JP2014072905A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control device capable of determining a trouble in a current detector part for detecting earth fault.SOLUTION: A vehicular control device of an embodiment includes: a current detector 11 provided between a converting part 9 for converting the electric power from a power supply 1 and a ground 7a of the converting part 9; and a control part 20 for detecting a trouble of the current detector 11 according to a current value obtained from the current detector 11 and the information on the operating condition of the converting part 9. Further the control device includes a simulated current output part 26 for outputting a simulated current, and a trouble of the current detector 11 and an input current detecting part 22 for detecting a current of the current detector 11 is detected according to the output condition of the simulated current and the operating condition of the converting part 9.

Description

Embodiments described herein relate generally to a vehicle control device.

Generally, in a railway vehicle, current is collected from an overhead line by a current collector, is transformed through a circuit breaker, is transformed by a main transformer, and power is supplied to the power converter. The power converter is turned on and off by a contactor. The power converter supplies electric power to the electric motor, and the electric motor generates a driving force to run the vehicle.

The current detector detects a current flowing between the main circuit unit ground point in the power converter and the power converter ground. When a ground fault occurs, the ground fault detection means determines whether or not the current detected by the current detector exceeds a predetermined value. When a ground fault is detected, the circuit breaker is opened to open the vehicle where the ground fault occurred.

JP 2012-65439 A

However, in a vehicle control device having a conventional ground fault detection means, when a fault occurs in the current detection device portion that detects a ground fault, the state in which the fault has occurred cannot be recognized. When a failure occurs, it may be dealt with, for example, by disconnecting the overhead line and the transformer by the safety maintenance function of the entire vehicle. For this reason, there is a concern that the stable running of the vehicle may be impaired.

The problem to be solved by the present invention is to provide a vehicle control device capable of determining a failure of a current detection device portion that detects a ground fault.

The vehicle control device according to the embodiment includes a conversion unit that converts power from a power source, a current detector provided between the conversion unit and the ground of the conversion unit, a current value obtained from the current detector, and the operation of the conversion unit. And a control unit for detecting a failure of the current detector based on the state information.

FIG. 1 is a block diagram showing the overall configuration of the vehicle control apparatus of the first embodiment. FIG. 2 is a flowchart showing the operation of the control unit of the vehicle control device of the first embodiment. FIG. 3 is a diagram illustrating a set value of the determination unit according to the first embodiment. FIG. 4 is a block diagram showing the overall configuration of the vehicle control device of the second embodiment.

Hereinafter, a control apparatus control apparatus according to an embodiment will be described with reference to the drawings.

(First embodiment)
The first embodiment will be described in detail with reference to FIGS. 1 to 3. FIG. 1 is a block diagram showing the overall configuration of the vehicle control apparatus of the first embodiment. FIG. 2 is a flowchart showing the operation of the control unit of the vehicle control apparatus of the first embodiment. FIG. 3 is a diagram illustrating a set value of the determination unit according to the first embodiment.

(Constitution)
FIG. 1 includes an overhead wire 1, a current collector 2, a circuit breaker 3, a transformer 4, a first ground 5, a power conversion circuit 6,
Second ground 7a, third ground 7b, contactor 8, conversion unit 9, motor 10, fourth ground 10a, current detector 11, control unit 20, gate state detection unit 21, input current detection unit 22, determination unit 23,
A ground fault detection unit 24 and a failure detection unit 25 are shown.

The overhead line 1 is connected to the current collector 2. The current collector 2 is connected to the transformer 4 via the circuit breaker 3. The end of the transformer 4 opposite to the connection side with the circuit breaker 3 is connected to the first ground 5. A power conversion circuit 6 is connected to the secondary side of the transformer 4.

The conversion unit 9 of the power conversion circuit 6 is connected to the transformer 4 via the contactor 8. The conversion unit 9 includes a filter capacitor 9a and an element such as an IGBT (not shown). Two filter capacitors 9a are provided, and the two are connected in series. A second ground 7a is connected between the filter capacitor 9a via a resistor 12 and a current detector 11. The output side of the converter 9 is connected to the electric motor 10 and a fourth ground for grounding the electric motor 10. The number of filter capacitors is not limited to two, and a plurality of filter capacitors are connected in series, and the second ground can be connected from the neutral point.

