JP2006288085A - Electric vehicle controller - Google Patents

Electric vehicle controller Download PDF

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JP2006288085A
JP2006288085A JP2005105186A JP2005105186A JP2006288085A JP 2006288085 A JP2006288085 A JP 2006288085A JP 2005105186 A JP2005105186 A JP 2005105186A JP 2005105186 A JP2005105186 A JP 2005105186A JP 2006288085 A JP2006288085 A JP 2006288085A
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electric vehicle
converter
edlc
inverter
vehicle control
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Takeshi Koga
猛 古賀
Hajime Yamamoto
肇 山本
Yukio Kadota
行生 門田
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Toshiba Corp
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Toshiba Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric vehicle controller with reduced size and weight by reducing the load to environment. <P>SOLUTION: This electric vehicle controller is equipped with a fuel cell which generates power, a first converter which controls the output of an autonomous power source, an auxiliary power unit which is connected with the above fuel cell and converts the power supplied from the above fuel cell and supplies it to an air conditioner and an illuminator, an EDLC which performs the charge and discharge of the power supplied from the above first converter, a second converter which controls the input voltage of an inverter, on the basis of the voltage of the above accumulating device, an inverter which converts the power supplied from the above second converter, and a main motor which is driven with the power supplied from the above inverter. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、電気車制御装置に関する。 The present invention relates to an electric vehicle control device.

従来の電気車制御装置について、図を参照し詳細に説明する。図○は、従来の電気車制御装置のブロック図である。   A conventional electric vehicle control device will be described in detail with reference to the drawings. FIG. 1 is a block diagram of a conventional electric vehicle control device.

従来の電気車制御装置は、ディーゼル発電機２０、制御整流器２１、バッテリー２２、コンバータ２３、インバータ２４から構成されていた。   The conventional electric vehicle control device is composed of a diesel generator 20, a control rectifier 21, a battery 22, a converter 23, and an inverter 24.

従来の電気車制御装置において、ディーゼル発電機２０は、制御整流器２１と直列接続される。ディーゼル発電機２０と制御整流器２１からなる直列回路は、インバータ２４と接続される。バッテリー２２は、コンバータ２３と直列接続される。バッテリー２２とコンバータ２３からなる直列回路は、インバータ２４と接続される。   In the conventional electric vehicle control device, the diesel generator 20 is connected in series with the control rectifier 21. A series circuit composed of the diesel generator 20 and the control rectifier 21 is connected to the inverter 24. Battery 22 is connected in series with converter 23. A series circuit including the battery 22 and the converter 23 is connected to the inverter 24.

このように構成された従来の電気車制御装置は、力行時には、ディーゼル発電機２０による発電、若しくはバッテリー２３から放電された電力を、制御整流器２１及びインバータ２４が変換し、主電動機（図示しない）に供給する。回生時には、回生電力をコンバータ２３が変換し、コンバータ２３により変換された電力をバッテリー２２が貯蔵していた。 In the conventional electric vehicle control device configured as described above, during power running, the control rectifier 21 and the inverter 24 convert the electric power generated by the diesel generator 20 or the electric power discharged from the battery 23, and the main electric motor (not shown). To supply. During regeneration, the converter 23 converts the regenerative power, and the battery 22 stores the power converted by the converter 23.

このように構成された従来の電気車制御装置は、力行時はディーゼル発電機２０が発電した電力とバッテリー２２に蓄えられた電力によって駆動することができた。
特開２００３−１６４００３号公報 The conventional electric vehicle control device configured as described above can be driven by the electric power generated by the diesel generator 20 and the electric power stored in the battery 22 during power running.
JP 2003-164003 A

しかしながら、従来の電気車制御装置のディーゼル発電機２０は、排気ガスを発生させるため、環境保護の観点からは好ましくないという問題がある。 However, since the diesel generator 20 of the conventional electric vehicle control device generates exhaust gas, there is a problem that it is not preferable from the viewpoint of environmental protection.

