayer capacitor so as not to become higher than the upper limit or lower than the lower limit.

According to a fifth aspect of the present invention, in the first aspect of the invention, the predetermined signal input by the converter control device is a detection signal Is of a current flowing between the overhead wire and the vehicle side, A control signal is output to the switching element based on the detection signal Is.

According to a sixth aspect of the present invention, in the first aspect of the present invention, the predetermined signal input by the converter control device is the voltage detection signal Vdc of the smoothing capacitor and between the overhead wire and the vehicle side. Is a detection signal Is of the current flowing through the current reference and is obtained based on the voltage detection signal Vdc.
A control signal is output to the switching element based on a deviation between IsRef and the current detection signal Is.

According to a seventh aspect of the invention, in the first aspect of the invention, the predetermined signal input by the converter control device is a detection signal Is of a current flowing between the overhead wire and the vehicle side, A control signal is output to the switching element so that the detection signal Is becomes equal to or lower than a set level and the excess current IsOVER exceeding the level is eliminated.

According to an eighth aspect of the present invention, in the first aspect of the present invention, the predetermined signal input by the converter control device is a signal necessary for obtaining an active power amount required for powering the vehicle. The control signal is output to the switching element so that the electric double layer capacitor can supply electric power corresponding to the active electric power to the inverter.

According to a ninth aspect of the present invention, in the eighth aspect of the invention, the signals necessary for obtaining the active power component are a speed detection signal Vel, a torque command Tc from a device that controls the inverter, and The voltage detection signal V_EDLC of the electric double layer capacitor and the detection signal Ich of the inflow current or the outflow current of the electric double layer capacitor, which are effective for driving the own vehicle by multiplying the speed detection signal Vel and the torque command Tc. An electric power component is obtained, and this active power component is divided by the voltage detection signal V_EDLC to generate a current reference IchRef. Based on a deviation between the current reference IchRef and the detection signal Ich, a control signal for the switching element is generated. The output is performed.

According to a tenth aspect of the present invention, in the first aspect of the present invention, the predetermined signal input by the converter control device is a signal related to the position information PD of the vehicle and a voltage detection signal of the electric double layer capacitor. V_EDLC,
Voltage reference V_EDLCref obtained based on the position information PD
And outputting the control signal to the switching element based on the deviation between the voltage detection signal V_EDLC and the voltage detection signal V_EDLC.

According to an eleventh aspect of the present invention, in the first aspect of the invention, the predetermined signal input by the converter control device is a future operation pattern in automatic operation, and a voltage detection signal V_EDLC of the electric double layer capacitor. And the voltage reference V_EDL obtained based on the operation pattern
A control signal is output to the switching element based on a deviation between Cref and the voltage detection signal V_EDLC.
It is characterized by

According to a twelfth aspect of the present invention, in the first aspect of the present invention, the converter control device includes a first converter control device used during regeneration and a second converter control device used during power running or coasting. Consists of the first
The predetermined signals input by the converter control device are the speed detection signal Vel and the voltage detection signal V_EDLC of the electric double layer capacitor, and the voltage reference V_EDLC corresponding to the speed detection.
A control signal is output to the switching element based on a deviation between ref and the voltage detection signal V_EDLC, and the predetermined signal input by the second converter control device is the smoothing signal. A voltage reference signal VdcRef preset for the capacitor and its voltage detection signal Vdc, and outputs a control signal to the switching element based on a deviation between the voltage reference signal VdcRef and the voltage detection signal Vdc. Like this,
It is characterized by

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Electric Double Layer Capacitor (Hereinafter, it may be abbreviated as EDLC in this specification.)
C: Electric Double-Layer Capacitor) has a very large capacity and is a capacitor that has been drawing attention in recent years. This EDLC has the advantage of having an extraordinarily large capacity, but on the other hand, it has a high cost, and has the disadvantage that it may break down or have a great impact on the life when used at a voltage outside the specified range. At present, it is only used in some fields such as electric vehicles. The present invention focuses on this EDLC and intends to solve the conventional problems by using it as an energy storage means.

By mounting the energy storage device using the EDLC on the vehicle, the regenerative braking can be stably applied even when there is no other powered vehicle. Also, EDL
By using C to reuse the energy stored during regenerative braking during power running acceleration, it is possible to achieve effective use of energy.

However, EDLCs and other electrical equipment have absolute voltage ratings. Energy is already fully stored in the EDLC when the regenerative braking is started (EDLC voltage is close to the maximum voltage)
In the state, when regenerative energy is absorbed by EDLC, E
The DLC voltage exceeds the absolute rating and fails. When starting regenerative braking, the EDLC voltage must be low (discharging). On the other hand, when there is almost no energy stored in the EDLC during powering acceleration, the EDLC becomes empty when trying to release the energy from the EDLC, and the power from the substation is transmitted through the overhead wire in the same way as when there is no EDLC. Therefore, it cannot contribute to the reduction of the substation capacity and the current loss in the overhead line. As described above, the optimum value of the energy storage state of the EDLC (the magnitude of the EDLC voltage) is determined depending on what kind of operation is to be performed.

