JP2004129351A

JP2004129351A - Auxiliary power supply device for vehicle

Info

Publication number: JP2004129351A
Application number: JP2002288245A
Authority: JP
Inventors: Katsuhisa Inagaki; 稲垣　克久; Takuma Henmi; 逸見　琢磨
Original assignee: Toshiba Corp
Current assignee: Toshiba Corp
Priority date: 2002-10-01
Filing date: 2002-10-01
Publication date: 2004-04-22
Anticipated expiration: 2022-10-01
Also published as: JP4023789B2

Abstract

<P>PROBLEM TO BE SOLVED: To provide an efficient auxiliary power supply device for a vehicle. <P>SOLUTION: The auxiliary power supply device for a vehicle comprises a plurality of power converters which, with output sides connected together in parallel, convert a DC power to an AC power which is supplied to a load, a current detector that detects the output current of the power converter, a circuit breaker provided on the output side of the current detector, a voltage detector provided on a load side of the breaker, and a controller that controls the power converter. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、車両用補助電源装置に関する。
【０００２】
【従来の技術】
特許文献１には、互いに並列に接続された複数の電力変換器を備えて構成された交流電源装置において、出力電圧を所定電圧値に制御して運転を行なう電圧制御モードで運転している自己の電力変換器の出力電流が、所定電流範囲内にあることを判定する出力電流判定手段と、出力電流を所定電流値に制御して運転を行なう電流制御モードで運転している自己の電力変換器の出力電圧が、所定電圧範囲内にあることを判定する出力電圧判定手段と、電圧制御モードで運転している自己の電力変換器の出力電流が、予め定めた閾電流値に達した場合に、自己の電力変換器の運転モードを電圧制御モードから電流制御モードへと切り替え、電流制御モードで運転している自己の電力変換器の出力電圧が、予め定めた閾電圧値に達した場合に、自己の電力変換器の運転モードを電流制御モードから電圧制御モードへと切り替える第１の運転切替手段とを、複数の電力変換器にそれぞれ備える交流電源装置が記載されている。
【０００３】
【特許文献１】
特開２００１−１１２２６１号公報
【発明が解決しようとする課題】
しかし、特許文献１に記載された交流電源装置を搭載した車両の起動時には、既に起動した変圧器が、複数のフィルタコンデンサを充電しなければならないため、既に起動した変圧器に大きな負荷がかかるといった問題や車両を併結させるときに基本編成車両と付属編成車両に設けられた電力変換装置は異なる位相で運転しているため横流が発生するといった問題のために、結果として、車両用補助電源装置の効率が悪くなるという問題がある。そこで、本発明の目的は、効率の良い車両用補助電源装置を提供することを目的とする。
【０００４】
【課題を解決するための手段】
本発明に基づく車両用補助電源装置は、出力を互いに並列に接続され直流電力を交流電力に変換し負荷に電力を供給する複数の電力変換器と、前記電力変換器の出力電流を検出する電流検出器と、前記電力変換器の出力側に設けられた遮断器と、前記遮断器の負荷側に設けられた電圧検出器と、前記電力変換器を制御する制御器とを有し、前記制御器は、前記電圧検出器及び前記電流検出器により検出された電流値及び電圧値から前記電力変換器の出力電圧を所定電圧値に制御して運転を行なう電圧制御モードと前記電流検出器により検出された前記電力変換器の出力電流を所定電流値に制御して運転を行なう電流制御モードの二つの運転モードを備え、前記制御器が、前記電圧制御モードで前記電力変換器を制御している場合に、前記電流検出器により検出された電流値が予め定めた閾値電流値に達した場合に、前記制御器は、前記電流制御モードに切り換え前記電力変換器を制御し、前記制御器が、前記電流制御モードで前記電力変換器を制御している場合に、前記電圧検出器により検出された電圧値が予め定めた閾値電圧値に達した場合に、前記制御器は、前記電圧制御モードに切り換え前記電力変換器を制御することを特徴とする。
【０００５】
本発明に基づく車両用補助電源装置は、出力を互いに並列に接続され直流電力を交流電力に変換し負荷に電力を供給する複数の電力変換器と、前記電力変換器と負荷の間に設けられ前記電力変換器の運転中にのみ動作する遮断器と、前記遮断器よりも負荷側に設けられた電圧検出器とを有し、前記複数の電力変換器は各々、負荷電圧が所定範囲内にあることを判定する負荷電圧判定手段と、前記負荷電圧判定手段で負荷電圧が所定電圧範囲を逸脱したと判定された場合に、負荷電圧を所定電圧値に制御して運転する手段と、前記電力変換器の出力電流が、所定電流範囲内にあることを判定する電流判定手段と、前記電流判定手段により、電力変換器電流が所定範囲を逸脱したと判定された場合に、変換器電流を所定電流値に制御して運転する手段とを備えることを特徴とする車両用補助電源装置。
【０００６】
【発明の実施の形態】
（第１の実施の形態）
本発明に基づく第１の実施の形態の車両用補助電源装置について図を参照し詳細に説明する。図１は、本発明に基づく第１の実施の形態の車両用補助電源装置の構成図である。図２は、本発明に基づく第１の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
なお、本発明に基づく第１の実施の形態の車両用補助電源装置においては、複数の電力変換器が用いられるが、図１では３台の電源補助装置を備えた車両用補助電源装置を代表的に示している。それぞれの電源補助装置の各々を区別する符号（ａ，ｂ，ｃ）については、特に固体を区別する必要のない場合には省略する。
本発明に基づく第１の実施の形態の車両用補助電源装置は、直流電源１，電力変換器２，　電流検出器３，フィルタリアクトル４，フィルタコンデンサ５，変圧器６，遮断器７，電圧検出器８，負荷母線９，負荷１０，制御器１１から構成されている。
このように構成された車両用補助電源装置において、直流電源１は、電力変換器２と接続される。電力変換器２は電流検出器３を介してフィルタリアクトル４と接続される。フィルタリアクトル４は、フィルタコンデンサ５及び変圧器６と接続される。変圧器６は、遮断器７と接続される。遮断器７は、電圧検出器８及び負荷母線９を介して負荷１０と接続される。電流検出器３及び電圧検出器８は、制御器１１と接続される。制御器１１は、電力変換器２と接続される。
【０００７】
このように構成された車両用補助電源装置において、直流電源１から直流電力が電力変換器２に供給される。電力変換器２は、制御器１１から起動を指令された場合に、直流電源１から供給された直流電力を交流電力に変換し出力する。電力変換器２により変換された交流電力は、電流検出器３により電流値を測定され、この電流値は制御器１１へ送られる。電力変換器２により出力された交流電力の高調波は、フィルタリアクトル４から分岐接続しているフィルタコンデンサ５へ流れる。その他の交流電力は、変圧器６側へ供給され、変圧器６により変圧される。変圧器６により変圧された電力は遮断器７が制御器１１からの指令により、投入されている（閉じている）時には、電圧測定器８，負荷母線９を介して負荷１０に電力を供給する。しかし、遮断器７が制御器１１からの指令により切り離されている（開いている）場合には、電圧測定器８，負荷母線９，負荷１０に電力は供給されない。変圧器６により変圧された交流電力は、電圧検出器８により電圧値を測定され、その電圧値は制御器１１に送信される。変圧器６を遮断器７よりも負荷側に配置したことにより、遮断器７が閉じていても母線電圧を測定することができる。
【０００８】
このように構成された車両用補助電源装置において、直流電源１は、集電装置（パンタグラフ）や直流コンデンサなどにより構成されている。
このように構成された車両用補助電源装置において、各変換器２の制御器１１は自機の出力電流・電圧のみ制御し（制御器１１ａは変換器２ａの出力電流・電圧のみを制御し）、他の変換器の制御器との間では信号のやり取りを行なわない。
このように構成された車両用補助電源装置において、制御器１１による電力変換器２の制御モードは、電圧検出器８により得られる負荷電圧振幅を一定に保つ電圧制御モード（以後、ＡＶＲモード）と、電流検出器３により得られる変換器２の電流値を所定の値に保つ電流制御モード（以後、ＡＣＲモード）を有す。尚、ＡＣＲモードには、変換器電流をほぼ０に近い状態にして待機運転をするモード（以後、ＡＣＲ（待機）モード）と、変換器電流をほぼ定格値に近い状態で制御し運転するモード（以後、ＡＣＲ（定格）モード）がある。ＡＶＲモードでは、電圧検出器８により検知される負荷電圧が所定の値になるように制御器１１により制御される。それに対し、ＡＣＲモードでは、電流検出器３により検出された変換器２電流が所定の値になるように、制御器１１により制御されるとともに、電圧検出器８により検出された電圧値から負荷電圧の位相を検知し、自機（制御器１１ａの場合には変換器２ａ）の出力を負荷母線に同期させ、電流を所定の力率に制御する。なお、定常状態においては、複数ある電力変換器２ａ〜２ｃのうち、一台のみがＡＶＲモードで運転して負荷母線電圧を一定に保ち、残りの電力変換器２はＡＣＲモードで運転を行なう。ただし、ＡＶＲモードで制御される電力変換器２は負荷の状態や変換器の起動順序などにより変動するため、１台に限定されるわけではない。
【０００９】
このように構成された車両用補助電源装置において、起動指令が制御器１１ａに与えられると、制御器１１ａは遮断器７ａを投入する（図２のＳ１及びＳ２を参照）。遮断器７ａの投入後、電圧検出器８ａから入力された電圧値から負荷電圧が不足しているか正常かを判断する（Ｓ３）。電圧検出器８ａから入力された電圧値から負荷電圧が正常であると判断した場合には、制御器１１ａは、電力変換器２ａをＡＣＲ（待機）モードで運転するように制御し、引き続き電圧検出器８ａから入力された電圧値から負荷電圧が正常であるか不足しているかを判断する（Ｓ３→Ｓ４→Ｓ３）。尚、電圧検出器８ａから入力された電圧値から負荷電圧が不足していると判断した場合には、制御器１１ａは、電力変換器２ａをＡＶＲモードで運転するように制御し、電力変換器２ａ電流が正常であるかを判断する（Ｓ３→Ｓ６→Ｓ５）。ＡＶＲモードで電力変換器２ａが制御されている場合に、電力変換器２ａ電流が許容範囲より小さい（回生）場合には、制御器１１ａは電力変換器２ａをＡＣＲ（待機）モードで制御する（Ｓ６→Ｓ５→Ｓ４）。ＡＶＲモードで電力変換器２ａが制御されている場合に、電力変換器２ａ電流が許容範囲よりも大きい（過負荷）場合には、制御器１１ａは、電力変換器２ａをＡＣＲ（定格）モードで運転されるように制御し、電圧検出器８ａから入力された電圧値から負荷電圧が正常か過電圧かを判断する（Ｓ６→Ｓ５→Ｓ７→Ｓ８）。
【００１０】
このように構成された車両用補助電源装置は、並列運転のための信号線のやり取りを行なうことなく、安定した運転を行なうことが出来る。
このように構成された車両用補助電源装置は、ＡＣＲ（待機モード）とＡＣＲ（定格）モードを備えているため、効率の良い運転を行なうことが出来る。
（第２の実施の形態）
本発明に基づく第２の実施の形態の車両用補助電源装置について、図３を用いて詳細に説明する。図３は、本発明に基づく第２の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。なお、図２と同一のものについては同符号を付して説明を書略する。尚本発明に基づく第２の実施の形態の車両用補助電源装置の構成は第１の実施の形態に係る車両用補助電源装置と同一であり、その運転方法が異なるのみである。従って、ここではその構成に関する説明を省略し、運転方法の説明のみを行う。
電力変換器２の起動前、遮断器７は開状態にしておく。制御器１１に起動指令が与えられると、遮断器７は開いたまま、制御器１１は自機出力電圧を徐々に増加させて、フィルタコンデンサ５の充電および変圧器６の励磁を行う（Ｓ１→ｓ９）。この時、電圧検出器８は遮断器７の外側にあるため、電力変換器２の出力電圧はオープンループ制御される。フィルタコンデンサ５の電流のフィードバックループがある場合には、これを生かしておく。このときの電圧指令値は、フィルタコンデンサ５への充電電流や、変圧器６の励磁電流を考慮した状態で、立ち上げ完了時でほぼ定格電圧となるように予め調整しておく。
【００１１】
自機出力電圧を増加させフィルタコンデンサ５の充電及び変圧器６の励磁を行なっている際に、負荷電圧が有るかないかを判定する（Ｓ１０）。電圧検出器８のフィードバック信号により、負荷電圧が無いと判定されれば、運転周波数は制御器１１に内蔵されている発振器（図示しない）により算出され、固定周波数運転となる。電力変換器２の出力電圧が立ち上がった段階で自機の遮断器７を閉じ、負荷に対してＡＶＲモードで給電を開始する（Ｓ１２→Ｓ５）。この時、負荷が過大で自機出力容量をオーバーした場合には、ＡＣＲ（定格）モードに移行する。
フィルタコンデンサ５の充電および変圧器６の励磁を行っている際、電圧検出器８のフィードバック信号により負荷電圧が存在すると判定されれば、その信号に対して電力変換器２の出力電圧を同期させる（ｓ１０→Ｓ１１）。電力変換器２の出力電圧が立ち上がり、負荷電圧に対して同期を行い、位相が一致した状態で自機（電力変換器２ａなら遮断器は７ａ）の遮断器７を閉じ、ＡＣＲ（待機）モードで運転を開始する（Ｓ１１→Ｓ２）。ただし、負荷電圧が存在するものの正常範囲に無い場合にはＡＶＲモードに移行し、負荷母線電圧を正常範囲まで引き上げる（Ｓ３→Ｓ６）。この時、負荷が過大で自機出力容量をオーバーした場合には、ＡＣＲ（定格）モードに移行する（Ｓ５→Ｓ７）。
【００１２】
このように構成された本発明に基づく第２の実施の形態の車両用補助電源装置は、起動時にフィルタコンデンサ５への突入電流や、変圧器６への励磁突入電流、装置間の横流を緩和することができる。
（第３の実施の形態）
本発明に基づく第３の実施の形態の車両用補助電源装置を、図４と図５を用いて説明する。図４は、本発明に基づく第３の実施の形態の車両用補助電源装置の回路構成図である。図５は、本発明に基づく第３の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至３と構造上同一のものについては同符号を付して説明を書略する。
本発明に基づく第３の実施の形態の車両用補助電源装置は、直流電源１，電力変換器２，　電流検出器３，フィルタリアクトル４，フィルタコンデンサ５，変圧器６，遮断器７，電圧検出器８，負荷母線９，負荷１０，制御器１１，運転状態モニター１２から構成されている。
このように構成された車両用補助電源装置において、編成の端にある運転状態モニタ１２は低速の回線を介して各制御器１１と接続される。運転モニタ１２は、運転状態をモニタしており、手動による電力変換器２の運転／停止操作も行えるようになっている。
【００１３】
このように構成された車両用補助電源装置において、運転状態モニタ１２から遮断器７の投入許可信号を各電力変換器２毎に時間差を持たせて出力する（Ｓ１３とＳ１４）。遮断器７への投入許可信号のかわりに、各電力変換器２の起動指令を時間差を持って与えても同じ効果が得られる。起動順序については特に制限はないが、例えば、編成内にて、起動指令を発する運転状態モニタ１２（編成の先頭もしくは最後尾）に近い電力変換器２から順次起動していくといった方法が考えられる。
従来、車両用補助電源装置において、各電力変換器２が全くランダムなタイミングで起動がかかる（例えば、集電装置を架線に接続し、直流電源部１の電圧が立ち上がったら起動する）場合、偶然に複数の電力変換器２が同時に起動する場合も存在していた。偶然複数の電力変換器２が同時に起動した場合、フィルタコンデンサ５の充電および変圧器６の励磁が進行している最中であれば問題はないが、電力変換器２の出力電圧が立ち上がった段階で自機の遮断器７を閉じた時、両者それぞれ自機の制御器１１内の発振器にて周波数制御を行っているため、位相が一致している保証はなく、遮断器７を投入した途端に大きな横流電流が流れる可能性があった。この現象が起きた場合、それぞれの電力変換器はＡＣＲ（定格）モードに移行、位相を一致させるように制御をかけるが、その間、負荷母線電圧は低下した状態になっていた。しかし、本発明に基づく第３の実施の形態の車両用補助電源装置は、起動時に複数の電力変換器２ａ〜２ｃのうち、２台以上が同時に起動することを防止することができるので、横流を防止することができる。
【００１４】
（第４の実施の形態）
本発明に基づく第４の実施の形態の車両用補助電源装置を、図６を用いて詳細に説明する。図６は、本発明に基づく第４の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至５と構造上同一のものについては同符号を付して説明を書略する。尚、本発明に基づく第４の実施の形態の補助電源装置の構成は第３の実施の形態に係る車両用補助電源装置と同一であり、その運転方法が異なるのみである。従って、ここではその構成に関する説明を省略し、運転方法の説明のみを行う。
本発明に基づく第３の実施の形態の車両用補助電源装置により、各電力変換器２の起動もしくは負荷への接続のタイミングに差を持たせた場合、最初に起動した電力変換器２は編成内の全負荷を受け持つことになる。この場合、電力変換器２ａの定格容量をオーバーしていれば、ＡＣＲ（定格）モードに移行させることは先に述べたが、次の電力変換器２ｂが起動してくるまでの間は負荷に対して供給電力が不足しているので電圧が上がらない状態が続くことになる。
そのため、本発明に基づく第４の実施形態の車両用補助電源装置において、各電力変換器２は、整流器負荷やモータ負荷への突入電流を考慮して、短時間の過負荷定格を設定している。
【００１５】