上記課題を解決するために、ディーゼル発電機２０を燃料電池に置き換え、環境に対する負荷を減らすという方法が、近年考案されている。しかし、ディーゼル発電機２０の出力と同程度の出力を燃料電池で確保しようとすると、燃料電池の大きさが非常に大きくなってします。 In order to solve the above problems, a method has been devised in recent years in which the diesel generator 20 is replaced with a fuel cell to reduce the environmental load. However, if you try to secure the same output as the output of the diesel generator 20 with the fuel cell, the size of the fuel cell will become very large.

そこで、本発明は、環境に対する負荷を低減し、小型・軽量化が可能な電気車制御装置を提供することを目的とする。 Therefore, an object of the present invention is to provide an electric vehicle control device that can reduce the load on the environment and can be reduced in size and weight.

上記課題は、電力を発電する燃料電池と、前記自律電源の出力を制御する第１のコンバータと、前記燃料電池と接続され、前記燃料電池から供給された電力を変換し、電気車内の空調機器や照明機器に電力を供給する補助電源装置と、前記第１のコンバータから供給された電力の充放電を行うＥＤＬＣと、前記ＥＤＬＣの電圧を基準にインバータ入力電圧を制御する第２のコンバータと、前記第２のコンバータから供給された電力を変換するインバータと、前記インバータから供給される電力により駆動する主電動機とを備えたことによって達成することができる。   An object of the present invention is to provide a fuel cell that generates electric power, a first converter that controls the output of the autonomous power source, and an air conditioner in an electric vehicle that is connected to the fuel cell and converts electric power supplied from the fuel cell. And an auxiliary power supply for supplying power to lighting equipment, an EDLC for charging / discharging the power supplied from the first converter, a second converter for controlling an inverter input voltage based on the voltage of the EDLC, This can be achieved by including an inverter that converts the power supplied from the second converter and a main motor that is driven by the power supplied from the inverter.

本発明により、環境に対する負荷を低減し、小型・軽量化が可能な電気車制御装置を提供することができる。 According to the present invention, it is possible to provide an electric vehicle control apparatus that can reduce the environmental load and can be reduced in size and weight.

（第1の実施の形態）
本発明に基づく第１の実施の形態の電気車制御装置について、図を参照し詳細に説明する。図１は、本発明に基づく第１の実施の形態の電気車制御装置の構成図である。図２は、本発明に基づく第１の実施の形態の電気車制御装置のブロック図である。図３は、本発明に基づく第１の実施の形態の電気車制御装置の第１のコンバータの構成図である。 (First embodiment)
An electric vehicle control apparatus according to a first embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a configuration diagram of an electric vehicle control apparatus according to a first embodiment based on the present invention. FIG. 2 is a block diagram of the electric vehicle control device according to the first embodiment of the present invention. FIG. 3 is a configuration diagram of a first converter of the electric vehicle control device according to the first embodiment of the present invention.

本発明に基づく第１の実施の形態の電気車制御装置は、燃料電池１、燃料電池１の出力を制御し一定の出力を行う第１のコンバータ２、コンバータ２の制御を行うコンバータ制御装置２ａ、コンバータ２から供給された電力を貯蔵し、貯蔵した電力を負荷へ供給する電気二重層キャパシタ３（以後、「ＥＤＬＣ３」と記載する）、ＥＤＬＣ３の電圧を基準にインバータ入力電圧を制御する第２のコンバータ４及びコンバータ４の制御を行うコンバータ制御装置４ａ、主電動機の制御をするインバータ５及びインバータの制御を行うインバータ制御装置５ａ、主電動機６、空調機器や照明機器に電力を供給する補助電源装置１０（以後、「ＳＩＶ１０」と記載する）から構成されている。   The electric vehicle control device according to the first embodiment of the present invention includes a fuel cell 1, a first converter 2 that controls the output of the fuel cell 1 to perform a constant output, and a converter control device 2a that controls the converter 2. , An electric double layer capacitor 3 (hereinafter referred to as “EDLC3”) that stores the electric power supplied from the converter 2 and supplies the stored electric power to a load, and a second that controls the inverter input voltage based on the voltage of the EDLC3. Converter 4 and converter control device 4a for controlling converter 4, inverter 5 for controlling the main motor, inverter control device 5a for controlling the inverter, main motor 6, auxiliary power supply for supplying power to air conditioning equipment and lighting equipment The apparatus 10 (hereinafter referred to as “SIV10”) is configured.

