JP2010220474A - Driving control device and electric rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving control device of an electric rolling stock wherein the generating AC voltage of an inverter of the electric rolling stock is increased, and thereby, the high-speed-side characteristics of an induction motor of the electric rolling stock are extended, and further, the performances of the power running and regenerating brake of the electric rolling stock are improved, in a power converter for driving the induction motor by the variable voltage and frequency type inverter. <P>SOLUTION: In the driving control device of an electric rolling stock, a DC voltage source having an energy storage device, which has a capacity capable of treating the current of flowing-in to or flowing-out from an inverter of the electric rolling stock, is inserted into the inverter in series with the inverter in the earthing side of the input of the inverter. The output voltage of the DC voltage source is controlled from zero voltage continuously, and is added to a catenary voltage, and further, is applied to the inverter. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an apparatus for controlling a power converter that drives an induction motor by a variable voltage and variable frequency inverter, and more particularly, includes a DC voltage generating means having a power storage device on the DC power supply side, and the DC voltage generating means generates the same. The present invention relates to a drive control device for a power converter that drives using electric power and an electric vehicle.

  In a so-called inverter railway vehicle that drives an induction motor by variable voltage, variable frequency (VVVF) inverter control, an all-electric stop brake that stops the railway vehicle with a braking force of only electric force without using an air brake just before stopping. It has been put into practical use.

  The fact that stopping force can be obtained only by braking with electric force without relying on air brakes is effective for vehicle maintenance, and there is no delay in starting up with air brakes. Contributes to improvement.

  As described above, since there is a considerable merit in stopping the railway vehicle with only the electric brake over the conventionally used air brake, it is possible to replace the air brake with the electric brake in the entire speed range of the railway vehicle. If possible, it is possible to obtain a great merit with respect to wear of the brake shoe.

  However, the maximum output voltage on the AC side of the induction motor in the inverter control is determined by the DC side, that is, the input voltage of the inverter, and the induction motor in the railway vehicle has a high-speed area as shown by the solid lines in FIGS. Uses the characteristic that the AC output voltage is maximized, so there is a problem that the required braking force cannot be obtained only with the brake of electric force.

  For this reason, attempts have been made to increase the braking force by increasing the voltage on the induction motor side during braking. For example, an impedance such as a resistor or a capacitor is inserted, but not only the regenerative energy at the time of braking is wasted, but also the continuity of voltage cannot be obtained. In the example disclosed in Patent Document 1, there is no waste of regenerative energy, but there is no continuity of voltage.

JP 2002-369304 A

  In view of the above circumstances, an object of the present invention is to provide a drive control device for a railway vehicle that obtains a necessary electric brake force without wasting regenerative energy and maintaining continuity of voltage.

  The said subject can be achieved by connecting an electrical storage apparatus in series in the direction which raises the direct current | flow side voltage of an inverter, and changing the voltage applied to an inverter from an electrical storage apparatus continuously.

  According to the present invention, since the characteristics of the induction motor can be expanded to the high speed side, the electric brake range can be expanded and the wear of the brake shoe can be reduced. Further, the increase in braking force is also an increase in regenerative power, and the power regeneration rate is improved, resulting in energy saving. Furthermore, the performance on the power running side can be expected to be improved by expanding the characteristics on the high speed side. Inserting a DC voltage source on the ground side of the inverter also has an effect that it is not necessary to use a high-voltage component corresponding to an overhead wire voltage as a component used for the voltage source.