このように構成された車両用補助電源装置において、制御器１１から遮断器７への投入指令を出力してからある一定の時限の間、ＡＶＲモードからＡＣＲ（定格）モードへの移行判定部の判定レベル、およびＡＣＲ（定格）モードでの電流指令設定値を、電力変換器の通常の定格値を考慮した値ではなく、過負荷定格値を考慮した値に引き上げる（Ｓ１２→Ｓ１５）。遮断器７への投入から一定時間が経過した場合には、ＡＣＲ（定格）移行判断レベル及びＡＣＲ（定格）電流指令値を通常値に戻す（Ｓ１７及びＳ１９）。
このように構成された車両用補助電源装置において、遮断器７への投入指令を出力してからある一定の時限の間、ＡＶＲモードからＡＣＲ（定格）モードへの移行判定部の判定レベル、およびＡＣＲ（定格）モードでの電流指令設定値を、電力変換器の通常の定格値を考慮した値ではなく、過負荷定格値を考慮した値に引き上げるので、負荷が要求する電力を十分に賄うことができる。電力変換器２は、負荷が要求する電力を充分に賄うことができるため、起動時においてＡＶＲ→ＡＣＲ（定格）モードへの移行が発生せず、負荷電圧の低下は生じない。
本実施の形態の車両用補助電源装置では、この場合にのみＡＶＲ→ＡＣＲ（定格）モード移行レベルおよびＡＣＲ（定格）モードでの電流指令値を引き上げ動作を行う（Ｓ１５）ように記したが、ＡＣＲモードで立ち上がる電力変換器２に対してこの処置を施しても良い。
【００１６】
また、本実施の形態の車両用補助電源装置では、ＡＶＲ→ＡＣＲ（定格）モード移行の判定レベルおよびＡＣＲ（定格）モードでの電流指令値は、ある時限の後通常の値に戻すように記してある（ｓ１８→Ｓ１９及びＳ１６→Ｓ１７）が、２台目以降の電力変換器２が起動完了したことを検知できれば、その信号を用いて通常レベルに戻してもよい。
このように構成された車両用補助電源装置は、電力変換器２の起動直後に負荷電圧の上昇を速やかに行うことができる。
（第５の実施の形態）
本発明に基づくの第５の実施の形態の車両用補助電源装置を、図７を用いて詳細に説明する。図７は、本発明に基づく第５の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至図６と構造上同一のものについては同符号を付して説明を省略する。尚、本発明に基づく第４の実施の形態の車両用補助電源装置の構成は第３の実施の形態に係る車両用補助電源装置と同一であり、その運転方法が異なるのみである。従って、ここではその構成に関する説明を省略し、運転方法の説明のみを行う。
本発明に基づくの第５の実施の形態の車両用補助電源装置において、各電力変換器２の起動もしくは負荷への接続のタイミングに差を持たせ、最初に起動した電力変換器２ａが編成内の全負荷を受け持ち、定格容量をオーバーしてＡＣＲ（定格）モードに移行した場合を考える。通常のＡＣＲモードでは、運転周波数は負荷９の電圧に対して同期をかけることにより決定されるが、この状態ではＡＶＲモードで運転している電力変換器が存在しないため、運転周波数が安定しなくなる。そこで本発明に基づく第５の実施の形態の車両用補助電源装置では、制御器１１が遮断器７への投入指令を出力してからある一定の時限の間、ＡＣＲ（定格）モードでの運転周波数範囲を狭める、もしくは固定周波数運転とする指令を出す（Ｓ１２→Ｓ２０）。そのため、本実施の形態の車両用補助電源装置は、起動時に周波数変動が大きくなることを防ぐことができる。
【００１７】
本実施の形態の車両用補助電源装置においては、起動後ＡＶＲモードで立ち上がろうとする電力変換器２ａ、すなわち、最初に起動した電力変換器２ａにのみ本発明の処置を行うが、ＡＣＲモードで立ち上がろうとする電力変換器２ｂに対しても行って良い。また、ＡＣＲ（定格）モードでの運転周波数範囲を狭める、もしくは固定周波数運転とする指令は、ある時限の後、解除される（Ｓ２１）が、２台目以降の電力変換器２が起動完了したことを検知できれば、その信号を用いて解除してもよい。
（第６の実施の形態）
本発明に基づく第６の実施の形態の車両用補助電源装置を、図を参照し詳細に説明する。図８は、本発明に基づく第６の実施の形態の車両用補助電源装置の回路構成図である。図９は、本発明に基づく第６の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至図７と構造上同一のものについては同符号を付して説明を書略する。尚図８に示すように、電力変換器２ａ、２ｂが基本編成側、２ｃが付属編成側に搭載されているとして説明を行う。
本発明に基づく第６の実施の形態の車両用補助電源装置は、直流電源１，電力変換器２，　電流検出器３，フィルタリアクトル４，フィルタコンデンサ５，変圧器６，遮断器７，電圧検出器８，負荷母線９，負荷１０，制御器１１，運転状態モニター１２，装置間遮断器１３から構成されている。
【００１８】
従来の車両用補助電源装置（図示しない）は、基本編成側車両と付属編成側車両は全く無関係な位相にて運転を行っているので、編成併結時にそのまま両者の負荷母線を接続すると、過大な横流が発生する可能性があり、横流が発生した場合、位相を同期させるまでの間、負荷母線電圧は低下した状態が継続するという問題が生じる。
本発明に基づく第６の実施の形態の車両用補助電源装置において、編成併結の情報は運転状態モニタ１２ａ及び１２ｃに入る。付属編成となる側の運転状態モニタ１２ｃからの編成併結情報により制御器１０ｃは、遮断器７ｃを開く（Ｓ２２→Ｓ２５）。装置間遮断器１３が閉じられると、付属編成側の負荷も基本編成側の電力変換器２ａ及び２ｂから給電により駆動する。遮断器を開かれた電力変換器２ｃは、位相同期制御を行い自機出力電圧を電圧検出器８ｃの信号に同期させ、同期が完了したら遮断器７ｃを閉じ、負荷電圧が正常範囲なら指令値０にてＡＣＲ（待機）モード、そうでなければＡＶＲモードにて運転を行う（Ｓ１１→Ｓ２→Ｓ３→Ｓ４又はＳ６）。
このように構成された車両用補助電源装置において、基本編成／付属編成の判定は、電力変換装置２の台数が多い方を基本編成、電力変換装置２の台数が少ない方を付属編成とすれば、併結時に一時的に基本編成の電力変換器２で付属編成の負荷もまかなう場合に過負荷になる可能性が低くなるため、電力変換装置２の台数が多いほうを基本編成としたほうが好ましい。両者の電力変換器２の台数が同一であれば、どちらを基本編成側にしても構わないと考えられる。尚、基本編成／付属編成の判定は、前述した運転状態監視装置１３により出力する。
【００１９】
なお、このように構成された車両用補助電源装置は、付属編成側のいずれの運転モードにある電力変換器も、遮断器７を開く対象としたが、ＡＣＲ（待機）モードにある変換器は対象からはずし、ＡＶＲモードにある変換器のみを対象としてもよい。
（第７の実施の形態）
本発明に基づく第７の実施の形態の車両用補助電源装置について、図を参照し詳細に説明する。図１０は、本発明に基づく第７の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至図７と構造上同一のものについては同符号を付して説明を書略する。尚、本発明に基づく第７の実施の形態の車両用補助電源装置の構成は第６の実施の形態の車両用補助電源装置と同一であり、その運転方法が異なるのみである。従って、ここではその構成に関する説明を省略し、運転方法の説明のみを行う。
本発明に基づく第６の実施の形態の車両用補助電源装置は、装置間遮断器１３と遮断器７Ｃとの切り換えのタイミングによって、付属編成側の負荷１０への電力供給が停止する期間が生じたりする可能性がある。そこで本発明に基づく第７の実施の形態の車両用補助電源装置は、編成併結の信号を運転状態モニター１２を介して制御器１１が受信し装置間遮断器１３が閉じられたら、付属編成側の電力変換器２ｃのゲート（図示しない）を一時的に停止させる。電力変換器２ｃのゲートを一時的に停止させた場合に、遮断器１５ｃを開じられているため、付属編成側のフィルタコンデンサ５ｃや変圧器６ｃへの電力も基本編成側の電力変換器２から供給されることになる。制御器１１ｃは電圧検出器８ｃからの信号を元に位相演算を行い、同期が完了したらＡＣＲ（待機）モードにて運転を再開する。
【００２０】
このように構成された車両用補助電源装置は、付属編成側の負荷１０への電力供給が停止する期間をなくすことができる。
このように構成された車両用補助電源装置は、いずれの運転モードにある電力変換器２もゲートを停止する対象としたが、ＡＣＲ（待機）モードにある変換器は対象からはずし、ＡＶＲモードにある変換器のみを対象としてもよい。
（第８の実施の形態）
本発明の第８の実施の形態の車両用補助電源装置を、図を参照し詳細に説明する。図１１は、本発明に基づく第８の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至図１０と構造上同一のものについては同符号を付して説明を書略する。尚、本発明に基づく第８の実施の形態の車両用補助電源装置の構成は第６の実施の形態の車両用補助電源装置と同一であり、その運転方法が異なるのみである。従って、ここではその構成に関する説明を省略し、運転方法の説明のみを行う。
本発明に基づく第６及び第７の実施の形態の車両用補助電源装置において、一時的に基本編成側の電力変換器２ａの負荷が増大し、負荷量によっては出力電流が変換器定格を超え、ＡＣＲ（定格）モードに移行する場合もありうる。この場合、負荷電圧が一時的に低下することになる。また、ＡＶＲモードで運転する変換器２がいなくなるので、周波数の変動が大きくなる可能性もある。
【００２１】
そのため、本発明に基づく第８の実施の形態の車両用補助電源装置において、　制御器１１が編成併結の信号を受信し、なおかつ運転状態モニタ１２により基本編成側であると判定されると、ＡＶＲモード→ＡＣＲ（定格）モードへの移行レベルおよびＡＣＲ（定格）モードでの運転指令を、短時間過負荷定格値を考慮した値に増加させる（Ｓ３４）。また、ＡＣＲ（定格）運転モードでの運転周波数を固定または運転周波数範囲の縮小を行う（Ｓ３６）。これらの動作により、併結動作時、付属編成側電力変換器２が給電停止することに起因する負荷電圧や周波数変動を軽減することができる。ＡＣＲ（定格）モードにおける運転周波数範囲の変更は実施しなくても良い。また、ＡＶＲ→ＡＣＲ（定格）モードへの移行レベルの変更とＡＣＲ（定格）モードでの電流指令値の変更を行わず、ＡＣＲ（定格）モードでの運転周波数範囲の変更のみを実施しても良い。
このように構成された車両用補助電源装置において、ＡＶＲ→ＡＣＲ（定格）モードへの移行レベル、ＡＣＲ（定格）モードでの電流指令値および運転周波数範囲を通常値に戻すタイミングは、併結が完了してから一定時限の後に行う。ただし、付属編成側の電力変換器２が復帰したことを確認する手段があれば、その信号を用いても良い。
【００２２】
このように構成された車両用補助電源装置において、編成併結時に、基本編成側の電力変換装置２が一時的な負荷１０の増大によってＡＶＲモード→ＡＣＲモードへの移行にともない負荷電圧が一時的に低下することを防止することができる。
（第９の実施の形態）
本発明に基づく第９の実施の形態の車両用補助電源装置について、図を参照し詳細に説明する。図１２は、第９の実施の形態に係る車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至図１１と構造上同一のものについては同符号を付して説明を省略する。
本発明に基づく第９の実施の形態の車両用補助電源装置において、基本編成側運転状態モニタ１２ａと付属編成側運転状態モニター１２ｃは、低速回線に等により接続され、相互に位相情報のやりとりが可能な構成となっている。そのため、併結時に、両編成間の電圧位相を予め同期させておくことが可能で、編成間の遮断器７ｂを投入した際に、負荷１０に対する電力の供給が途絶えることなく編成の併結が完了する（Ｓ３０→Ｓ３７→Ｓ３８→Ｓ３９）。併結後、しばらくの間はＡＶＲモードで運転する電力変換器２が２機存在することになるが、電力変換器２の個体差により徐々に横流が発生するため、この横流により先にＡＣＲモード移行レベルに到達した電力変換器２がＡＣＲモードに移行する。
【００２３】
このように構成された車両用補助電源装置において、予め基本編成側と付属編成側の電圧位相を同期させておくことが可能であるため、負荷１０に対する電力供給が途絶えることがないという利点がある。
（第１０の実施の形態）
本発明に基づく第１０の実施の形態の車両用補助電源装置について、図を参照し詳細に説明する。図１３は、第１０の実施の形態に係る車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至図１２と構造上同一のものについては同符号を付して説明を省略する。尚、その構成は第６の実施の形態に係る車両用補助電源装置と同一であり、その運転方法が異なるのみである。従って、ここではその構成に関する説明を省略し、運転方法の説明のみを行う。
本発明に基づく第１０の実施の形態の車両用補助電源装置は、編成併結時に電発生する横流によりＡＣＲ（定格）モードに電力変換器２ａが移行した場合には、ある一定の時限の間、運転周波数範囲を一時的に拡大することにより、位相同期動作を速やかに完了させる（Ｓ４０→Ｓ４２）。尚、編成併結後、一定時間が経過した場合には、運転周波数範囲を通常に戻す（Ｓ４１）。
【００２４】
このように構成された車両用補助電源装置において、運転周波数範囲を一時的に拡大させることにより、電力変換器２が、ＡＣＲモードからＡＶＲモードに一時的な過電圧によって切り替わることを防止することができる。電力変換器２がＡＣＲモードからＡＶＲモードに一時的な過電圧によって切り替わることを防止できるので、速やかに位相同期動作を行うことができる。
（第１１の実施の形態）
本発明に基づく第１１の実施の形態の車両用補助電源装置について、図を参照し詳細に説明する。図１４は、第１１の実施の形態に係る車両用補助電源装置の運転方法を示すフローチャートである。なお、図１乃至図１３と構造上同一のものについては同符号を付して説明を省略する。尚、その構成は第６の実施の形態に係る車両用補助電源装置と同一であり、その運転方法が異なるのみである。本発明の第１１の実施の形態を、図１４を用いて説明する。その構成は第１の実施の形態に係る車両用補助電源装置と同一であり、その運転方法が異なるのみである。従って、ここではその構成に関する説明を省略し、運転方法の説明のみを行う。
本発明に基づく第１１の実施形態の車両用補助電源装置において、電力変換器２がＡＶＲモードにて運転中に、変換器６電流に予め設定された値以上の進み無効成分が流れた場合には、電流指令値を自機のフィルタコンデンサ５充電電流および変圧器２の励磁電流分を考慮した値に設定して、ＡＣＲ（待機）モードへ移行する。このように設定することにより、待機運転モードにある補助電源ユニットは、負荷母線接続点での電流がほぼ０となり、他の電力変換器２に対して負担をかけずにすむ（Ｓ４２→Ｓ４３）。
【００２５】
このように構成された車両用補助電源装置は、ＡＶＲモードで進み電流を検知した場合にのみ、本実施の形態を適用しているが、ＡＣＲ（待機）モードにある場合は常時適用してもよい。
【００２６】
【発明の効果】
本発明により、効率の良い車両用補助電源装置を提供することができる。
【図面の簡単な説明】
【図１】本発明に基づく第１の実施の形態の車両用補助電源装置の構成図である。
【図２】本発明に基づく第１の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図３】本発明に基づく第２の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図４】本発明に基づく第３の実施の形態の車両用補助電源装置の回路構成図である。
【図５】本発明に基づく第３の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図６】本発明に基づく第４の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図７】本発明に基づく第５の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図８】本発明に基づく第６の実施の形態の車両用補助電源装置の回路構成図である。
【図９】本発明に基づく第６の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図１０】本発明に基づく第７の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図１１】本発明に基づく第８の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図１２】本発明に基づく第９の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図１３】本発明に基づく第１０の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【図１４】本発明に基づく第１１の実施の形態の車両用補助電源装置の運転方法を示すフローチャートである。
【符号の説明】
１・・・直流電源
２・・・電力変換器
３・・・電流検出器
４・・・フィルタリアクトル
５・・・フィルタコンデンサ
６・・・変圧器
７・・・遮断器
８・・・電圧検出器
９・・・負荷母線
１０・・・負荷
１１・・・制御器
１２・・・運転状態モニター
１３・・・装置間遮断器[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an auxiliary power supply device for a vehicle.
[0002]
[Prior art]
Patent Literature 1 discloses an AC power supply device including a plurality of power converters connected in parallel with each other, which operates in a voltage control mode in which the output voltage is controlled to a predetermined voltage value and the operation is performed. Output current determining means for determining that the output current of the power converter is within a predetermined current range, and its own power converter operating in a current control mode for controlling the output current to a predetermined current value. Output voltage determining means for determining that the output voltage of the power converter is within a predetermined voltage range, and when the output current of its own power converter operating in the voltage control mode reaches a predetermined threshold current value. In the case where the operation mode of the own power converter is switched from the voltage control mode to the current control mode, and the output voltage of the own power converter operating in the current control mode reaches a predetermined threshold voltage value, To the self A first operation switching means for switching to the power converter the voltage control mode operation mode from the current control mode, the plurality of each with an AC power supply device to the power converter is described.