このように構成された電気車制御装置において、燃料電池１は、コンバータ２と直列接続される。コンバータ２には、ＥＤＬＣ３接続される。ＥＤＬＣ３には、コンバータ４が接続される。コンバータ４にはインバータ５が接続される。インバータ５には、主電動機６が接続される。ＳＩＶ１０の入力側は、燃料電池１と接続され、ＳＩＶ１０の出力側は空調機器や照明機器と接続されている。 In the electric vehicle control apparatus configured as described above, the fuel cell 1 is connected in series with the converter 2. The converter 2 is connected to the EDLC 3. A converter 4 is connected to the EDLC 3. An inverter 5 is connected to the converter 4. A main motor 6 is connected to the inverter 5. The input side of the SIV 10 is connected to the fuel cell 1, and the output side of the SIV 10 is connected to an air conditioner and a lighting device.

このように構成された電気車制御装置において、燃料電池１は、第１のコンバータ２とＳＩＶ１０に電力を供給する。第１のコンバータ２は、燃料電池１から供給された電力を変換し、一定の電力をＥＤＬＣ３に供給する。コンバータ2はEDLC３が十分に充電された時点（ＥＤＬＣ３の電圧から求めまれるＥＤＬＣ３の充電量が所定値を超えた場合）では運転を停止し、過充電からの保護を行なう。ＥＤＬＣ３は、自機に蓄えられた電力をコンバータ４に供給する。コンバータ４は、EDLC3の電圧を昇圧し、一定の電圧に保ち、インバータ５に供給する。インバータ５が力行の動作をするとインバータ５の入力電圧は低下に向かうが、コンバータ４の制御により、この電圧を一定にする電力をインバータ５に移行させる。回生時は逆にインバータ５の入力電圧が上昇に向かうが、コンバータ４はこの電圧を一定にする電力をEDLC３に移行し充電する。この際EDLC３が十分充電された電圧になればコンバータ４は停止する。同時に燃料電池から充電していたコンバータ２も停止し、充電を止める。ＳＩＶ１０は、燃料電池１から供給される電力を変換し、空調機器や照明機器に電力を供給する。 In the electric vehicle control apparatus configured as described above, the fuel cell 1 supplies power to the first converter 2 and the SIV 10. The first converter 2 converts the power supplied from the fuel cell 1 and supplies constant power to the EDLC 3. The converter 2 stops operation when the EDLC 3 is sufficiently charged (when the charge amount of the EDLC 3 obtained from the voltage of the EDLC 3 exceeds a predetermined value), and protects from overcharge. The EDLC 3 supplies power stored in the own device to the converter 4. Converter 4 boosts the voltage of EDLC 3, maintains it at a constant voltage, and supplies it to inverter 5. When the inverter 5 performs a power running operation, the input voltage of the inverter 5 tends to decrease, but the electric power that makes this voltage constant is transferred to the inverter 5 under the control of the converter 4. Conversely, during regeneration, the input voltage of the inverter 5 goes up, but the converter 4 transfers the electric power for making this voltage constant to the EDLC 3 and charges it. At this time, if the EDLC 3 reaches a sufficiently charged voltage, the converter 4 stops. At the same time, the converter 2 charged from the fuel cell is also stopped, and charging is stopped. SIV10 converts the electric power supplied from the fuel cell 1, and supplies electric power to an air conditioner or lighting equipment.

