JP2014030343A - Electric-vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric-vehicle control device that combines a step-up/down chopper and an electric capacitor and is capable of functioning as a sufficient high-voltage auxiliary power supply to an auxiliary circuit.SOLUTION: An electric-vehicle control device includes a first contactor whose one end is connected to a current collector or an electric capacitor 32 and the other end is connected to a first filter, a main circuit which the other end of the first filter is connected to, an auxiliary circuit connected to the current collector through a second filter, and a step-up/down chopper 31 whose one end is connected to between the second filter and the auxiliary circuit, another one end is connected to between first contactor and one end of the electric capacitor 32, and the other end is connected to between the other end of the electric capacitor 32 and the auxiliary circuit.

Description

  The present invention relates to an electric vehicle control apparatus. This control device supplies stable power to the auxiliary circuit from the power storage device provided in the electric vehicle to the nearest place when power supply to the electric vehicle becomes impossible (for example, an area where there is no overhead line power failure or the overhead line itself) It is valid when applied to the case.

  In the current electric vehicle, when power supply from an overhead line or the like becomes impossible, there is a problem that the electric vehicle cannot move and has to wait for a rescue vehicle. On the other hand, in some trolley buses, this problem has been solved, and movement around a garage without a trolley line or the like enables traveling at a low speed by using an in-vehicle battery as a power source. In the trolley bus, the load capacity of the auxiliary circuit is small, and all can be driven by a battery. However, general trains of the type that supply power to an auxiliary circuit with a large load capacity with a high-voltage auxiliary power supply are systems that obtain power with an AC output from the high-voltage auxiliary power supply, so these general trains run on batteries. Sometimes, there is a problem that the high-voltage auxiliary power supply device does not operate. For this reason, in general trains, it is not possible to move to the nearest place by self-running, and now we are looking to rescue with a rescue vehicle while blocking the track.

  Note that regenerative electric power is obtained when the brake is applied in an electric vehicle, and a technique for effectively using this regenerative energy is known (for example, Patent Document 1). This regenerative energy is used for powering acceleration.

JP 2003-199204 A

  In general trains that supply power to an auxiliary circuit with a large load capacity with a high-voltage auxiliary power supply, the system uses the AC output from the high-voltage auxiliary power supply to obtain power. There is a problem that the device does not operate.

  On the other hand, measure power supply measures even for short-term power shortages such as disconnection in DC trains, short-time power shortages that always occur such as passing through crossing sections in AC trains, and relatively long-term power shortages in AC / DC trains. There is a need.

  For a shortage of power supply for an instant or for a short time, it is possible to prepare a large-capacity capacitor for guaranteeing disconnection and measure power supply measures. For long periods of power shortage, it is necessary to prepare a power storage device and avoid turning off the vehicle interior. There is a problem that it must be done.

  Moreover, in the train stop control in the automatic train operation, there is a problem that the stop position accuracy greatly changes due to the occurrence of regeneration invalidation just before the stop.

  Therefore, the present invention can secure power for obtaining power running even at a low speed for the main circuit by combining the step-up / step-down chopper and the power storage device, and provides a function as a sufficient high-voltage auxiliary power source for the auxiliary circuit. An object is to provide a control device for an electric vehicle.

  In order to solve the above problems, an embodiment of the present invention includes a first contactor having one end connected to a current collector or a power storage device and the other end connected to a first filter, and the first filter. A main circuit to which the other end of the power supply is connected; an auxiliary circuit connected to the current collector through a second filter; and one end connected between the second filter and the auxiliary circuit; Another end is connected between the contactor and one end of the power storage device, and a buck-boost chopper is connected between the other end of the power storage device and the auxiliary circuit.

  According to the above solution, the auxiliary circuit can function as a sufficient high-voltage auxiliary power source.

It is a figure which shows the railway vehicle application example of a trolley bus electrical storage apparatus. It is a figure which shows the example which applied the apparatus of this invention to the DC electric vehicle. FIG. 3 is a circuit diagram shown for explaining the operation of the power storage control device of FIG. 2. It is explanatory drawing which shows the relationship between the vehicle speed with respect to the voltage of the electrical storage apparatus of FIG. 2, and the voltage of an overhead wire, and tensile force. It is a figure which shows the other example replaced with the backflow prevention diode of FIG. In order to demonstrate the operation example of the apparatus of this invention, it is a figure which shows the example of a time series of a train speed, an overhead line voltage, and a charge condition (SOC). It is a figure which shows the example of the fluctuation | variation area | region of an overhead wire voltage. It is a figure which shows the example which applied the apparatus of this invention to the alternating current electric vehicle. It is a figure which shows the example which applied the apparatus of this invention to the AC / DC electric vehicle. It is a further example of the present invention and is a diagram showing an example applied to a DC electric vehicle. It is a figure which shows the example of a time series of a train speed, a charge condition (SOC), and train power consumption in order to demonstrate the operation example of the apparatus of FIG.