[0003]
[Patent Document 1]
JP 2001-112261 A
[Problems to be solved by the invention]
However, when the vehicle equipped with the AC power supply device described in Patent Document 1 is started, the already started transformer has to charge a plurality of filter capacitors, so that a large load is applied to the already started transformer. Due to the problem and the problem that the power converters provided on the basic rolling stock and the auxiliary rolling stock are operated in different phases when the vehicles are combined, a cross flow occurs. There is a problem that efficiency is deteriorated. Therefore, an object of the present invention is to provide an efficient vehicle auxiliary power supply device.
[0004]
[Means for Solving the Problems]
The vehicle auxiliary power supply device according to the present invention includes a plurality of power converters whose outputs are connected in parallel to each other, converts DC power into AC power and supplies power to a load, and a current for detecting an output current of the power converter. A detector, a circuit breaker provided on the output side of the power converter, a voltage detector provided on the load side of the circuit breaker, and a controller for controlling the power converter, the control A voltage control mode for controlling the output voltage of the power converter to a predetermined voltage value based on the current value and the voltage value detected by the voltage detector and the current detector, and performing the operation by the current detector; And a current control mode in which the operation is performed by controlling the output current of the power converter to a predetermined current value, wherein the controller controls the power converter in the voltage control mode. If the current When the current value detected by the output device reaches a predetermined threshold current value, the controller switches to the current control mode and controls the power converter, and the controller operates in the current control mode. When controlling the power converter, when the voltage value detected by the voltage detector reaches a predetermined threshold voltage value, the controller switches to the voltage control mode, the power converter Is controlled.
[0005]
The vehicle auxiliary power supply device according to the present invention is provided with a plurality of power converters whose outputs are connected in parallel to each other and converts DC power into AC power and supplies power to a load, and is provided between the power converter and the load. A circuit breaker that operates only during operation of the power converter, and a voltage detector provided on the load side of the circuit breaker, wherein each of the plurality of power converters has a load voltage within a predetermined range. Load voltage determining means for determining that the load voltage is outside a predetermined voltage range when the load voltage determining means determines that the load voltage has deviated from a predetermined voltage range; and A current judging means for judging that the output current of the converter is within a predetermined current range; and, when the current judging means judges that the power converter current has deviated from the predetermined range, the converter current is set to a predetermined value. Operate by controlling to the current value Vehicle auxiliary power unit, characterized in that it comprises a stage.
[0006]
BEST MODE FOR CARRYING OUT THE INVENTION
(First Embodiment)
A vehicle auxiliary power supply according to a first embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a configuration diagram of a vehicle auxiliary power supply device according to a first embodiment of the present invention. FIG. 2 is a flowchart illustrating a method of operating the vehicle auxiliary power supply device according to the first embodiment of the present invention.
Although a plurality of power converters are used in the vehicle auxiliary power supply according to the first embodiment of the present invention, FIG. 1 shows a vehicle auxiliary power supply having three power supply auxiliary devices. Is shown. Reference numerals (a, b, c) for distinguishing each of the power assisting devices are omitted when it is not particularly necessary to distinguish between solids.
The vehicle auxiliary power supply according to the first embodiment of the present invention comprises a DC power supply 1, a power converter 2, a current detector 3, a filter reactor 4, a filter capacitor 5, a transformer 6, a circuit breaker 7, a voltage detector It comprises a unit 8, a load bus 9, a load 10, and a controller 11.
In the vehicle auxiliary power supply device configured as described above, DC power supply 1 is connected to power converter 2. Power converter 2 is connected to filter reactor 4 via current detector 3. Filter reactor 4 is connected to filter capacitor 5 and transformer 6. Transformer 6 is connected to circuit breaker 7. Circuit breaker 7 is connected to load 10 via voltage detector 8 and load bus 9. The current detector 3 and the voltage detector 8 are connected to the controller 11. Controller 11 is connected to power converter 2.
[0007]
In the vehicle auxiliary power supply device configured as described above, DC power is supplied from the DC power supply 1 to the power converter 2. The power converter 2 converts the DC power supplied from the DC power supply 1 to AC power and outputs the AC power when the controller 11 is instructed to start. The current value of the AC power converted by the power converter 2 is measured by the current detector 3, and the current value is sent to the controller 11. Harmonics of the AC power output from the power converter 2 flow from the filter reactor 4 to the filter capacitor 5 which is branched and connected. The other AC power is supplied to the transformer 6 and is transformed by the transformer 6. The power transformed by the transformer 6 supplies power to the load 10 via the voltage measuring device 8 and the load bus 9 when the circuit breaker 7 is turned on (closed) according to a command from the controller 11. . However, when the circuit breaker 7 is disconnected (opened) by a command from the controller 11, power is not supplied to the voltage measuring device 8, the load bus 9, and the load 10. The voltage value of the AC power transformed by the transformer 6 is measured by the voltage detector 8, and the voltage value is transmitted to the controller 11. By arranging the transformer 6 on the load side of the circuit breaker 7, the bus voltage can be measured even when the circuit breaker 7 is closed.
[0008]
In the vehicle auxiliary power supply device configured as described above, the DC power supply 1 includes a current collector (pantograph), a DC capacitor, and the like.
In the vehicle auxiliary power supply device configured as described above, the controller 11 of each converter 2 controls only the output current and voltage of its own device (the controller 11a controls only the output current and voltage of the converter 2a). No signal is exchanged with the controller of another converter.