When the train is stopped at a certain speed Vel and stopped (the speed is zero) by regenerative braking, all kinetic energy of the train (proportional to the square of the speed) is absorbed by the EDLC. Is basically required. The higher the speed, the more kinetic energy the ED
Since it returns to the LC, if the EDLC voltage is set to a low value (a state in which more charging is possible) depending on the speed, it is possible to set the optimum voltage for the EDLC without predicting future driving conditions. It becomes possible to effectively absorb energy during regeneration and release energy during powering. Each embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram of the first embodiment of the present invention. A DC voltage of DC 1500V is applied to the electric car from the DC power source 1 of the substation via the overhead line 2, and a current Is flows from the overhead line 2 through the pantograph 3 to the reactor 4. The DC voltage applied between the overhead wire 2 and the rail is smoothed by the smoothing capacitor 5 and input to the inverter 6. The inverter 6 controls VVVF (variable voltage variable frequency) based on the input of this DC voltage. Drives the generated AC power 7
It is designed to be supplied to. The drive motor 7 is variable-speed controlled by such AC power. A speed sensor 8 is attached to the drive shaft directly connected to the drive motor 7 so that the speed detection signal Vel can be obtained. In addition, the current Is flowing in the reactor 4 and the voltage Vdc applied to the smoothing capacitor 5
Can also be detected.

Although not shown in FIG. 1 for convenience of drawing, an inverter 6 capable of variable voltage variable frequency control is provided.
Besides, an inverter for auxiliary equipment may be installed. That is, the input side of the auxiliary equipment inverter was connected to both ends of the smoothing capacitor 5, and the output side was connected to auxiliary equipment such as an interior lighting lamp and an air conditioner, and fixed voltage fixed frequency control was performed on these auxiliary equipment. AC power may be supplied.

An electric double layer capacitor 10 is connected in parallel to the smoothing capacitor 5 via a DC / DC converter 9 which functions as a chopper. The DC / DC converter 9 includes two switching elements S1 connected in series,
S2 and diodes D1 and D2 connected in anti-parallel to them
And switching elements S1 and S2 and diodes D1 and D2
One end side (positive side) is connected to the common connection point of and the other end side (negative side) is connected to one end side of the electric double layer capacitor 10 and a reactor L1. The voltage V_EDLC of the electric double layer capacitor 10 and the current Ich (inflow current or outflow current of the electric double layer capacitor 10) flowing through the reactor L1 can be detected, and the voltage Vch of the diode D2 is the converter control device. 1
It is controlled by a signal from 1A.

The DC / DC converter 9 is controlled by the converter controller 11A. The converter control device 11A includes a voltage reference output circuit 1
2, a subtractor 13, a voltage command output circuit 14, and a PWM output circuit 15 are included. The voltage reference output circuit 12 inputs the speed detection signal Vel from the speed sensor 8 and becomes maximum when the predetermined characteristic, that is, the detection speed is minimum (zero), and is minimum (zero) when the detection speed is maximum. It outputs the voltage reference signal V_EDLCref. The subtractor 13 uses the voltage reference signal V_EDL
The deviation between Cref and the voltage detection signal V_EDLC is output to the voltage command output circuit 14, and the voltage command output circuit 14 performs PI control based on the input of this deviation, and the voltage command signal VchRef.
Is output to the PWM output circuit 15. Then, the PWM output circuit 15 outputs the voltage command signal VchRe
A switching control signal is output to the switching elements S1 and S2 of the DC / DC converter 9 based on the input of f.

Next, the operation of FIG. 1 will be described. Now
It is assumed that the electric car is traveling toward a station and the station is approaching, so the regenerative brake is applied. At this time, the speed detection signal V input to the voltage reference output circuit 12
Since el decreases gradually from the maximum speed, the voltage reference output circuit 12 outputs the voltage reference signal V_EDLCref that gradually increases from the minimum value. The subtractor 13 receives the voltage reference signal V_EDLCref and the voltage detection signal V_E which increase in this way.
The deviation from DLC is output to the voltage command output circuit 14, and the voltage command output circuit 14 outputs the voltage command signal V based on this input.
The chRef is output to the PWM output circuit 15. And PW
The M output circuit 15 outputs P based on the voltage command signal VchRef.
The WM signal is output to the DC / DC converter 9. As a result, the regenerative current from the inverter 6 is accumulated in the electric double layer capacitor 10 via the DC / DC converter 9.
Charging is done.