  Hereinafter, embodiments of the present invention will be described in detail. First, referring to the general circuit of the train line in FIG. 1, a current drive control method implemented in a trolley bus or the like capable of running on a battery will be described.

  Output power from a current collector 11 that collects power from outside such as a train line is supplied to contactors 12 and 17.

  Normally, this electric power is filtered by the reactor 13 and the capacitor 14 via the contactor 12 and supplied to the variable voltage variable frequency (VVVF) inverter 15. In normal times, power is supplied to the fixed voltage fixed frequency (CVCF) inverter 21 via the contactor 17, the reactor 18, the reverse current blocking diode 19, and the capacitor 20. The reactor 18 and the capacitor 20 form a filter.

  The output of the VVVF inverter 15 is supplied to the main motors 16a-16d, and the output of the CVCF inverter 21 is supplied to the auxiliary circuit 22 such as a fluorescent lamp on the bus.

  Assuming that the power from the current collector 11 can no longer be received, the contactor 12 switches to the battery 24 side and supplies the DC voltage from the battery 24 to the VVVF inverter 15. As a result, the main motor on the main circuit side is driven. Since the power from the current collector 11 is high in voltage and power limit is sufficiently large, the bus can run at high speed, but the power from the battery 24 runs at low battery voltage, so the bus is at very low speed. It becomes running. Therefore, this battery running is carried out when driving in a garage or when retreating when a power failure occurs on a business route.

  In the battery running described above, the CVCF inverter 21 cannot operate because the battery voltage is too low. Therefore, when a fluorescent lamp or the like is connected with the AC output of the CVCF, the fluorescent lamp is turned off. In practice, in order to avoid such turn-off, the fluorescent lamp is dealt with by using a direct-current fluorescent lamp that is lit by direct current from the battery. However, in general DC trains, the fluorescent lamp power supply uses AC output from the CVCF inverter, so that the method implemented with this type of trolley bus involves expensive equipment.

  Note that the rectifier 23 normally charges the battery 24 by rectifying the three-phase alternating current that is the output of the CVCF inverter 21.

  FIG. 2 shows an example of a power storage control device 30 that enables battery running in a DC train according to the present invention. Portions common to those in FIG. 1 are denoted by the same reference numerals as in FIG. A difference from FIG. 1 is that a power storage control device 30 having a step-up / step-down chopper 31 and a power storage device 32 is provided.

  In the normal running state, the contactor 12 is connected to the current collector 11 side, and power is supplied to the VVVF inverter 15. The output of the VVVF inverter 15 is supplied to the main motors 16a-16d.

  Further, in the normal running state, the contactor 17 is connected to the current collector 11 side. At this time, the power storage control device 30 steps down the voltage (1500 V) received from the cathode side of the backflow prevention diode 19 by the step-up / step-down chopper 31 and stores power (300 V) in the power storage device 32.

  During emergency traveling, the contactor 12 is switched to the power storage device 32 side. Basically, the contactor 17 is turned off.

  During such emergency running, the voltage (300 V) from the power storage device 32 is input to the VVVF inverter 15 via the contactor 12. For this reason, although the speed is low, the main motors 16a to 16d are driven, and the electric vehicle is operated at a low speed.

  Further, during emergency running, the power storage control device 30 can boost the voltage from the power storage device 32 by the step-up / step-down chopper 31 and supply the voltage 1500 V to the CVCF inverter 21. Therefore, the CVCF inverter 21 can operate normally even when the battery is running. As a result, incidental facilities such as lighting in the electric vehicle and air conditioner can be operated as usual. In particular, it is important that lighting and air conditioners operate stably in passenger cars.

  Generally, in an overhead line with a nominal voltage of 1500 V, the voltage at which the CVCF inverter can operate can be obtained by boosting operation by setting the voltage of the power storage device 32 to about 300 V. The output of the battery 32 is used as a power supply voltage for the system control device 100, for example. The system control apparatus 100 outputs a pulse for driving the step-up / step-down chopper 31, a control signal for controlling the contactors 17, 12 and the like. It is also possible to detect the state of the overhead line voltage.