In the vehicle auxiliary power supply device configured as described above, the control mode of the power converter 2 by the controller 11 is a voltage control mode (hereinafter, an AVR mode) for keeping the load voltage amplitude obtained by the voltage detector 8 constant. And a current control mode (hereinafter, ACR mode) for keeping the current value of the converter 2 obtained by the current detector 3 at a predetermined value. The ACR mode includes a mode in which the converter current is set to a value close to 0 and a standby operation is performed (hereinafter, an ACR (standby) mode) and a mode in which the converter current is controlled and set to a value close to a rated value. (Hereinafter ACR (rated) mode). In the AVR mode, the controller 11 controls the load voltage detected by the voltage detector 8 to be a predetermined value. On the other hand, in the ACR mode, the converter 2 is controlled by the controller 11 so that the current of the converter 2 detected by the current detector 3 becomes a predetermined value, and the load voltage is detected based on the voltage value detected by the voltage detector 8. And synchronizes the output of itself (the converter 2a in the case of the controller 11a) with the load bus, and controls the current to a predetermined power factor. In the steady state, only one of the plurality of power converters 2a to 2c operates in the AVR mode to keep the load bus voltage constant, and the remaining power converters 2 operate in the ACR mode. However, the number of power converters 2 controlled in the AVR mode varies depending on the state of the load, the activation order of the converters, and the like, and is not limited to one.
[0009]
In the vehicle auxiliary power supply device configured as described above, when a start command is given to the controller 11a, the controller 11a turns on the circuit breaker 7a (see S1 and S2 in FIG. 2). After the circuit breaker 7a is turned on, it is determined whether the load voltage is insufficient or normal based on the voltage value input from the voltage detector 8a (S3). When it is determined from the voltage value input from the voltage detector 8a that the load voltage is normal, the controller 11a controls the power converter 2a to operate in the ACR (standby) mode, and continuously detects the voltage. It is determined from the voltage value input from the switch 8a whether the load voltage is normal or insufficient (S3 → S4 → S3). If the controller 11a determines that the load voltage is insufficient based on the voltage value input from the voltage detector 8a, the controller 11a controls the power converter 2a to operate in the AVR mode. It is determined whether the 2a current is normal (S3 → S6 → S5). When the power converter 2a is controlled in the AVR mode and the current of the power converter 2a is smaller than the allowable range (regeneration), the controller 11a controls the power converter 2a in the ACR (standby) mode ( S6 → S5 → S4). When the power converter 2a is controlled in the AVR mode and the current of the power converter 2a is larger than the allowable range (overload), the controller 11a sets the power converter 2a in the ACR (rated) mode. The operation is controlled so that it is determined whether the load voltage is normal or overvoltage based on the voltage value input from the voltage detector 8a (S6 → S5 → S7 → S8).
[0010]
The vehicle auxiliary power supply device configured as described above can perform stable operation without exchanging signal lines for parallel operation.
The auxiliary power supply device for a vehicle configured as described above has an ACR (standby mode) and an ACR (rated) mode, so that efficient driving can be performed.
(Second embodiment)
A vehicle auxiliary power supply according to a second embodiment of the present invention will be described in detail with reference to FIG. FIG. 3 is a flowchart illustrating a method of operating the vehicle auxiliary power supply device according to the second embodiment of the present invention. Note that the same components as those in FIG. 2 are denoted by the same reference numerals and description thereof is omitted. The configuration of the vehicle auxiliary power supply according to the second embodiment of the present invention is the same as that of the vehicle auxiliary power supply according to the first embodiment, except for the driving method. Therefore, the description of the configuration is omitted here, and only the operation method is described.
Before starting the power converter 2, the circuit breaker 7 is kept open. When a start command is given to the controller 11, the controller 11 gradually increases the output voltage of the controller 11 and charges the filter capacitor 5 and excites the transformer 6 while the circuit breaker 7 is open (S1 → s9). At this time, since the voltage detector 8 is outside the circuit breaker 7, the output voltage of the power converter 2 is subjected to open loop control. If there is a feedback loop of the current of the filter capacitor 5, this is utilized. At this time, the voltage command value is adjusted in advance so that the rated voltage is substantially reached at the completion of the start-up, in consideration of the charging current to the filter capacitor 5 and the exciting current of the transformer 6.
[0011]
When charging the filter capacitor 5 and exciting the transformer 6 by increasing the output voltage of the own device, it is determined whether or not there is a load voltage (S10). If it is determined from the feedback signal of the voltage detector 8 that there is no load voltage, the operating frequency is calculated by an oscillator (not shown) built in the controller 11, and the fixed frequency operation is performed. When the output voltage of the power converter 2 has risen, the circuit breaker 7 of the own device is closed, and power supply to the load is started in the AVR mode (S12 → S5). At this time, if the load is excessive and exceeds the output capacity of the own device, the mode shifts to the ACR (rated) mode.
During charging of the filter capacitor 5 and excitation of the transformer 6, if the feedback signal of the voltage detector 8 determines that a load voltage exists, the output voltage of the power converter 2 is synchronized with the signal. (S10 → S11). The output voltage of the power converter 2 rises, synchronizes with the load voltage, and closes the breaker 7 of its own device (the breaker is 7a for the power converter 2a) in a state where the phases match, and the ACR (standby) mode To start the operation (S11 → S2). However, if the load voltage exists but is not in the normal range, the mode shifts to the AVR mode, and the load bus voltage is raised to the normal range (S3 → S6). At this time, if the load is excessive and exceeds the output capacity of the own device, the mode shifts to the ACR (rated) mode (S5 → S7).
[0012]
The thus configured auxiliary power supply device for a vehicle according to the second embodiment of the present invention reduces the inrush current to the filter capacitor 5, the inrush current to the transformer 6, and the cross current between the devices at startup. can do.
(Third embodiment)
A vehicle auxiliary power supply according to a third embodiment of the present invention will be described with reference to FIGS. FIG. 4 is a circuit configuration diagram of a vehicle auxiliary power supply device according to a third embodiment of the present invention. FIG. 5 is a flowchart illustrating a method of operating the vehicle auxiliary power supply according to the third embodiment of the present invention. 1 to 3 are denoted by the same reference numerals and description thereof is omitted.
A vehicle auxiliary power supply according to a third embodiment of the present invention comprises a DC power supply 1, a power converter 2, a current detector 3, a filter reactor 4, a filter capacitor 5, a transformer 6, a circuit breaker 7, a voltage detector It comprises a switch 8, a load bus 9, a load 10, a controller 11, and an operation state monitor 12.
In the auxiliary power supply device for a vehicle configured as described above, the operation state monitor 12 at the end of the train is connected to each controller 11 via a low-speed line. The operation monitor 12 monitors the operation state, and can also manually start / stop the power converter 2.
[0013]
In the vehicle auxiliary power supply device configured as described above, the operation state monitor 12 outputs a closing permission signal of the circuit breaker 7 with a time difference between each power converter 2 (S13 and S14). The same effect can be obtained by giving a start command of each power converter 2 with a time difference, instead of the closing permission signal to the circuit breaker 7. Although there is no particular limitation on the start order, for example, a method of sequentially starting the power converters 2 close to the operation state monitor 12 (at the beginning or end of the formation) that issues a start command in the formation is conceivable. .