このように構成された電気車制御装置において、電気車が力行時に、主電動機６から要求される電力が、燃料電池１の出力より数倍大きな負荷変動である場合には、EDLC３に蓄積されている電力を主電動機６からの要求に従って、第２のコンバータ４に供給する。EDLC３の電圧はコンバータ４の昇圧モードでインバータ５の入力電圧をある電圧に制御する。そのため、主電動機６からの大きな電力の要求があっても、コンバータ４の制御により、インバータ５の入力電圧は維持される。また、電気車が回生時にも、インバータ５の入力電圧を一定にするように制御するので、回生電力をEDLC３に充電することが出来る（図２及び図４参照）。つまり、第２のコンバータ４は、電気車が力行時にはＥＤＬＣ３の放電電流を制御し前記インバータ５への入力電圧を一定の電圧に制御し、電気車が回生時には、ＥＤＬＣ３への充電電流をせいぎょすることで前記インバータ５への入力電圧を一定の電圧に制御する。尚、コンバータ４の昇降圧チョッパの制御により、インバータの入力電圧が自由に選択できることから力行では７５０Vに制御、回生では１０００Vに制御する。 In the electric vehicle control device configured as described above, when the electric vehicle is powered, the power required from the main motor 6 is a load fluctuation several times larger than the output of the fuel cell 1, and is accumulated in the EDLC 3. The supplied electric power is supplied to the second converter 4 in accordance with a request from the main motor 6. The voltage of the EDLC 3 controls the input voltage of the inverter 5 to a certain voltage in the boost mode of the converter 4. Therefore, the input voltage of the inverter 5 is maintained by the control of the converter 4 even when there is a demand for large electric power from the main motor 6. Further, since the input voltage of the inverter 5 is controlled to be constant even when the electric vehicle is regenerating, the regenerative power can be charged to the EDLC 3 (see FIGS. 2 and 4). In other words, the second converter 4 controls the discharge current of the EDLC 3 when the electric vehicle is powered and controls the input voltage to the inverter 5 to a constant voltage, and the charging current to the EDLC 3 is controlled when the electric vehicle is regenerated. Thus, the input voltage to the inverter 5 is controlled to a constant voltage. In addition, since the input voltage of the inverter can be freely selected by the control of the step-up / step-down chopper of the converter 4, the power running is controlled to 750V, and the regeneration is controlled to 1000V.

一般的に、入力電源が一定なインバータ装置では、高速域でのブレーキでその運動エネルギーを電気にすべて帰ることができず、一部は機械ブレーキの作用を強いられている。それに対して、本実施の形態の電気車制御装置は、回生時のインバータ入力電圧の上昇は高速からの全電力回生または近い値を実現するので、高効率化が可能となる。   In general, an inverter device with a constant input power source cannot return all of its kinetic energy to electricity by braking in a high speed range, and some of them are forced to act as mechanical brakes. On the other hand, in the electric vehicle control apparatus according to the present embodiment, the increase in the inverter input voltage during regeneration realizes full power regeneration from a high speed or a close value, so that high efficiency can be achieved.

本実施の形態のコンバータ２は、図３に示すように、入力側には逆Ｌ形ＬＣフィルタ（リアクトル７、コンデンサ９）をもち、後段に降圧チョッパと昇圧チョッパ（リアクトル７、半導体素子、ダイオード１１等から構成される）と備える。前記ＥＤＬＣの充電が入力電圧まで充電され、昇圧チョッパ領域で動作する際は逆ＬＣ形ＬＣフィルタとそれに直列接続されたスイッチデバイスは接触器で短絡して損失を少なくすることもできる。 As shown in FIG. 3, converter 2 of the present embodiment has an inverted L-type LC filter (reactor 7, capacitor 9) on the input side, and a step-down chopper and a step-up chopper (reactor 7, semiconductor element, diode) at the subsequent stage. 11). When the EDLC is charged to the input voltage and operates in the step-up chopper region, the inverse LC type LC filter and the switch device connected in series with the LCLC can be short-circuited by a contactor to reduce loss.

コンバータ２の制御装置２ａは燃料電池１の電圧と駆動回路への出力電流を入力し、その出力を計算する。この実出力は予め設定している基準出力Pとの比較で動作し、Pの電力がEDLCに充電される。したがって燃料電池の出力は補助電源で使用する電力にPの電力が加算される。 The control device 2a of the converter 2 inputs the voltage of the fuel cell 1 and the output current to the drive circuit, and calculates the output. This actual output operates by comparison with a preset reference output P, and the electric power of P is charged in the EDLC. Therefore, as for the output of the fuel cell, the power of P is added to the power used by the auxiliary power source.