That is, when the switching element S1 of the DC / DC converter 9 is on and the switching element S2 is off, the direct current from the inverter 6 passes through the switching element S1, and the reactor L1 and the current Ich are in the direction of the arrow shown in the figure. Through which it flows into the electric double layer capacitor 10.
Next, when the switching element S1 is turned off and the switching element S2 is turned on, the electric double layer capacitor 1
The current Ich from the positive side of 0 flows in the direction opposite to the arrow shown, and flows into the negative side through the switching element S2. Therefore, the longer the ON period of the switching element S1 and the shorter the OFF period of the switching element S2, the larger the amount of current accumulated in the electric double layer capacitor 10. In this way, by adjusting the duty of the switching elements S1 and S2, the amount of current accumulated in the electric double layer capacitor 10, that is, the voltage V_EDLC can be controlled.

When the electric vehicle is decelerated by the regenerative brake and eventually stops completely, charging of the electric double layer capacitor 10 is stopped. Then, when the electric vehicle starts traveling again toward the next station and accelerates, the voltage reference output circuit 12 outputs the voltage reference signal V_EDLCref that is the maximum initially and gradually decreases. As a result, the current accumulated in the electric double layer capacitor 10 is supplied to the inverter 6 side through the reactor L1 and the diode D1. That is, when the switching elements S1 and S2 are initially off, the voltage Vdc of the smoothing capacitor 5 is higher than the voltage V_EDLC of the electric double layer capacitor 10, so that the current from the electric double layer capacitor 10 passes through the diode D1. Is not supplied to the inverter 6 side. However, when the switching element S2 is turned on, the current from the positive side of the electric double-layer capacitor 10 flows to the negative side through the reactor L1 and the diode D2, but when the switching element S2 is turned off in this state, The current Ich, which had been flowing through the reactor L1 in the direction opposite to the direction of the arrow shown in the figure, loses its place and has to go to the inverter 6 side through the diode D1. in this way,
By turning on / off the switching element S2, the current accumulated in the electric double layer capacitor 10 can be supplied to the inverter 6 side.

Here, the voltage reference signal V_EDLCref output from the voltage reference output circuit 12 can be obtained by the following equation (1).

[0029]   V_EDLCref = (V_EDLCmax) * (VelMAX−Vel) / (VelMAX) (1) However, V_EDLCmax: maximum value of voltage detection signal V_EDLC, VelMAX: maximum value of speed detection signal Vel, Is.

FIG. 2 is a block diagram of the second embodiment of the present invention. In this embodiment, when there is an energy consuming means connected to the overhead line, such as another power vehicle, it is assumed that the energy is positively supplied (returned to the overhead line). It should be noted that, in and after this embodiment, duplicated description of the components already described in FIG. 1 will be omitted.

2 is different from FIG. 1 in that a converter control device 11B is used instead of the converter control device 11A. The converter control device 11B includes a subtractor 16, a current reference output circuit 17, an inverting circuit 18, and a subtractor 1.
9, a voltage reference output circuit 20, and a PWM output circuit 15 are included.

At the positive input terminal of the subtracter 16, a fixed voltage reference signal V preset for the smoothing capacitor 5 is set.
dcRef is input, while the voltage detection signal Vdc of the smoothing capacitor 5 is input to the negative side input terminal. The subtractor 16 outputs the deviation between the two to the current reference output circuit 17, and the current reference output circuit 17
Based on this, the reference signal for the current flowing through the reactor L1 (inflow current or outflow current of the electric double layer capacitor 10) is output to the inverting circuit 18.
The inverting circuit 18 inverts the input signal and outputs the inverted signal to the positive side input terminal of the subtracter 19 as the current reference signal IsRef. The current detection signal Ich of the reactor L1 is input to the negative side input terminal of the subtractor 19.

The subtractor 19 receives the current reference signal IchRef.
Between the voltage detection signal Ich and the current detection signal Ich
The voltage command output circuit 20 outputs the voltage command signal VchRef to the PWM output circuit 15 based on the input of the deviation. Then, the PWM output circuit 15
DC / D based on the input of this voltage command signal VchRef
A switching control signal is output to the switching elements S1 and S2 of the C converter 9. In the present embodiment, the voltage reference signal VdcRef input to the positive input terminal of the subtractor 16 is 1800V,
Although it is 300 V higher than the overhead line voltage 1500 V, the reason why the voltage of the smoothing capacitor 5 is increased in this way is to make it easier to return the regenerative energy to the overhead line 2 side.

Next, the operation of FIG. 2 will be described. Now
If an electric car is running and another electric car other than this electric car is also running on the track, the voltage detection signal Vdc of the smoothing capacitor 5 will fall below 1800V. Therefore, the polarity of the output signal of the subtractor 16 is positive and the polarity of the output signal of the current reference output circuit 17 is also positive, but the polarity is inverted by the inverting circuit 18 and the current reference signal IchRef of negative polarity is obtained. Is input to the positive side input terminal of the subtractor 19. The negative-polarity current reference signal IchRef is a signal for instructing the current Ich flowing through the reactor L1 to flow in the direction opposite to the direction shown in the drawing. Therefore, a current is supplied from the electric double layer capacitor 10 side toward the overhead wire 2 side by the negative current reference signal IchRef.