Conventionally, in the vehicular auxiliary power supply device, when each power converter 2 starts at a completely random timing (for example, when the current collector is connected to the overhead wire and the voltage of the DC power supply unit 1 starts up), it is accidentally caused. In some cases, a plurality of power converters 2 are activated simultaneously. When a plurality of power converters 2 are started simultaneously by accident, there is no problem if the charging of the filter capacitor 5 and the excitation of the transformer 6 are in progress, but when the output voltage of the power converter 2 rises When the circuit breaker 7 of the own device is closed, the frequency is controlled by the oscillators in the controller 11 of the own device respectively. Therefore, there is no guarantee that the phases match, and when the circuit breaker 7 is closed. A large cross current may flow at the end. When this phenomenon occurs, each power converter shifts to the ACR (rated) mode and controls so that the phases are matched. During that time, the load bus voltage is in a state of being reduced. However, the vehicle auxiliary power supply device according to the third embodiment of the present invention can prevent two or more of the plurality of power converters 2a to 2c from being started at the same time at the time of start-up. Can be prevented.
[0014]
(Fourth embodiment)
A vehicle auxiliary power supply according to a fourth embodiment of the present invention will be described in detail with reference to FIG. FIG. 6 is a flowchart illustrating a method of operating the vehicle auxiliary power supply according to the fourth embodiment of the present invention. 1 to 5 are denoted by the same reference numerals and description thereof is omitted. The configuration of the auxiliary power supply according to the fourth embodiment of the present invention is the same as that of the vehicle auxiliary power supply according to the third embodiment, except for the operation method. Therefore, the description of the configuration is omitted here, and only the operation method is described.
When the auxiliary power supply device for a vehicle according to the third embodiment of the present invention has a difference in the timing of starting or connecting each power converter 2 to a load, the power converter 2 started first will be knitted. Will be responsible for the entire load. In this case, if the rated capacity of the power converter 2a is exceeded, the mode is shifted to the ACR (rated) mode, as described above. However, the load is maintained until the next power converter 2b is started. On the other hand, since the supply power is insufficient, the state in which the voltage does not increase continues.
Therefore, in the vehicle auxiliary power supply according to the fourth embodiment of the present invention, each power converter 2 sets a short-time overload rating in consideration of an inrush current to a rectifier load or a motor load. I have.
[0015]
In the vehicle auxiliary power supply device configured as described above, the transition determination unit from the AVR mode to the ACR (rated) mode for a certain period of time after the controller 11 outputs the closing command to the circuit breaker 7. The determination level and the current command set value in the ACR (rated) mode are raised to values not considering the normal rated value of the power converter but considering the overload rated value (S12 → S15). When a predetermined time has elapsed since the circuit breaker 7 was turned on, the ACR (rated) transition determination level and the ACR (rated) current command value are returned to the normal values (S17 and S19).
In the vehicle auxiliary power supply device configured as described above, the determination level of the transition determination unit from the AVR mode to the ACR (rated) mode for a certain time period after outputting the input command to the circuit breaker 7, and The current command set value in the ACR (rated) mode is raised to a value that takes into account the overload rated value, not a value that takes into account the normal rated value of the power converter, so that the load requires sufficient power. Can be. Since the power converter 2 can sufficiently cover the power required by the load, the transition from the AVR to the ACR (rated) mode does not occur at the time of startup, and the load voltage does not decrease.
In the vehicle auxiliary power supply device of the present embodiment, only in this case, the AVR → ACR (rated) mode transition level and the current command value in the ACR (rated) mode are increased (S15). This measure may be applied to the power converter 2 that starts up in the ACR mode.
[0016]
Also, in the vehicle auxiliary power supply device of the present embodiment, the determination level of the transition from AVR to ACR (rated) mode and the current command value in ACR (rated) mode are returned to normal values after a certain period of time. (S18 → S19 and S16 → S17), if it can be detected that the second and subsequent power converters 2 have been completely started, the signal may be used to return to the normal level.
The vehicle auxiliary power supply device configured as described above can quickly increase the load voltage immediately after the power converter 2 is started.
(Fifth embodiment)
A vehicle auxiliary power supply according to a fifth embodiment of the present invention will be described in detail with reference to FIG. FIG. 7 is a flowchart illustrating a method of operating the vehicle auxiliary power supply according to the fifth embodiment of the present invention. 1 to 6 are denoted by the same reference numerals and description thereof is omitted. The configuration of the vehicle auxiliary power supply according to the fourth embodiment of the present invention is the same as that of the vehicle auxiliary power supply according to the third embodiment, except for the driving method. Therefore, the description of the configuration is omitted here, and only the operation method is described.
In the vehicle auxiliary power supply device according to the fifth embodiment of the present invention, the start-up of each power converter 2 or the timing of connection to a load is made different so that the first started power converter 2a It is assumed that the load shifts to the ACR (rated) mode when the load exceeds the rated capacity. In the normal ACR mode, the operating frequency is determined by synchronizing with the voltage of the load 9, but in this state, the operating frequency becomes unstable because there is no power converter operating in the AVR mode. . Therefore, in the vehicle auxiliary power supply device according to the fifth embodiment of the present invention, the operation in the ACR (rated) mode is performed for a certain period of time after the controller 11 outputs the closing command to the circuit breaker 7. A command is issued to narrow the frequency range or perform fixed frequency operation (S12 → S20). Therefore, the vehicle auxiliary power supply device according to the present embodiment can prevent the frequency fluctuation from increasing during startup.
[0017]
In the vehicle auxiliary power supply device of the present embodiment, the treatment of the present invention is performed only on the power converter 2a that is going to start up in the AVR mode after startup, that is, the power converter 2a that has been started up first, but it starts up in the ACR mode. It may be performed for the power converter 2b that is about to be performed. Also, the command to narrow the operating frequency range in the ACR (rated) mode or to set the fixed frequency operation is canceled after a certain period of time (S21), but the start of the power converters 2 for the second and subsequent units is completed. If this can be detected, it may be canceled using the signal.
(Sixth embodiment)