一般に鉄道車両は留置時には制御用の１００Vバッテリ以外は無電圧にする。したがって初起動時にはEDLC3は電圧が０Vの状態であり、ＥＤＬＣの充電量は所定値よりも低くなっている。この場合、燃料電池１を動作させ、コンバータ２は燃料電池１の電力を降圧動作でＥＤＬＣ３の充電をはじめる。充電が進み、ＥＤＬＣ３の電圧が燃料電池１の出力電圧相当になると、動作モードを昇圧モードに切り替えて充電を継続し設定の電圧までその動作を続ける。この動作が初動時の準備動作となり、これが確立すると、走行準備完了となる。つまり、初起動時にはEDLC３の充電状況を確認し、不足している場合は十分に充電する動作を行なう。ここまでの動作を短時間で達成する必要がある場合は停電コンバータ２の定電力制御基準値を選ぶことで、急速充電モードに切り替えることもできる。電気車の起動時には、通常の運転モードと定電力制御基準値を選ぶ初期充電のモードを切り替えることが好ましい。 Generally, when a railway vehicle is detained, no voltage is applied except for a control 100V battery. Therefore, when EDLC3 is initially activated, the voltage is 0 V, and the amount of charge of EDLC is lower than a predetermined value. In this case, the fuel cell 1 is operated, and the converter 2 starts charging the EDLC 3 by reducing the power of the fuel cell 1. When the charging proceeds and the voltage of the EDLC 3 becomes equivalent to the output voltage of the fuel cell 1, the operation mode is switched to the boosting mode, the charging is continued, and the operation is continued up to the set voltage. This operation is a preparatory operation at the time of initial movement, and when this is established, preparation for traveling is completed. In other words, the charging state of the EDLC 3 is checked at the time of initial startup, and if it is insufficient, an operation of fully charging is performed. When it is necessary to achieve the operation up to this point in a short time, the constant power control reference value of the power failure converter 2 can be selected to switch to the quick charge mode. When the electric vehicle is started, it is preferable to switch between the normal operation mode and the initial charging mode for selecting the constant power control reference value.

本発明に基づく第１の実施の形態の電気車制御装置は、燃料電池１の出力が、インバータ５の入力電圧までに2段のコンバータを介しているので、出力電圧が低いという特性を持つ燃料電池１と入力電圧は適度な高電圧の方が装置構成にとって好ましいという特性を持つインバータ５とを同じシステム内に組み入れることが出来る。 In the electric vehicle control apparatus according to the first embodiment of the present invention, since the output of the fuel cell 1 passes through the two-stage converter until the input voltage of the inverter 5, the fuel having the characteristic that the output voltage is low. The battery 1 and the inverter 5 having a characteristic that a moderately high input voltage is preferable for the device configuration can be incorporated in the same system.

本実施の形態の電気車制御装置は、燃料電池１の出力は化学反応による出力でありすばやい出力変化は難しいという特性にも、コンバータ２の制御により、数分という短時間の単位で見て一定出力にすること可能であるので、燃料電池を安定に使用する事ができる。 The electric vehicle control apparatus according to the present embodiment has a characteristic that the output of the fuel cell 1 is an output due to a chemical reaction and a quick change in output is difficult. Since the output can be made, the fuel cell can be used stably.

このように構成された電気車制御装置は、環境に対する負荷を低減し、小型・軽量化が可能となる。 The electric vehicle control device configured as described above can reduce the environmental load, and can be reduced in size and weight.

本発明に基づく第１の実施の形態の電気車制御装置の構成図である。It is a block diagram of the electric vehicle control apparatus of 1st Embodiment based on this invention. 本発明に基づく第１の実施の形態の電気車制御装置のブロック図である。It is a block diagram of the electric vehicle control apparatus of 1st Embodiment based on this invention. 本発明に基づく第１の実施の形態の電気車制御装置の第１のコンバータのブロック図である。It is a block diagram of the 1st converter of the electric vehicle control apparatus of 1st Embodiment based on this invention. 本発明に基づく第１の実施の形態の電気車制御装置の走行状況とＥＤＬＣに入出力される電力量を示した図である。It is the figure which showed the driving condition of the electric vehicle control apparatus of 1st Embodiment based on this invention, and the electric energy input / output to EDLC. 従来の電気車制御装置の構成図である。It is a block diagram of the conventional electric vehicle control apparatus.