On the other hand, when there is no other electric vehicle in the power running mode, the voltage detection signal Vdc of the smoothing capacitor 5 exceeds 1800V. Therefore, since the polarity of the output signal of the subtractor 16 becomes negative, the polarity of the output signal of the current reference output circuit 17 also becomes negative, and the polarity is inverted by the inversion circuit 18, and the current reference signal IchRe of positive polarity is obtained.
f is input to the positive input terminal of the subtractor 19. The current reference signal IchRef having a positive polarity is a signal for instructing to flow the current Ich flowing through the reactor L1 in the same direction as the illustrated direction. Therefore, this positive current reference signal IchRef
As a result, the electric current from the overhead wire 2 side becomes
It will be accumulated at 0.

As described above, in this embodiment, the voltage reference signal VdcRef for the smoothing capacitor 5 is set to a high value close to the maximum operating voltage such as 1800 V of an electric device such as a VVVF inverter or an EDLC chopper, so that the overhead wire is connected. The energy recovery rate of can be maximized. As a result, the amount of regenerative energy to be shared by the EDLC can be minimized, so that cost reduction, weight reduction, size reduction, etc. can be achieved by reducing the capacity of the vehicle-mounted EDLC.

In this case, the operation of the EDLC is to give priority to energy release (even if it is known that the own vehicle consumes a large amount of energy due to power running acceleration,
The energy is emitted as much as possible and the energy is returned to the overhead line), and the EDLC is always in a nearly empty state, and it is possible to absorb the regenerative energy sufficiently at any time. In the present embodiment, the value of the voltage reference signal VdcRef is set to a fixed value of 1800V, but it is of course possible to change this value in consideration of various conditions.

FIG. 3 is a block diagram of the third embodiment of the present invention. As described above, the EDLC has an absolute voltage rating, and if it is used in excess of this absolute voltage rating, it will fail or its life will be significantly impaired. Therefore, the upper limit value and the lower limit value (EDLC usually has a negative voltage value, the life is remarkably impaired, so the lower limit value is usually zero V or a value slightly larger than that). In the present embodiment, a limit function is added to the second embodiment shown in FIG. 2 so that the voltage V_EDLC of the electric double layer capacitor 10 is maintained at a value between the upper limit value and the lower limit value. .

That is, the converter control device 11B1 in FIG. 3 is obtained by adding a limit circuit 21, an upper limit circuit 22, and a lower limit circuit 23 to the converter control device 11B of FIG.

The upper limit circuit 22 uses the voltage detection signal V_E.
Allowable change toward the upper limit value according to the value of DLC (This allowable change is constant until V_EDLC increases to a predetermined value, and when it exceeds a predetermined value, this allowable change gradually decreases and finally becomes zero. Is output to the limit circuit 21. In addition, the lower limit circuit 23 determines the allowable change amount (V_ED) in the lower limit direction according to the value of the voltage detection signal V_EDLC.
This allowable change amount is constant until LC decreases to a predetermined value, and when it falls below the predetermined value, this allowable change amount gradually decreases and finally becomes zero) is output to the limit circuit 21.

The limit circuit 21 is the upper limit circuit 2
2 and the allowable change amount input from the lower limit circuit 23, the upper limit value and the lower limit value for the current reference signal IchRef from the inverting circuit 18 are set to be optimum. With such a limit function, it is possible to effectively prevent the electric double layer capacitor 10 from being used in excess of the absolute voltage rating.

It should be noted that, for the convenience of the drawings, the following FIGS.
Although not shown in FIGS. 8 to 10, the limit circuit 21, the upper limit circuit 22, and the lower limit circuit 23 are provided in the embodiments according to these drawings as in the present embodiment. Be present.

FIG. 4 is a block diagram of the fourth embodiment of the present invention. The present embodiment is intended to cover the electric power for running the vehicle only with the regenerative energy without depending on the electric power supplied from the overhead line. Therefore, in this embodiment, it is premised that the regenerative energy is entirely consumed by the own vehicle even if there is another power running vehicle.

Converter control device 11C of the present embodiment
Is a current reference output circuit 24, an inverting circuit 18, a subtractor 1
9, a voltage command output circuit 20, and a PWM output circuit 15 are included.

The current reference output circuit 24 receives the detection signal of the current Is flowing through the reactor 4 and outputs a current reference signal for the current Ich flowing through the reactor L1 based on the detection signal. The inverting circuit 18 inverts the input signal, and outputs the inverted signal to the positive side input terminal of the subtracter 19 as the current reference signal IsRef.
The current detection signal Ich of the reactor L1 is input to the negative side input terminal of the subtractor 19.