FIG. 1 is an explanatory diagram of a control device for a power converter according to a first embodiment of the present invention. FIG. 2 is an explanatory diagram illustrating characteristics of the induction motor during powering of the power converter. FIG. 3 is an explanatory diagram showing the characteristics of the induction motor during braking of the power converter. FIG. 4 is an explanatory diagram showing the relationship between the overhead voltage of the power converter and the inverter input voltage. FIG. 5 is an explanatory diagram illustrating a relationship among the overhead line voltage, the DC voltage source voltage, and the inverter input voltage of the power converter according to the first embodiment of the present invention. FIG. 6 is an explanatory diagram of a power converter in which the direct current generating power supply apparatus according to the first embodiment of the present invention is inserted. FIG. 7 is an explanatory diagram of operation during powering of the power converter according to the first embodiment of the present invention in FIG. 6. FIG. 8 is an explanatory diagram of each generated voltage of the power converter of FIG. FIG. 9 is an operation explanatory diagram of the power converter according to the first embodiment of the present invention shown in FIG. 6 during regenerative braking. FIG. 10 is an explanatory diagram of each generated voltage of the power converter of FIG. FIG. 11 is an explanatory diagram of a power converter in which the DC generation power supply device according to the second embodiment of the present invention is inserted. FIG. 12 is a diagram for explaining the operation during powering of the power converter according to the second embodiment of the present invention in FIG. 11. FIG. 13 is an explanatory diagram of each generated voltage of the power converter of FIG. FIG. 14 is an operation explanatory diagram of the power converter according to the second embodiment of the present invention in FIG. 11 during regenerative braking. FIG. 15 is an explanatory diagram of each generated voltage of the power converter of FIG. FIG. 16 is an explanatory diagram illustrating selection of the capacity of the power storage device according to the second embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 shows a control apparatus for a power converter according to a first embodiment of the present invention. In FIG. 1, the DC power of the overhead line 1 is collected from the pantograph 2 and supplied to the inverter 5 via the filter reactor FL3 and the filter capacitor FC4. The inverter 5 converts it into AC power and drives the induction motor 6. A DC voltage source 10 having a power storage device 11 is inserted on the ground side of the inverter 5 to generate a DC voltage. The current is returned to the track via the wheel 7. The above operation is a case of power running of a railway vehicle. In the case of a brake, the induction motor 6 functions as a generator and regenerates electric power to the overhead line 1 side. Therefore, the DC voltage source 10 controls the current flowing in the inverter 5 in both the inflow and outflow directions.

  The general characteristics of induction motors in railway vehicles are shown in FIGS. 2 shows the case of power running, and FIG. 3 shows the case of brake. FIG. 3 is a reverse characteristic diagram for comparison with power running. In a normal power converter in which the DC voltage source 10 is not inserted as shown in FIG. 4, the overhead line voltage Es≈the inverter input voltage Ei, and the characteristics shown by the solid lines in FIGS.

  Therefore, as in the first embodiment of the present invention, the DC voltage source 10 is inserted on the input side of the inverter, and the output voltage Ed of the DC voltage source 10 is added to the overhead wire voltage Es as shown in FIG. If controlled, the inverter input voltage Ei = Es + Ed. As shown by the dotted lines in the characteristics of FIGS. 2 and 3, the AC voltage generated by the induction motor 6 is increased by ΔEm as a result of the increase of the input voltage to the inverter. In addition, the current / torque characteristics expand to the high speed side. Therefore, when the DC voltage is increased, the power processed by the inverter is also increased, and regenerative power larger than usual can be obtained during braking.

  In a railway vehicle, it is convenient that the output voltage of the DC voltage source 10 can be continuously controlled from zero. A specific example using such a voltage source that outputs a DC voltage is shown in FIG.

  In FIG. 6, the description of what is common with FIG. 1 is omitted. Although not shown in FIG. 1, there are other railway vehicles and substations that absorb regenerative energy between the overhead wire 1 and the wheels 7, which are represented by 8.

  The power storage device 11 is a chargeable / dischargeable energy storage device. A switching element 21 is connected to the positive electrode side, a switching element 22 is connected to the negative electrode side, and the switching elements 21 and 22 are connected in series. Further, flywheel diodes 31 and 32 are connected in parallel to the switching elements 21 and 22, respectively. The midpoints of the switching elements 21 and 22 and the midpoints of the flywheel diodes 31 and 32 are connected, and are connected to the ground side of the inverter 5 via the reactor 41. The positive electrode side of the power storage device 11 is connected to the wheel 7.

  Here, when one of the switching elements is always turned off and the other switching element is turned on and off, a chopping voltage is generated at the midpoint between the switching element and the diode. If this chopping voltage is smoothed, a DC voltage can be obtained, and this DC voltage is added to the overhead wire voltage and applied to the inverter 5. The DC voltage can be varied continuously from zero by controlling the chopping cycle (conduction rate) of the switching element.

  The operation of FIG. 6 will be described in detail below. FIG. 7 shows the operating state during power running. In FIG. 7, when the switching element 21 is always turned off and the switching element 22 is turned on, a current flows through a path through the reactor 41, the switching element 22, and the power storage device 11 as indicated by a solid line. As shown by a solid line in FIG. 8, the voltage (−) Eb of the power storage device 11 is output.