  3A and 3B are diagrams for explaining the operation of the step-up / step-down chopper 31 in more detail. The series circuit of the switching circuit SW1 and the switching circuit SW2 is connected between the cathode of the backflow prevention diode 19 and the ground line. Each of the switching circuits SW1 and SW2 is an insulated bipolar transistor (IGBT). The gate circuits g1 and g2 are gate circuits for performing on / off control of the switching circuits SW1 and SW2, respectively, and a control signal is input from the system control device 100. One electrode of the power storage device 32 is connected to the ground line, and the other electrode is connected to the connection point of the switch circuits SW1 and SW2 via the reactor L1 and to one terminal of the contactor 12. Yes. The contactor 12 can take the 1st driving state which selected the electric power from an overhead wire, and the 2nd driving state which selected the electric power from the electrical storage apparatus 32. FIG.

  FIG. 3A shows a current flow when the buck-boost chopper 31 is in the charging mode. When the switching circuit SW1 is controlled to be turned on and off and the switching circuit SW2 is kept in the off state, the current from the backflow prevention diode 19 flows into the power storage device 32 through the switching circuit SW1, and charging is performed. When holding the stored electric power, the switching circuits SW1 and SW2 are turned off. FIG. 3B shows a current flow when the buck-boost chopper 31 is in the discharge mode. When discharging, the switching circuit SW1 is turned off and the switching circuit SW2 is controlled to be turned on / off. Then, the voltage boosted by the reactor L1 is sent to the auxiliary circuit side via the diode of the switching circuit SW1.

  FIG. 4 shows the relationship between the vehicle speed and the tensile force when the electric vehicle runs at DC 1500V and when it runs at DC 300V. During normal travel (first travel state), DC 1500 V is obtained from the overhead wire. However, during emergency traveling (second traveling state), DC 300 V is obtained from the power storage device 32. The traveling speed during emergency traveling is low.

  In the above embodiment, the reverse current blocking diode 19 is used. However, as a configuration of this portion, a parallel circuit of a high resistance 19A and a thyristor 19B can be used as shown in FIG. Therefore, the circuit of this part is generically called a high resistance part.

  As described above, in the device according to the present invention, the on-board power storage device is effectively used. Regardless of whether it is a DC train, an AC train, or an AC / DC train, the power storage control device is provided, and the power storage device 32 can be directly connected to the input unit of the main circuit device, so that the power supply from the overhead line is lacking. This power storage control device can operate the auxiliary circuit that boosts the voltage of the power storage device 32 and requires a high voltage.

  Further, in emergency running without relying on power supply from an overhead wire, the power storage device (low voltage) can be directly connected to the main circuit, and can move to the nearest place at a low speed. At the same time, by operating the power storage control device, the high voltage auxiliary power supply device on the auxiliary circuit side can supply power to the auxiliary circuit load with a steady output.

  In addition, the storage device absorbs the regenerative energy of the train in the low speed range just before the train stops by managing the storage state of the storage device and charging the storage battery so that the regenerative energy generated by the stop can be absorbed Therefore, it is possible to prevent regeneration from being revoked in the low speed range and improve the train stopping accuracy.

  In an electric vehicle or the like, when there is a short-time power shortage, which is a momentary disconnection that occurs regularly when the overhead line voltage is normal, even if the VVVF inverter 15 stops, it does not hinder the running during power running and coasting. However, when the CVCF inverter 21 is stopped, the fluorescent lamp is turned off, so that continuous operation is required.

  Therefore, in the present invention, as described above, continuous operation can be performed by immediately supplying electric power from the power storage device 32 via the step-up / down chopper 31. In regenerative braking, power is returned to the overhead line side. However, when the regenerative load is small on the overhead line side and the electric power returns to the overhead line side due to the regenerative brake, the overhead line voltage may be abnormally raised and the regenerative operation may be disabled.

  Therefore, in this device, the charging state of the power storage device 32 is set to, for example, about 80% during power running, and if the overhead wire voltage is abnormally raised during regenerative braking, a charging margin is provided for the power storage device 32 by the step-down operation of the step-up / down chopper. The regenerative operation can be continued by placing it. The setting and control of the charging state are managed by the system control device 100, for example.