The subtractor 19 receives the current reference signal IchRef.
Between the voltage detection signal Ich and the current detection signal Ich
The voltage command output circuit 20 outputs the voltage command signal VchRef to the PWM output circuit 15 based on the input of the deviation. Then, the PWM output circuit 15
DC / D based on the input of this voltage command signal VchRef
A switching control signal is output to the switching elements S1 and S2 of the C converter 9. Next,
The operation of FIG. 4 will be described. If the electric car departs from a certain station and is traveling at an accelerated speed, the current Is tends to increase, but the current reference output circuit 24 inputs the current detection signal Is and outputs a current reference corresponding to this. . Then, since the inverting circuit 18 outputs the current reference signal IchRef having a negative polarity by inverting the current reference, the current Ich from the electric double layer capacitor 10 flows in the direction opposite to that shown in the drawing. Therefore, most of the energy input to the inverter 6 comes from the electric double layer capacitor 10,
The current Is from the overhead wire 2 side becomes almost zero.

Since the electric car approached the next station,
When the regenerative brake is applied and deceleration starts, the inverter 6
Since the current from the side tries to flow toward the overhead line 2 side,
The direction of the current Is is opposite to that shown in the figure, and the inverting circuit 1
The current reference signal IchRef output from 8 has a positive polarity. That is, the converter control device 1 is configured so that the electric current from the inverter 6 is accumulated in the electric double layer capacitor 10.
1C controls the DC / DC converter 9.

As described above, in the present embodiment, ignoring the electrical loss of the inverter 6 and the drive motor 7 and the mechanical loss such as running resistance, the energy stored in the electric double layer capacitor 10 during regenerative braking is power-accelerated. Acceleration and deceleration can be repeated by using it sometimes. Therefore, it is sufficient for the overhead wire 2 to supply only a small current corresponding to the electrical and mechanical loss. Therefore, when viewed from the overhead line or the substation side, the electric power supplied to the electric vehicle is minimized, and it is possible to reduce the substation capacity and the conduction loss in the overhead line.

FIG. 5 is a block diagram of the fifth embodiment of the present invention. This embodiment is intended to stabilize the fluctuation of the overhead line voltage by suppressing it as much as possible by supplying or releasing energy by the electric double layer capacitor.

Converter control device 11D of the present embodiment
Includes a current reference output circuit 25, a subtractor 16, a current command output circuit 26, an inverting circuit 18, a subtractor 19, a voltage command output circuit 20, and a PWM output circuit 15.

Here, in order to stabilize the voltage of the overhead line 2, it is necessary to detect the voltage of the overhead line 2. It is of course possible to newly provide a means for directly detecting the voltage of the overhead line 2, but in the present embodiment, the overhead line 2 of the existing devices is used.
The smoothing capacitor 5 that most faithfully reflects the voltage is used, and the voltage detection signal Vdc is substituted for the voltage detection signal of the overhead line 2.

The current reference output circuit 25 outputs the current reference signal IsRef for the current Is according to the value of the voltage detection signal Vdc. As shown in the block, the IsRef-Vdc characteristic of the current reference output circuit 25 shows that the polarity of IsRef is negative when Vdc is 1500 V or less (the direction in which the current Is flows is opposite to the illustrated direction). When Vdc exceeds 1500 V, the polarity of IsRref becomes positive (the direction in which the current Is flows is the same as the illustrated direction). Also, IsRef decreases with a constant slope until it decreases from 1500 V to a predetermined value, but after it decreases to a predetermined value, it becomes constant IsR.
Become ef.

Next, the operation of FIG. 5 will be described. When the voltage of the overhead wire 2 rises while the electric vehicle is running and the voltage detection signal Vdc exceeds 1500V, the current reference output circuit 25 outputs a positive current reference signal IsRef (the direction of the current Is is the same as the direction shown in the drawing). To do. The subtractor 16 outputs the deviation between IsRef and Is to the current command output circuit 26, and the current command output circuit 26
Outputs a positive current reference signal based on this input.
This current reference signal is inverted by the inverting circuit 18 and becomes the negative current reference signal IsRef. Therefore, DC / D
The direction of the current Ich flowing through the reactor L1 of the C converter 9 is the same as the direction shown in the figure, and the current from the overhead wire 2 side is stored in the electric double layer capacitor 10. As a result, the voltage increase of the overhead line 2 is suppressed. Also, the overhead line 2
When the voltage of the voltage drops to 1500 V or less and the voltage detection signal Vdc becomes 1500 V or less, the current reference output circuit 25 outputs the negative current reference signal I
Since sRef (the direction of the current Is is opposite to the direction shown) is output, the current reference signal IchRef from the inverting circuit 18 has a negative polarity (the direction of the current Ich is opposite to the direction shown) and is stored in the electric double layer capacitor 10. The current is supplied to the overhead line 2 side. As a result, the voltage drop of the overhead wire 2 is suppressed.