  When the switching element 22 is turned off while the switching element 21 remains off, a current flows as shown by a dotted line through the reactor 41 and the flywheel diode 31, and the potential at the point (A) becomes zero as shown by a dotted line in FIG. . Thus, the chopping voltage having the magnitude of the voltage Eb of the power storage device 11 is generated by turning on and off the switching element 22. The voltage Ed obtained by smoothing the chopping voltage by the reactor 41 and the filter capacitor 4 is added to the overhead wire voltage Es to become the input voltage Ei of the inverter 5. The generated voltage Ed can be continuously changed in magnitude by controlling the chopping current ratio of the switching element 22. Therefore, the magnitude of the generated voltage and the insertion / removal of the voltage can be performed at an arbitrary timing.

  FIG. 9 shows the operating state during braking. During braking, the switching element 22 is always turned off. If the switching element 21 is turned off, current flows from the power storage device 11 through the flywheel diode 32 and the reactor 41 along the path indicated by the solid line, and the voltage ( -) Eb appears.

  Next, when the switching element 21 is turned on, a current flows through the switching element 21 and the reactor 41 as indicated by a dotted line, and the potential at the point (A) becomes zero as indicated by a dotted line in FIG. As described above, in the case of a brake, a chopping voltage can be generated as shown in FIG.

  Similar to power running, this voltage is also smoothed by the reactor 41 and the filter capacitor 4 to become the voltage Ed, which is applied to the voltage generated by the inverter 5 and the regenerative power to the overhead wire side increases more than usual, so that a larger electric brake force can be obtained. It will be. The effect is the same whether the reactor 41 is connected to either the inverter 5 side or the wheel 7 side.

の関係になり、（１）、（２）より

となるので、チョッピング通流率γの制御により、インバータへ加算する電圧Ｅｄと蓄電装置の電流Ｉｂが選択される。 Here, the relationship between the voltage Ed generated by the DC voltage source and the inflow / outflow current to the inverter 5 will be determined. When the output voltage of the power storage device 11 is represented by Eb, the current of the power storage device 11 is represented by Ib, the direct current of the inverter 5 is represented by Ii, and the chopping current ratio of the switching elements 21 and 22 is represented by γ.

From (1) and (2)

Therefore, the voltage Ed to be added to the inverter and the current Ib of the power storage device are selected by controlling the chopping conduction ratio γ.

で制限されることになる。 In general, since the conduction ratio γ ≦ 1, the voltage Ed to be added is equal to or lower than the voltage Eb of the power storage device 11,

Will be limited.

  About the capacity | capacitance of the electrical storage apparatus 11, the capacity | capacitance should just satisfy | fill the ratio borne by an electrical storage apparatus with respect to the energy in the speed range which expands a characteristic.

となる。蓄電装置で負担する電圧の最大値は、通流率≒１の場合を考えると、バッテリ電圧Ｅｂとしてよいので、蓄電装置の容量の最大値Ｂｂｍａｘは、

でほぼあらわせる。従って蓄電装置１１の容量は（６）式を満足する容量であればよい。 As shown in FIG. 16, it is assumed that the speed to be expanded is vh, and the speed at which voltage addition by the power storage device is not required is vl. The energy Bv between vh and vl is M if the weight of the railway vehicle is

It becomes. The maximum value of the voltage borne by the power storage device may be the battery voltage Eb, considering the case where the conduction ratio is approximately 1. Therefore, the maximum value Bbmax of the capacity of the power storage device is

It almost shows up. Therefore, the capacity of the power storage device 11 only needs to satisfy the expression (6).

  As another feature of the present embodiment, since the power storage device 11 is connected to both ends of the switching elements 21 and 22 and both ends of the flywheel diodes 31 and 32, these withstand voltage performances are not applied voltages to the inverter. The pressure resistance performance corresponding to the power storage device 11 may be sufficient. When a DC voltage source is inserted on the positive side of the inverter, the elements used for the DC voltage source need to have the same breakdown voltage performance as the inverter. However, in this embodiment, the withstand voltage performance of the element according to the added voltage is sufficient, and there is an effect that standardization and miniaturization can be achieved.

  Another embodiment of the present invention will be described. FIG. 11 shows an example using another voltage source capable of outputting a DC voltage. The configuration of the DC voltage source in FIG. 11 is substantially the same as that in FIG. 6, but the positive electrode side of the power storage device 11 is connected to the ground side of the inverter 5, and the switching elements 21 and 22 and the flywheel diodes 31 and 32 are The output terminal of the reactor 41 is connected to the wheel 7.