  6A shows an example of a change in train speed, FIG. 6B shows a state in which the overhead line voltage has changed, and FIG. 6C shows a state in which the power storage device 32 is charged.

  When the overhead line voltage is abnormal, that is, when it becomes impossible to receive power supply from the overhead line, emergency running at a low speed can be performed as shown by the line 6a2 in FIG. A line 6a1 in FIG. 6A shows a state when the normal traveling is performed.

  At this time, since the CVCF inverter 21 can also operate normally, the fluorescent lamp functioning with the output of the CVCF inverter 21 can continue to light normally, and the compressor that controls the air pressure such as a brake can also operate normally. Can do. For this reason, the electric vehicle can be operated for a long time, and even if a power failure or the like occurs between the stations, it can be safely evacuated to the nearest station or the like.

  In an electric vehicle or the like, when there is a short-time power shortage, which is a momentary disconnection that occurs regularly when the overhead line voltage is normal, even if the VVVF inverter 15 stops, it does not hinder the running during power running and coasting. However, when the CVCF inverter 21 is stopped, the fluorescent lamp is turned off, so that continuous operation is required.

  FIG. 6B shows a state where the actual overhead line voltage changes with respect to the voltage range Vs1, Vs2, Vs3 (see FIG. 7). FIG. 6C shows a state where the power storage device 32 is charged.

  FIG. 7 shows the state of charge of the power storage device 32 created by the control of the overhead line voltage and the power storage control device 30 of the present invention. Nominally, the fluctuation range of the overhead line voltage of 1500V is 900V to 1800V. In the range of Vs1 that can be regarded as a normal state of the overhead line, for example, the charging state of the power storage device 32 is maintained at 80% by charging or discharging operation of the power storage control device 30.

  In the absence of power source such as disconnection, the voltage enters the Vs2 region, and the power storage device 32 supplies power to the CVCF inverter 21 in the discharge mode. At this time, the electric power is not supplied to the VVVF inverter 15 due to the effect of the reverse current blocking diode 19, so that the control capacity of the power storage control device can be reduced. On the other hand, when the overhead line voltage becomes abnormal during regenerative braking and enters the region of Vs3, the power storage control device 30 shifts to the charging mode for the power storage device 32 and suppresses the increase of the overhead line voltage. This increases the regeneration efficiency and greatly contributes to the energy saving effect.

  The present invention is not limited to the above-described embodiment, and can be applied to various types of vehicles, and the manner in which the present invention is applied to various types of vehicles will be described below.

  FIG. 8 shows a circuit example when the basic concept of the present invention is applied to an AC electric vehicle. The current collector 11 is connected to the first winding 41 a of the main transformer 41. The second winding 41b of the main transformer 41 is connected to one input terminal of the contactor 12 via the rectifier D1. The output of the contactor 12 is supplied to the VVVF inverter 15 through an input filter. The output of the rectifier D2 connected to the third winding 41c of the main transformer 41 is supplied to the CVCF inverter 21 via the input filter on the auxiliary circuit side.

  In FIG. 8, the step-up / step-down chopper 31 that performs the charging / discharging operation of the power storage device 32 is connected between the rectifier D2 and the input portion of the high-voltage auxiliary power supply device via the third winding 41c of the main transformer 41. Yes. In addition, when the input filter of the VVVF inverter 15 of the main circuit is disconnected from the overhead line, the output of the power storage device 32 is input to the VVVF inverter 15 instead. The other parts are the same as those in the previous embodiment, and are therefore given the same reference numerals.

  FIG. 9 shows a circuit example when the basic concept of the present invention is applied to an AC / DC vehicle. In the case of alternating current, the current collector 11 can be connected to the first winding 41 a of the main transformer 41. In the case of direct current, the current collector 11 can be connected to one input terminal of the contactor 12 via the contactor 42. The second winding 41b of the main transformer 41 is connected to the rectifier D1. The output of the rectifier D1 is connected to one input terminal of the contactor 12. The contactor 12 selects the output of the power storage device 32 during emergency traveling.

  The apparatus shown in FIG. 9 is an example applied to an AC / DC electric vehicle that does not receive power supply from an overhead line and travels urgently with an in-vehicle power storage device even at a low speed. A step-up / step-down chopper 31 for charging / discharging the power storage device 32 is connected between the backflow prevention diode 19d of the output of the rectifier D1 via the second winding of the main transformer and the input portion of the high-voltage auxiliary power supply. . Further, when the input filter of the VVVF inverter 15 of the main circuit is disconnected from the overhead wire, the output of the power storage device 32 is input to the VVVF inverter 15 instead. The other parts are the same as those in the previous embodiment, and are therefore given the same reference numerals.