As described above, according to this embodiment, the EDLC is made to absorb power when the overhead line voltage becomes high, and the EDLC is made low when the overhead line voltage becomes low.
By discharging power from the power line, the overhead line voltage system can be stabilized.

FIG. 6 is a block diagram of the sixth embodiment of the present invention. In the present embodiment, the maximum value of the electric power supplied from the substation side is kept low, so that the contracted power receiving capacity with the electric power company is made smaller, the increase in the electric power charge is suppressed, and the running cost is reduced. Is intended to contribute to.

Converter control device 11E of the present embodiment
Is an excess current component output circuit 27, a current reference output circuit 24,
The inverter circuit 18, the subtractor 19, the voltage command output circuit 20, and the PWM output circuit 15 are included. The excess current component output circuit 27 inputs the detection signal Is, and when this Is becomes equal to or more than a predetermined value, the excess current component IsOVER.
Is output to the current reference output circuit 24. In addition,
The configuration after the current reference output circuit 24 is the same as that of the converter control device 11C in FIG.

Next, the operation of FIG. 6 will be described with reference to the time chart of FIG. In FIG. 7, the train speed Vel during acceleration gradually increases, and correspondingly, the current Is flowing from the overhead wire 2 side to the reactor 4 also gradually increases. Then, the level of the current Is is IsOV.
When an attempt is made to exceed ER, the excess current component output circuit 27 outputs an excess current component signal IsOVER to the current reference output circuit 25. As a result, the current accumulated in the electric double layer capacitor 10 is supplied to the inverter 6 side. Therefore, as shown in the upper chart of FIG. 7, the current Is supplied from the overhead line 2 to the vehicle does not rise above the level of IsOVER. That is, originally, the excess current indicated by the one-dot chain line was supposed to be supplied from the overhead line 2 side, but in the present embodiment, this excess current is supplied by the current accumulated in the electric double layer capacitor 10. It will be. Then, the electric power charge (basic charge) paid to the electric power company becomes cheaper as the maximum value of Is from the side of the overhead wire 2 becomes lower. Therefore, by adopting this embodiment, the increase of the electric power charge can be suppressed. You can It should be noted that the description of the excess amount during train deceleration is only interchanged between ascending and descending, and thus redundant description will be omitted.

As described above, according to this embodiment, the overhead line 2
The maximum value of the electric power supplied from the substation side can be reduced by detecting the inflow / outflow current from the side and controlling the DC / DC converter 9 so that the absolute value is within a fixed value. Electricity charges can be saved. In addition, the substation side has the merit that it can lead to the reduction of the maximum electric power of the substation and the reduction of the facility cost accompanying the reduction of the substation capacity can be expected.

FIG. 8 is a block diagram of the seventh embodiment of the present invention. In the present embodiment, the active power amount necessary for the power running of the vehicle is determined, and the active power component is all replenished by the energy stored in the electric double layer capacitor 10.

Converter control device 11F of the present embodiment
Is a multiplication circuit 28, a division circuit 29, an inverting circuit 18, a subtractor 19, a voltage command output circuit 20, and a PWM output circuit 1.
It is configured to include 5.

The operation of this embodiment will be described. First, the multiplication circuit 28 inputs the speed detection signal Vel from the speed sensor 8 and the torque command Tc from the inverter control device (not shown). Then, the multiplication circuit 28
Outputs the active power Power to the division circuit 29 by multiplying both. The division circuit 29 also inputs the voltage detection signal V_EDLC of the electric double layer capacitor 10,
Is divided by V_EDLC to output the Ich current reference. Subsequent operations are the same as those of the above-described embodiments, and thus redundant description will be omitted.

As described above, according to this embodiment, it is possible to supply most of the electric power required for driving the drive motor 7 of the vehicle from the electric double layer capacitor 10. Therefore, when viewed from the overhead wire side or the substation side, the electric power supplied to the train is minimized, so that the substation capacity can be reduced and the conduction loss in the overhead wire can be minimized.

In this embodiment, the speed detection signal Vel
Although the example of obtaining the active power from the torque command Tc has been described, the method of obtaining the active power is not limited to this, and the active power may be obtained by another method. For example, the voltage Vdc of the smoothing capacitor 5
Current input to the inverter 6 (from current Is to DC / D
The active power can be obtained from (current obtained by subtracting the amount flowing to the C converter 9 side).

FIG. 9 is a block diagram of the eighth embodiment of the present invention. In this embodiment, line condition information (information about a line gradient, information about a deceleration section, etc.) is checked in advance, and energy absorption / release of EDLC is controlled based on these information.

Converter control device 11G of the present embodiment
Includes a line condition information circuit 30, a subtractor 13, a voltage command output circuit 14, and a PWM output circuit 15. This converter control device 11G has substantially the same configuration as that of the converter control device 11A in FIG. 1 in which the voltage reference output circuit 12 is replaced with a line condition information circuit 30.