  The operation of FIG. 11 will be described in detail below. FIG. 12 shows the operating state during powering. In FIG. 12, when the switching element 22 is always turned off and the switching element 21 is turned on, a current flows through the path through the switching element 21 and the reactor 41 as shown by a solid line, and when the switching element 21 is turned off, it is shown by a dotted line. Thus, a current flows through the power storage device 11, the flywheel diode 32, and the reactor 41. Even in the case of the present embodiment, a chopping voltage can be obtained at the point (A) as shown in FIG. 13 by the on / off operation of the switching element 21.

  FIG. 14 shows the operating state during braking. Here, the switching element 21 is always off. If the switching element 22 is turned off, a current flows through a path indicated by a solid line through the reactor 41 and the flywheel diode 31, and when the switching element 22 is turned on, a dotted line passes through the reactor 41, the switching element 22, and the power storage device 11. Current flows as shown by. Therefore, also in this case, a chopping voltage can be obtained at point (A) as shown in FIG. Therefore, also in the embodiment of FIG. 11, the same effect as that of the embodiment of FIG. 6 can be obtained.

  As described above, the vehicle performance can be improved in this embodiment.

DESCRIPTION OF SYMBOLS 1 Overhead line 2 Pantograph 3 Filter reactor 4 Filter capacitor 5 Inverter 6 Induction motor 7 Wheel 8 Other trains, substations, etc. 10 DC voltage source device 11 Power storage device 21 Switching element 22 Switching element 31 Flywheel diode 32 Flywheel diode 41 Reactor

Claims (12)

An inverter capable of decelerating the electric vehicle by generating regenerative power in an electric motor for driving the electric vehicle;
A capacitor for smoothing the DC side voltage of the inverter;
A power storage device inserted in series in the direction of increasing the DC side voltage of the inverter on the DC side of the inverter;
Switch means connected in parallel with the power storage device;
Chopping control means for continuously changing the voltage applied from the storage means to the inverter by controlling the conduction rate of the chopping operation of the switch means when the electric vehicle is decelerated. Drive control device. The drive control apparatus according to claim 1,
The power storage device and the switch means are connected to the ground side of the inverter. The drive control apparatus according to claim 1 or 2,
A drive control device comprising a reactor connected to the inverter side or the other side of a connection point between the power storage device and the switch means to smooth a chopping voltage. An inverter capable of decelerating the electric vehicle by generating regenerative power in an electric motor for driving the electric vehicle;
A capacitor for smoothing the DC side voltage of the inverter;
A power storage device inserted in series in the direction of increasing the DC side voltage of the inverter on the DC side of the inverter;
Switch means connected in series with the power storage device;
A bypass circuit connected in parallel with the power storage device and the switch means;
Chopping control means for continuously changing the voltage applied from the storage means to the inverter by controlling the conduction rate of the chopping operation of the switch means when the electric vehicle is decelerated. Drive control device. The drive control apparatus according to claim 4,
The power storage device, the switch means, and the bypass circuit are connected to the ground side of the inverter. In the drive control device according to claim 4 or 5,
A drive control device comprising a reactor connected to the inverter side or the other side of a connection point between the power storage device and the bypass circuit to smooth a chopping voltage. An electric motor capable of driving an electric vehicle, an inverter that generates regenerative power in the electric motor and applies an electric brake;
A power storage device inserted in series in the direction of increasing the DC side voltage of the inverter on the DC side of the inverter;
A switching element connected in parallel to the power storage device,
An electric vehicle characterized in that a voltage applied from the storage means to the inverter is continuously changed by controlling a conduction rate of a chopping operation of the switching element. The electric vehicle according to claim 7,
The electric vehicle, wherein the power storage device and the switching element are connected to a ground side of the inverter. The electric vehicle according to claim 7 or 8,
An electric vehicle comprising a reactor connected to the inverter side or the other side of a connection point between the power storage device and the switching element to smooth a chopping voltage. An electric motor capable of driving an electric vehicle;
An inverter that generates regenerative power in the electric motor and applies an electric brake when the electric vehicle decelerates;
A power storage device inserted in series in the direction of increasing the DC side voltage of the inverter on the DC side of the inverter;
A switching element connected in series to the power storage device;
An electric vehicle characterized in that a voltage applied from the storage means to the inverter is continuously changed by controlling a conduction rate of a chopping operation of the switching element. The electric vehicle according to claim 10,
The electric storage device, the switching element, and the bypass circuit are connected to a ground side of the inverter. The electric vehicle according to claim 10 or 11,
An electric vehicle comprising a reactor connected to the inverter side or the other side of a connection point between the power storage device and the bypass circuit to smooth a chopping voltage.

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