  FIG. 10 shows a modification of the apparatus shown in FIG. A discharge control element (IGBT) 50 is connected to both ends of the reverse current blocking diode 19 so that the discharge power of the power storage device 32 can be selectively discharged not only to the auxiliary power supply device but also to the main circuit. The difference between the method of FIG. 10 and the method of FIG. 2 is that the output of the step-up chopper is also connected to the main circuit side to enable power supply to the main circuit side. When the capacity of the power storage device is small, there is not enough power to assist powering. However, when the power storage capacity is large, power can be supplied from the power storage device to the main circuit and operated as an overhead hybrid system.

  When the energy of the power storage device is used for powering, the discharge control element 50 in FIG. 10 is ignited to release energy toward the main circuit.

  FIG. 11 shows an example of the train speed and the charge / discharge pattern of the power storage device 32 when the device of FIG. 10 is used and the stop accuracy is improved during TASC control of the train. FIG. 11A shows the change in train speed, FIG. 11B shows the state of charge of the power storage device, and FIG. 11C shows the change in train power consumption. In FIG. 11 (C), the power storage device is discharged in the region C11 where the power consumption of the train becomes large, thereby reducing the peak power to the feeder system and reducing the loss of the feeder and contributing to energy saving.

  When using an Automatic Train Operation (ATO) system that travels constantly between stations, the power running performance is improved by increasing the punter voltage due to the discharge of the power storage device, and the maximum speed is reduced. The energy saving operation effect can also be increased.

  During traveling between stations, it is necessary to keep the state of charge (SOC) of the power storage device at a certain level or higher as shown in FIG. This is because when a power failure occurs during traveling between stations and no power is received, traveling without an overhead wire is performed to secure traveling energy to the next station.

  In FIG. 11, the state of charge (SOC) is constant at 50%, but the energy required for overhead line-less traveling decreases as the next station is approached, so the required energy consumption is calculated according to the train position and By making the minimum SOC variable, the power storage device capacity can be effectively utilized (for example, positively discharged in preparation for regeneration), thereby further reducing the energy consumption of the train.

In addition, when the train decelerates and stops at the station, regenerative energy is absorbed by giving priority to the low-speed area. In the embodiment, the power storage device absorbs regenerative power in a speed range of a train speed of 30 km / h or less. When regenerating on an overhead line, if the load that consumes the regenerative power of the train is lost, the regenerative invalidation occurs and the mechanical brake is used, which greatly affects the train stop accuracy. However, the stop accuracy can always be maintained at a high level by completely preventing regeneration invalidity of 30 km / h or less as in this embodiment. Regeneration invalidation at 30 km / h or less greatly affects the accuracy at the time of stopping, but if the SOC state of the power storage device is low and there is room for absorption of regenerative power, regeneration at a speed range of 30 km / h or more is possible. The power storage device can also absorb power, which contributes to an increase in energy saving effect.

  Furthermore, at the time of a power failure or low voltage, the discharge control element 50 in FIG. 10 is extinguished and energy is supplied from the power storage device only to the CVCF inverter 21. At the time of an overhead power outage, a ground accident may have occurred on the power transmission system side, and it is important for safety not to let power flow out of the train against the accident point on the power transmission system side.

  When performing the overhead wireless running with the apparatus of FIG. 10, the pantograph as the current collector 11 is lowered, the overhead line and the main circuit are separated, the discharge control element 50 is ignited, and energy is supplied to the VVVF inverter 15. To do. When this is a third rail type railroad-less traveling, it can be handled by providing a breaker immediately after the current collector and separating the overhead line from the main circuit of the train. In addition, although the said Example uses a storage battery, it is applicable not only to a storage battery but to various energy storage devices, such as an electric double layer capacitor (EDLC: Electric Double-Layer Capacitor. EDLC has a very large capacity. have.

  As described above, in the case of a current collector or an overhead power failure, the auxiliary power supply is output even during the battery running period in the present invention for the purpose of moving the passenger at a low speed by battery running and delivering the passenger to the nearest station. Therefore, the operation of the compressor that compresses air to the air tank that is the source of the brake operation can be maintained, and long-time safe operation is guaranteed.