符号の説明Explanation of symbols

１ 燃料電池
２ 第１のコンバータ
３ ＥＤＬＣ（電気二重層キャパシタ）
４ 第２のコンバータ
５ インバータ
６ 主電動機
７ リアクトル
８ 半導体素子
９ コンデンサ
１０ ＳＩＶ
１１ ダイオード
２０ ディーゼル発電機
２１ 制御整流器
２２ バッテリー
２３ コンバータ
２４ インバータ 1 Fuel Cell 2 First Converter 3 EDLC (Electric Double Layer Capacitor)
4 Second converter 5 Inverter 6 Main motor 7 Reactor 8 Semiconductor element 9 Capacitor 10 SIV
11 Diode 20 Diesel generator 21 Control rectifier 22 Battery 23 Converter 24 Inverter

Claims (6)

電力を発電する燃料電池と、
前記自律電源の出力を制御する第１のコンバータと、
前記燃料電池と接続され、前記燃料電池から供給された電力を変換し、電気車内の空調機器や照明機器に電力を供給する補助電源装置と、
前記第１のコンバータから供給された電力の充放電を行うＥＤＬＣと、
前記ＥＤＬＣの電圧を基準にインバータ入力電圧を制御する第２のコンバータと、
前記第２のコンバータから供給された電力を変換するインバータと、
前記インバータから供給される電力により駆動する主電動機とを備えたことを特徴とする電気車制御装置。 A fuel cell for generating electric power;
A first converter for controlling the output of the autonomous power source;
An auxiliary power supply device connected to the fuel cell, converting power supplied from the fuel cell, and supplying power to an air conditioner or lighting device in an electric vehicle;
EDLC that charges and discharges the power supplied from the first converter;
A second converter for controlling an inverter input voltage based on the voltage of the EDLC;
An inverter that converts electric power supplied from the second converter;
An electric vehicle control device comprising: a main motor driven by electric power supplied from the inverter. 前記請求項１記載の電気車制御装置において、
前記第１のコンバータは、前記燃料電池の出力を一定に制御しすることを特徴とする電気車制御装置。 In the electric vehicle control device according to claim 1,
The electric vehicle control device, wherein the first converter controls the output of the fuel cell to be constant. 前記請求項２記載の電気車制御装置において、
前記第２のコンバータは、電気車が力行時には前記インバータへの入力電圧を一定の電圧にするように前記ＥＤＬＣの放電電流を制御し、電気車が回生時には、前記インバータへの入力電圧を一定の電圧にするように前記ＥＤＬＣの充電電流を制御することを特徴とする電気車制御装置。 In the electric vehicle control device according to claim 2,
The second converter controls the discharge current of the EDLC so that the input voltage to the inverter is a constant voltage when the electric vehicle is powered, and the input voltage to the inverter is constant when the electric vehicle is regenerated. An electric vehicle control device that controls a charging current of the EDLC so as to be a voltage. 前記請求項１乃至請求項３記載の電気車制御装置において、
前記ＥＤＬＣの充電量が所定値を超えた場合には、前記第１及び第２のコンバータは停止することを特徴とする電気車制御装置。 In the electric vehicle control device according to any one of claims 1 to 3,
The electric vehicle control device according to claim 1, wherein when the charge amount of the EDLC exceeds a predetermined value, the first and second converters are stopped. 前記請求項１乃至請求項４記載の電気車制御装置において、
電気車が力行動作時に、前記ＥＤＬＣの充電量が所定値以下である場合には、前記第１のコンバータにより前記ＥＤＬＣを充電し前記第２のコンバータは停止することを特徴とする電気車制御装置。 In the electric vehicle control device according to any one of claims 1 to 4,
When the electric vehicle is in a power running operation, if the charge amount of the EDLC is equal to or less than a predetermined value, the EDLC is charged by the first converter and the second converter is stopped. . 前記請求項１乃至請求項５記載の電気車制御装置において、
電気車が回生動作時に、前記ＥＤＬＣの充電量が所定値を超えた場合には、前記第１のコンバータと前記第２のコンバータの動作を停止することを特徴とする電気車制御装置。 In the electric vehicle control device according to any one of claims 1 to 5,
When the electric vehicle is in a regenerative operation, when the charge amount of the EDLC exceeds a predetermined value, the operation of the first converter and the second converter is stopped.
JP2005105186A 2005-03-31 2005-03-31 Electric vehicle controller Pending JP2006288085A (en)

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