A vehicle auxiliary power supply according to a sixth embodiment of the present invention will be described in detail with reference to the drawings. FIG. 8 is a circuit configuration diagram of a vehicle auxiliary power supply according to a sixth embodiment of the present invention. FIG. 9 is a flowchart illustrating a method of operating the vehicle auxiliary power supply according to the sixth embodiment of the present invention. 1 to 7 are denoted by the same reference numerals and description thereof is omitted. Note that, as shown in FIG. 8, the description will be made assuming that the power converters 2a and 2b are mounted on the basic knitting side and 2c are mounted on the accessory knitting side.
A vehicle auxiliary power supply according to a sixth embodiment of the present invention comprises a DC power supply 1, a power converter 2, a current detector 3, a filter reactor 4, a filter capacitor 5, a transformer 6, a circuit breaker 7, a voltage detector It comprises a switch 8, a load bus 9, a load 10, a controller 11, an operation state monitor 12, and an inter-device circuit breaker 13.
[0018]
In the conventional vehicle auxiliary power supply device (not shown), since the basic formation side vehicle and the auxiliary formation side vehicle operate in completely unrelated phases, if both load buses are connected as they are at the time of formation combination, an excessively large There is a possibility that a cross current occurs, and when the cross current occurs, a problem occurs that the load bus voltage continues to be reduced until the phases are synchronized.
In the vehicle auxiliary power supply according to the sixth embodiment of the present invention, the information on the combination of formations enters the driving state monitors 12a and 12c. The controller 10c opens the circuit breaker 7c based on the knitting combination information from the operation state monitor 12c on the side of the auxiliary knitting (S22 → S25). When the inter-device circuit breaker 13 is closed, the load on the auxiliary knitting side is also driven by power supply from the power converters 2a and 2b on the basic knitting side. The power converter 2c with the circuit breaker opened performs phase synchronization control to synchronize its own output voltage with the signal of the voltage detector 8c, closes the circuit breaker 7c when synchronization is completed, and sets the command value if the load voltage is within the normal range. At 0, the operation is performed in the ACR (standby) mode, otherwise, the operation is performed in the AVR mode (S11 → S2 → S3 → S4 or S6).
In the vehicle auxiliary power supply device configured as described above, the determination of the basic formation / attachment formation can be made by determining that the number of power converters 2 is larger as the basic formation and that the number of power converters 2 is smaller as the auxiliary formation. When the power converter 2 of the basic composition temporarily covers the load of the auxiliary composition at the time of coupling, the possibility of overload is reduced, and therefore, it is preferable that the number of power conversion devices 2 is large as the basic composition. If the number of the power converters 2 is the same, it is conceivable that either of the power converters 2 may be set to the basic knitting side. The determination of the basic formation / attachment formation is output by the above-described operation state monitoring device 13.
[0019]
In the vehicle auxiliary power supply device configured as described above, the power converters in any of the operation modes on the accessory formation side are intended to open the circuit breaker 7, but the converters in the ACR (standby) mode are not used. It may be excluded from the target and target only the converter in the AVR mode.
(Seventh embodiment)
A vehicle auxiliary power supply according to a seventh embodiment of the present invention will be described in detail with reference to the drawings. FIG. 10 is a flowchart illustrating a method of operating the vehicle auxiliary power supply according to the seventh embodiment of the present invention. 1 to 7 are denoted by the same reference numerals and description thereof is omitted. The configuration of the vehicle auxiliary power supply of the seventh embodiment according to the present invention is the same as that of the vehicle auxiliary power supply of the sixth embodiment, except for the driving method. Therefore, the description of the configuration is omitted here, and only the operation method is described.
In the auxiliary power supply device for a vehicle according to the sixth embodiment of the present invention, a period in which the power supply to the load 10 on the accessory formation is stopped is generated by the timing of switching between the inter-device circuit breaker 13 and the circuit breaker 7C. Or may be. Therefore, the vehicle auxiliary power supply according to the seventh embodiment of the present invention, when the controller 11 receives the formation combination signal via the operation state monitor 12 and the inter-device circuit breaker 13 is closed, Of the power converter 2c (not shown) is temporarily stopped. Since the circuit breaker 15c is opened when the gate of the power converter 2c is temporarily stopped, the power to the filter capacitor 5c and the transformer 6c on the auxiliary knitting side is also reduced. Will be supplied from The controller 11c performs a phase calculation based on the signal from the voltage detector 8c, and restarts the operation in the ACR (standby) mode when the synchronization is completed.
[0020]
The vehicle auxiliary power supply device configured as described above can eliminate a period in which power supply to the load 10 on the auxiliary formation side is stopped.
In the vehicle auxiliary power supply device configured in this manner, the power converter 2 in any operation mode is targeted for stopping the gate, but the converter in the ACR (standby) mode is excluded from the target, and the power converter 2 is switched to the AVR mode. Only certain converters may be targeted.
(Eighth embodiment)
An auxiliary power supply device for a vehicle according to an eighth embodiment of the present invention will be described in detail with reference to the drawings. FIG. 11 is a flowchart illustrating an operation method of the vehicle auxiliary power supply device according to the eighth embodiment of the present invention. 1 to 10 are denoted by the same reference numerals and description thereof is omitted. The configuration of the vehicle auxiliary power supply according to the eighth embodiment of the present invention is the same as that of the vehicle auxiliary power supply according to the sixth embodiment, except for the driving method. Therefore, the description of the configuration is omitted here, and only the operation method is described.
In the vehicle auxiliary power supply according to the sixth and seventh embodiments of the present invention, the load on the power converter 2a on the basic train set temporarily increases, and depending on the load, the output current exceeds the converter rating. , ACR (rated) mode. In this case, the load voltage temporarily drops. Further, since there is no converter 2 operating in the AVR mode, there is a possibility that the fluctuation of the frequency becomes large.
[0021]
Therefore, in the vehicle auxiliary power supply device according to the eighth embodiment of the present invention, when the controller 11 receives the composition combination signal and the driving state monitor 12 determines that the vehicle is on the basic composition side, the AVR The shift level from the mode to the ACR (rated) mode and the operation command in the ACR (rated) mode are increased to a value in consideration of the short-time overload rated value (S34). Further, the operation frequency in the ACR (rated) operation mode is fixed or the operation frequency range is reduced (S36). With these operations, it is possible to reduce load voltage and frequency fluctuations caused by the stoppage of power supply to the auxiliary knitting side power converter 2 during the combined operation. It is not necessary to change the operating frequency range in the ACR (rated) mode. Further, even if only the operation frequency range in the ACR (rated) mode is changed without changing the transition level from AVR to ACR (rated) mode and changing the current command value in the ACR (rated) mode. good.