  In addition, when the present invention is applied to a DC vehicle, it becomes line separation compensation, and the large capacitor for line separation compensation can be removed, so that the auxiliary power supply apparatus can be miniaturized. Moreover, since a part of the regenerative power can be absorbed, the regenerative efficiency is improved. In other words, according to the control of the system control device 100, charge / discharge control of the power storage device is performed according to the traveling speed of the host vehicle, and only regeneration to the power storage device 32 is not performed in the low speed range just before stopping without regenerating the feeder. I do.

  In addition, in the section where the ATO system is adopted, it is possible to improve the stop position accuracy by completely preventing regeneration invalidation just before stopping. In addition, the amount of energy required for overhead line-less travel during station-to-station travels is maintained as needed to maintain the SOC lower limit of the storage battery, thereby effectively utilizing the limited capacity of the power storage device, preventing regenerative expiration and suppressing train peak power. Can also be improved. That is, according to the control of the system control device 100, the amount of energy necessary for the overhead-less traveling in an emergency is acquired or calculated from the database according to the train position, and the power storage device is charged / discharged.

  Since there is an intersection section on AC trains, there is a constant power shortage, and it is not allowed to turn off the fluorescent lamp every time this section is crossed, so expensive DC fluorescent lamps are installed as interior lights. However, when the present invention is applied to an AC train, the auxiliary power supply device can input electric power to the auxiliary power supply device by discharging from the power storage control device, so that an inexpensive general AC fluorescent lamp can be used.

  In an AC / DC train, the effect of traveling in the DC section or AC section is that it operates as a DC / AC train. However, the AC / DC section crosses a long non-voltage section of the AC / DC section. The lamp needs to be turned on and has a large battery capacity, but the effect of using the present invention does not require a large battery capacity in addition to a general AC fluorescent lamp.

  The present invention is effective when applied to a device having a power storage device such as a DC train, an AC electric vehicle, and an AC / DC vehicle.

DESCRIPTION OF SYMBOLS 11 ... Current collector, 12, 17 ... Contactor, 13, 18 ... Reactor, 14, 20 ... Capacitor, 15 ... VVVF inverter, 16a, 16b, 16c, 16d ... Main motor, 19 ... backflow prevention diode, 21 ... CVCF inverter, 22 ... auxiliary circuit, 23 ... rectifier, 24 ... battery, 30 ... power storage control device, 31 ... lift Pressure chopper, 32 ... power storage device, 41 ... main transformer, 100 ... system control device.

Claims (9)

A first contactor having one end connected to a current collector or a power storage device and the other end connected to a first filter;
A main circuit to which the other end of the first filter is connected;
An auxiliary circuit connected to the current collector via a second filter;
One end is connected between the second filter and the auxiliary circuit, another end is connected between the first contactor and one end of the power storage device, and the other end of the power storage device and the auxiliary circuit A buck-boost chopper whose other end is connected between,
A control apparatus for an electric vehicle.   The electric vehicle control device according to claim 1, wherein the first contactor is selectively connectable to a current collector and a power storage device.   The electric vehicle control device according to claim 1, wherein the first filter includes a reactor and a capacitor.   The electric vehicle control device according to any one of claims 1 to 3, wherein the second filter includes a reactor and a capacitor.   5. The step-up / step-down chopper according to claim 1, wherein a switching circuit in which a switching element and a diode are connected in antiparallel is connected in series, and a reactor is connected between the switching circuits connected in series. The control apparatus for electric vehicles as described.   One end in series of the switching circuit of the step-up / down chopper is connected between the second filter and the auxiliary circuit, and one end of the reactor of the step-up / down chopper is connected to the first contactor and the power storage device. 6. The electric vehicle control device according to claim 5, wherein the other one end in series of the switching circuit of the buck-boost chopper is connected between the other end of the power storage device and the auxiliary circuit. .   The step-up / step-down chopper switches between a state in which the output voltage of the second filter is stepped down to charge the power storage device and a state in which the output voltage of the power storage device is stepped up and supplied to the auxiliary circuit. The control device for an electric vehicle according to any one of 1 to 5.   6. The input terminal of the second filter is connected to a rectifier connected to a secondary winding of a transformer having a primary winding connected to the current collector. The control device for an electric vehicle according to Item 1. The reactor according to any one of claims 1 to 5, wherein the second filter has a reactor shared with the reactor of the first filter, and an input terminal is connected to an output terminal of the first contactor. The control apparatus for electric vehicles described in 1.

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