The line condition information circuit 30 stores information about the slope and deceleration section of the line, and outputs the voltage reference signal V_EDLCref based on the input of the position information PD. The position information PD is information indicating the current position of the electric vehicle, and is information given when the train passes a sensor provided at a predetermined point on the track.

As described above, in this embodiment, since the DC / DC converter 9 is controlled based on the line condition information, the electric double-layer capacitor 1 according to the operating environment of the train is used.
It is possible to control the charge and discharge of 0.

Further, instead of the line condition information circuit 30,
It is possible to employ a configuration in which an automatic operation pattern circuit is used and a voltage reference signal V_EDLCref obtained based on a future operation pattern in automatic operation is output to this automatic operation pattern circuit. This is the ninth embodiment of the present invention. According to such a configuration, it is possible to accurately control the charging / discharging of the electric double layer capacitor 10 even in the automatic operation.

FIG. 10 is a block diagram of the tenth embodiment of the present invention. The present embodiment is configured by combining the converter control devices 11A and 11B shown in FIGS. 1 and 2.

That is, in FIG. 10, the output signals of the converter control devices 11A and 11B are output to the DC / DC converter 9 via the switching circuit 31. The switching of the contacts of the switching circuit 31 is performed by an operation signal from a master controller (mascon) provided in the driver's cab.

The operator of the electric vehicle switches the contact of the switching circuit 31 to the a side during the power running operation or the coasting operation to control the DC / DC converter 9 by the converter control device 11A, and during the regenerative operation. Switching circuit 31
The contact of is switched to the b side so that the converter controller 11B controls the DC / DC converter 9.
As a result, efficient and practical control that makes use of the characteristics of each converter control device can be performed.

[0072]

As described above, according to the present invention, the electric power
Since the multilayer capacitor is used as a means for accumulating regenerative energy and the charging / discharging of the electric double layer capacitor is appropriately controlled through the DC / DC converter, it is possible to sufficiently utilize the regenerative energy. It becomes possible to realize a vehicle control device.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a first embodiment of the present invention.

FIG. 2 is a configuration diagram of a second embodiment of the present invention.

FIG. 3 is a configuration diagram of a third embodiment of the present invention.

FIG. 4 is a configuration diagram of a fourth embodiment of the present invention.

FIG. 5 is a configuration diagram of a fifth embodiment of the present invention.

FIG. 6 is a configuration diagram of a sixth embodiment of the present invention.

FIG. 7 is an explanatory diagram of an excess current component IsOVER in FIG.

FIG. 8 is a configuration diagram of a seventh embodiment of the present invention.

FIG. 9 is a configuration diagram of an eighth embodiment of the present invention.

FIG. 10 is a configuration diagram of a tenth embodiment of the present invention.

[Explanation of symbols]

1 DC power supply 2 overhead lines 3 pantograph 4 reactor 4 5 Smoothing capacitor 6 inverter 7 Drive motor 8 speed sensor 9 DC / DC converter S1, S2 switching element D1 and D2 diodes L1 reactor 10 Electric Double Layer Capacitor 11A-11G converter control device 12 Voltage reference output circuit 13 Subtractor 14 Voltage command output circuit 15 PWM output circuit 16 Subtractor 17 Current reference output circuit 18 Inversion circuit 19 Subtractor 20 Voltage command output circuit 21 Limit circuit 22 Upper limit circuit 23 Lower limit circuit 24 Current reference output circuit 25 Current reference output circuit 26 Current command output circuit 27 Overcurrent output circuit 28 Multiplier circuit 29 division circuit 30 Line condition information circuit 31 Switching circuit Is Current flowing between the overhead line and the vehicle Vdc Detection voltage of smoothing capacitor Vel speed Inflow current or outflow current of Ich electric double layer capacitor Voltage of Vch diode D2 V_EDLC Detection voltage of electric double layer capacitor V_EDLCref Electric double layer capacitor voltage reference VchRef voltage Vch voltage command VdcRef Smoothing capacitor voltage reference IchRef current Ich current reference IsRef Current reference for Is IsOVER excess current PD location information

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Yukio Kadota             No. 1 Toshiba-cho, Fuchu-shi, Tokyo Toshiba Corporation             Fuchu Office F term (reference) 5H115 PA11 PC01 PG01 PI03 PI13                       PI29 PI30 PU08 PV03 PV09                       PV23 QA01 QA05 QE08 QE10                       QE11 QI04 QN03 QN08 QN09                       QN26 QN27 RB22 SE03 SF01                       TB01 TD01 TO12 TO13

Claims (12)