In the vehicle auxiliary power supply device configured as above, the transition level from the AVR to the ACR (rated) mode, the current command value in the ACR (rated) mode, and the timing for returning the operating frequency range to the normal value are completely combined. And then after a certain time period. However, if there is a means for confirming that the power converter 2 on the auxiliary formation has returned, the signal may be used.
[0022]
In the auxiliary power supply device for a vehicle configured as described above, at the time of formation combination, the power conversion device 2 on the basic formation side temporarily increases the load 10 so that the load voltage temporarily changes with the shift from the AVR mode to the ACR mode. It can be prevented from lowering.
(Ninth embodiment)
A ninth embodiment of the present invention will be described in detail with reference to the drawings. FIG. 12 is a flowchart illustrating a method of operating the vehicle auxiliary power supply according to the ninth embodiment. 1 to 11 are denoted by the same reference numerals and description thereof is omitted.
In the vehicle auxiliary power supply device according to the ninth embodiment of the present invention, the basic composition side operation state monitor 12a and the auxiliary composition side operation state monitor 12c are connected by a low-speed line or the like, and mutually exchange phase information. It has a possible configuration. Therefore, it is possible to previously synchronize the voltage phase between the two sets at the time of coupling, and when the circuit breaker 7b between the compositions is turned on, the coupling of the compositions is completed without interruption of power supply to the load 10. (S30 → S37 → S38 → S39). After the consolidation, there will be two power converters 2 operating in the AVR mode for a while. However, since the cross current gradually occurs due to the individual difference of the power converter 2, the ACR mode is first shifted by this cross current. The power converter 2 that has reached the level shifts to the ACR mode.
[0023]
In the vehicle auxiliary power supply device configured as described above, it is possible to synchronize the voltage phases of the basic composition side and the auxiliary composition side in advance, so that there is an advantage that the power supply to the load 10 is not interrupted. .
(Tenth embodiment)
A vehicle auxiliary power supply according to a tenth embodiment of the present invention will be described in detail with reference to the drawings. FIG. 13 is a flowchart showing a method of operating the vehicle auxiliary power supply according to the tenth embodiment. 1 to 12 are denoted by the same reference numerals and description thereof is omitted. Note that the configuration is the same as that of the vehicle auxiliary power supply device according to the sixth embodiment, and only the operation method is different. Therefore, the description of the configuration is omitted here, and only the operation method is described.
The auxiliary power supply device for a vehicle according to the tenth embodiment of the present invention, when the power converter 2a shifts to the ACR (rated) mode due to the cross current generated when the trains are combined, during a certain time period, By temporarily expanding the operating frequency range, the phase synchronization operation is quickly completed (S40 → S42). When a certain period of time has elapsed after the knitting and combination, the operating frequency range is returned to normal (S41).
[0024]
In the vehicle auxiliary power supply device configured as described above, by temporarily expanding the operating frequency range, it is possible to prevent the power converter 2 from switching from the ACR mode to the AVR mode due to a temporary overvoltage. . Since the power converter 2 can be prevented from switching from the ACR mode to the AVR mode due to a temporary overvoltage, the phase synchronization operation can be performed quickly.
(Eleventh embodiment)
An auxiliary power supply device for a vehicle according to an eleventh embodiment of the present invention will be described in detail with reference to the drawings. FIG. 14 is a flowchart illustrating an operation method of the vehicle auxiliary power supply device according to the eleventh embodiment. 1 to 13 are denoted by the same reference numerals and description thereof is omitted. Note that the configuration is the same as that of the vehicle auxiliary power supply device according to the sixth embodiment, and only the operation method is different. An eleventh embodiment of the present invention will be described with reference to FIG. Its configuration is the same as that of the vehicle auxiliary power supply device according to the first embodiment, and the only difference is its driving method. Therefore, the description of the configuration is omitted here, and only the operation method is described.
In the vehicular auxiliary power supply device according to the eleventh embodiment of the present invention, when the power converter 2 operates in the AVR mode and a leading invalid component equal to or greater than a preset value flows in the converter 6 current, Sets the current command value to a value in consideration of the charging current of the filter capacitor 5 of its own device and the exciting current of the transformer 2, and shifts to the ACR (standby) mode. With this setting, the auxiliary power supply unit in the standby operation mode has almost zero current at the load bus connection point, and does not need to load other power converters 2 (S42 → S43). .
[0025]
The auxiliary power supply device for a vehicle configured as described above applies the present embodiment only when advancing current is detected in the AVR mode, but may be always applied when in the ACR (standby) mode. Good.
[0026]
【The invention's effect】
According to the present invention, an efficient vehicle auxiliary power supply device can be provided.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a vehicle auxiliary power supply device according to a first embodiment of the present invention.
FIG. 2 is a flowchart illustrating a method of operating the vehicle auxiliary power supply according to the first embodiment of the present invention.
FIG. 3 is a flowchart showing a method of operating a vehicle auxiliary power supply according to a second embodiment of the present invention.
FIG. 4 is a circuit configuration diagram of a vehicle auxiliary power supply device according to a third embodiment of the present invention.
FIG. 5 is a flowchart illustrating a method of operating a vehicle auxiliary power supply according to a third embodiment of the present invention.
FIG. 6 is a flowchart illustrating a method of operating a vehicle auxiliary power supply according to a fourth embodiment of the present invention.
FIG. 7 is a flowchart showing a method of operating a vehicle auxiliary power supply according to a fifth embodiment of the present invention.
FIG. 8 is a circuit configuration diagram of a vehicle auxiliary power supply device according to a sixth embodiment of the present invention.
FIG. 9 is a flowchart showing a method of operating a vehicle auxiliary power supply according to a sixth embodiment of the present invention.
FIG. 10 is a flowchart showing a method of operating a vehicle auxiliary power supply according to a seventh embodiment of the present invention.
FIG. 11 is a flowchart showing an operation method of an auxiliary power supply device for a vehicle according to an eighth embodiment of the present invention.
FIG. 12 is a flowchart showing a method of operating a vehicle auxiliary power supply according to a ninth embodiment of the present invention.
FIG. 13 is a flowchart showing a method of operating a vehicle auxiliary power supply according to a tenth embodiment of the present invention.
FIG. 14 is a flowchart showing a method of operating the vehicle auxiliary power supply according to the eleventh embodiment of the present invention.
[Explanation of symbols]
1: DC power supply
2 Power converter
3 ... Current detector
4 ... Filter reactor
5 ... Filter capacitor
6 ... Transformer
7 ... Circuit breaker
8 ... Voltage detector
9 Load bus
10 Load
11 ・・・ Controller
12 ・・・ Operation status monitor
13 ・・・ Inter-device circuit breaker

Claims

A plurality of power converters whose outputs are connected in parallel to each other to convert DC power to AC power and supply power to a load,
A current detector for detecting an output current of the power converter,
A circuit breaker provided on the output side of the power converter,
A voltage detector provided on the load side of the circuit breaker,
A controller for controlling the power converter,
A voltage control mode in which the controller controls the output voltage of the power converter to a predetermined voltage value based on a current value and a voltage value detected by the voltage detector and the current detector, and the current detector; Comprising two operation modes of a current control mode in which the output current of the power converter detected by is controlled to a predetermined current value to operate.
The controller, when controlling the power converter in the voltage control mode, when the current value detected by the current detector reaches a predetermined threshold current value, the controller, Switching to the current control mode to control the power converter,
The controller, when controlling the power converter in the current control mode, when the voltage value detected by the voltage detector reaches a predetermined threshold voltage value, the controller, Switching to the voltage control mode to control the power converter,
Characteristic auxiliary power supply for vehicles.

A plurality of power converters whose outputs are connected in parallel to each other to convert DC power to AC power and supply power to a load, and a cutoff provided between the power converter and the load and operated only during operation of the power converter. And a controller for controlling the power converter,
A voltage detector provided on the load side of the circuit breaker,
The controller includes: a load voltage determination unit that determines that the load voltage is within a predetermined range; and a load voltage that is determined to be outside the predetermined voltage range by the load voltage determination unit. Means for controlling and operating to a value, current determining means for determining that the output current of the power converter is within a predetermined current range, and the current determining means, whereby the power converter current has deviated from a predetermined range. Means for controlling the converter current to a predetermined current value and operating when it is determined that the vehicle is in the auxiliary power supply device.

The vehicle auxiliary power supply device according to claim 1 or 2,
The controller has means for synchronizing a phase of an output voltage of the power converter with a load voltage phase when the power converter is started,
The circuit breaker is operated after the synchronization is completed by means for synchronizing the phase of the output voltage of the power converter with the load voltage phase,
Characteristic auxiliary power supply for vehicles.

The auxiliary power supply device for a vehicle according to claim 3,
An auxiliary power supply device for a vehicle, comprising: means for setting an order of activation of the power converter.

The vehicle auxiliary power supply device according to claim 1, wherein
The controller has means for increasing a predetermined range of a load voltage and a predetermined current range of the power converter,
The means for increasing the predetermined range of the load voltage and the predetermined current range of the power converter is that the power converter and the load are used only for a certain period of time after being connected by the circuit breaker,
Characteristic auxiliary power supply for vehicles.

The vehicle auxiliary power supply according to claim 3, wherein
The controller has means for narrowing an output frequency change range of the power converter in the current control mode,
The auxiliary power supply device for a vehicle, wherein the means for narrowing the output frequency change range of the power converter is used only for a fixed time after the power converter and the load are connected by a circuit breaker.

The vehicle auxiliary power supply according to any one of claims 1 to 6,
Means for detecting in advance that the trains in which the vehicle auxiliary power supply device is operating are combined with each other;
Means for determining whether the basic knitting side or the auxiliary knitting side when the detecting means operates,
When it is determined to be the auxiliary composition side by the means for determining whether to be the basic composition side or the auxiliary composition side, after the breaker is opened, the output of the power converter is synchronized with a load voltage, and the power converter Means for closing the circuit breaker after the output and the load voltage have been synchronized,
An auxiliary power device for a vehicle, comprising:

The vehicle auxiliary power supply according to any one of claims 1 to 6,
Means for detecting in advance that the trains in which the vehicle auxiliary power supply device is operating are combined with each other;
Means for determining whether the basic knitting side or the auxiliary knitting side when the detecting means operates,
By the means for determining whether the basic knitting side or the auxiliary knitting side, if it is determined that the auxiliary knitting side, after stopping the gate of the power converter, the controller to calculate the load voltage phase, Means for restarting the gate of the power converter after the operation by the controller is completed,
An auxiliary power device for a vehicle, comprising:

The vehicle auxiliary power supply device according to claim 7 or 8,
In a period in which power is not supplied from the load knitting side to a load, the controller on the basic knitting side raises a predetermined range of a load voltage and a predetermined current range of the power converter. Power supply.

The vehicle auxiliary power supply device according to claim 7 or 8,
During the period when there is no power supply from the load knitting side to the load, the controller on the basic knitting side narrows the output frequency change range of the power converter in the current control mode. Auxiliary power supply.

The vehicle auxiliary power supply according to any one of claims 1 to 6,
Means for detecting in advance that the trains in which the vehicle auxiliary power supply device is operating are combined with each other;
An inter-device circuit breaker that connects and opens knitting units,
Means for mutually exchanging voltage phase information of another organization by a line,
Closing the inter-device circuit breaker after the voltage phase is synchronized between the formations,
Characteristic auxiliary power supply for vehicles.

The vehicle auxiliary power supply according to any one of claims 1 to 6,
Means for detecting in advance that the trains in which the vehicle auxiliary power supply device is operating are combined with each other;
Means for increasing the output frequency fluctuation range of the power converter,
A means for expanding the output frequency fluctuation range of the power conversion device for a certain period of time after the formations are combined is to widen the output frequency fluctuation range of the power conversion device,
Characteristic auxiliary power supply for vehicles.

The auxiliary power device for a vehicle according to any one of claims 1 to 12,
When the operation is performed by controlling the output current of the power converter to a predetermined current value, the charging current of the filter capacitor attached to the own power converter and the exciting current of the transformer are supplied from the own power converter. A vehicle auxiliary power supply device characterized by the above-mentioned.