[Claims] 1. A smoothing capacitor for smoothing a DC voltage from an overhead wire, an inverter for inputting a DC voltage smoothed by the smoothing capacitor, and outputting AC power subjected to variable voltage variable frequency control to a drive motor, or fixed. In an electric vehicle controller including: an inverter that outputs a fixed voltage frequency-controlled AC power to an auxiliary device; and an inverter that is connected in parallel to the smoothing capacitor via a DC / DC converter having a switching element, and that the inverter is in regeneration. An electric double layer capacitor capable of accumulating direct current from the electric double layer capacitor and supplying the accumulated direct current to the overhead wire side or the inverter side of the own vehicle during power running or coasting; Based on the input of a predetermined signal, the current is stored or supplied according to a predetermined characteristic. An electric vehicle control device comprising: a converter control device that outputs a control signal to a switching element of a DC / DC converter. 2. The predetermined signals input by the converter control device are a speed detection signal Vel and a voltage detection signal V_EDLC of the electric double layer capacitor, and a voltage reference V_EDLCref corresponding to speed detection and the voltage detection signal. The electric vehicle control device according to claim 1, wherein a control signal is output to the switching element based on a deviation from V_EDLC. 3. The predetermined signals input by the converter control device are a voltage reference signal VdcRef preset for the smoothing capacitor and its voltage detection signal Vdc, and the voltage reference signal VdcRef and the voltage detection signal VdcRef. The electric vehicle control device according to claim 1, wherein a control signal is output to the switching element based on a deviation from the signal Vdc. 4. The converter control device is configured to supply an electric power to the electric double layer capacitor when the direct current is accumulated or supplied to the electric double layer capacitor.
The electric vehicle control device according to claim 1, further comprising a limit circuit for limiting the voltage of the multilayer capacitor so that the voltage does not exceed an upper limit value or a lower limit value. 5. The predetermined signal input by the converter control device is a detection signal Is of a current flowing between the overhead wire and the vehicle side, and an output of a control signal to the switching element based on the detection signal Is. The electric vehicle control device according to claim 1, wherein: 6. The predetermined signals input by the converter control device are a voltage detection signal Vdc of the smoothing capacitor and a detection signal Is of a current flowing between the overhead wire and the vehicle side, the voltage detection signal Current reference IsRef obtained based on Vdc
The electric vehicle control device according to claim 1, wherein a control signal is output to the switching element based on a deviation between the current detection signal Is and the current detection signal Is. 7. The predetermined signal input by the converter control device is a detection signal Is of a current flowing between the overhead wire and the vehicle side, and the detection signal Is becomes equal to or lower than a set level. So that there is no excess current IsOVER that exceeds
The electric vehicle control device according to claim 1, wherein a control signal is output to the switching element. 8. The predetermined signal input by the converter control device is a signal necessary for obtaining an active power amount required for the power running of the vehicle, and the electric power corresponding to this active power amount is supplied to the electric power 2 The electric vehicle controller according to claim 1, wherein a control signal is output to the switching element so that the multilayer capacitor can supply the inverter to the inverter. 9. A signal required to obtain the active power component is a speed detection signal Vel, a torque command Tc from a device controlling the inverter, a voltage detection signal V_EDLC of the electric double layer capacitor, and the electric 2 It is a detection signal Ich of the inflow current or the outflow current of the multilayer capacitor, and obtains the active power component necessary for driving the own vehicle by multiplying the speed detection signal Vel and the torque command Tc, and this active power component is the voltage detection signal. 9. The current reference IchRef is generated by dividing by V_EDLC, and the control signal is output to the switching element based on the deviation between the current reference IchRef and the detection signal Ich. Electric vehicle control device. 10. The predetermined signals input by the converter control device are a signal relating to the position information PD of the own vehicle and a voltage detection signal V_EDLC of the electric double layer capacitor, and a voltage reference obtained based on the position information PD. V_EDLCref
The electric vehicle control device according to claim 1, wherein a control signal is output to the switching element based on a deviation between the voltage detection signal V_EDLC and the voltage detection signal V_EDLC. 11. The predetermined signal input by the converter control device is a future operation pattern in automatic operation and a voltage detection signal V_EDLC of the electric double layer capacitor, and a voltage reference V_EDLCref obtained based on the operation pattern.
The electric vehicle control device according to claim 1, wherein a control signal is output to the switching element based on a deviation between the voltage detection signal V_EDLC and the voltage detection signal V_EDLC. 12. The converter control device comprises a first converter control device used during regeneration and a second converter control device used during power running or coasting, and a predetermined converter input by the first converter control device. The signals are a speed detection signal Vel and a voltage detection signal V_EDLC of the electric double layer capacitor, and a control signal for the switching element based on a deviation between a voltage reference V_EDLCref corresponding to speed detection and the voltage detection signal V_EDLC. And the predetermined signals input by the second converter control device are the voltage reference signal VdcRef preset to the smoothing capacitor and the voltage detection signal Vdc thereof. Output of a control signal to the switching element based on a deviation between the voltage reference signal VdcRef and the voltage detection signal Vdc And performs, electric vehicle control device according to claim 1, wherein a.