A control unit 20 is provided in the power conversion circuit 6. The control unit 20 may be outside the power conversion circuit 6. The conversion unit 9 is connected to the gate state detection unit 21 of the control unit 20. The current detector 11 is connected to the input current detection unit 22 of the control unit 9. Gate state detector 21
The input current detection unit 22 is connected to the determination unit 23. The determination unit 23 is connected to the ground fault detection unit 24 and the failure detection unit 25. The ground fault detection unit 24 is connected to the circuit breaker 3 and the contactor 8. The failure detection unit 25 is connected to the display, the circuit breaker 3 and the contactor 8.

In the present embodiment, the current value detected by the current detector 11 and the gate signal to the conversion unit 9 are
Input to the determination unit 23 in the control unit 20. A ground fault or a failure of the current detector 11 is determined based on the current value and the operating state of the changing unit 9 (the state of the gate signal).

In FIG. 1, the current from the overhead wire 1 flows to the converter 9 through the current collector 2, the circuit breaker 3, the transformer 4, and the contactor 8. The overhead wire current is converted into driving power for driving the electric motor 10 by the converter 9. At this time, when the conversion unit 9 is operating, a high-frequency current flows to the current detector 11.
The principle is that when the conversion unit 9 is divided into a converter unit and an inverter unit, the secondary winding side in the transformer 4 and the transformer 4 housing generated by applying a voltage of a DC link between the converter unit and the inverter unit Current detector 11, and the stray capacitance between the electric motor 10 conductive portion and the electric motor 10 housing generated by voltage application to the three-phase line between the inverter unit and the electric motor 10.
High-frequency current flows to Further, when the conversion unit 9 is stopped, the above-described high-frequency current does not flow to the current detector 11.

In the following, using the high-frequency current value flowing to the current detector 11 and the information on the operating state of the converter 9,
A processing procedure for determining whether a ground fault has occurred in the power conversion circuit 6, whether the current detector 11 has failed, or whether the power conversion circuit 6 is operating normally will be described with reference to FIGS. I will explain.

As shown in FIG. 2, the gate state detection unit 21 of the control unit 20 detects the operation state of the conversion unit 9 at a certain timing. Further, the current value Iα detected by the current detector 11 at a certain timing is detected by the input current detector 22. The operation state signal of the gate state detection unit 21 and the current value Iα of the input current detection unit 22 are output to the determination unit 23. At this time, the first set value (IEF), the second set value (IN), and the third set value (IF) are set in the determination unit 23 in advance. The determination unit 23 determines whether the conversion unit 9 is operating based on the acquired operation state signal (S10). The gate state of the conversion unit 9 is divided into an “in operation” state and a “stopped” state of the change unit 9. The determination of “in operation” or “stopped” is based on operation information of semiconductor elements such as IGBTs from the conversion unit 9, control information from the control unit 20 that controls the conversion unit 9, or control information from outside the power conversion circuit 6, and the like. Determine whether it is “operating” or “stopped”. Note that “in operation” of the change unit 9 is a gate start state in which the PWM converter and the PWM inverter constituting the conversion unit 9 receive the gate signal from the control unit, and the internal element starts the switching operation. As an example.

When it is determined that the conversion unit 9 is operating, the determination unit 23 determines the current value Iα and the first set value (
IEF) is compared (S11). As a result of the comparison, if the current value Iα> the first set value (IEF), it is determined that a current larger than normal flows through the current detector 11 and is determined to be “ground fault” (S12). At this time, in FIG. 3, the current value Iα reaches the EF region.

On the other hand, when the result of comparing the current value Iα and the first set value (IEF) is current value Iα <first set value (IEF), the determination unit 23 determines the current value Iα and the second set value (IN ) Are compared (S13). As a result of comparison, when the current value Iα> the second set value (IN), it is assumed that the current in the state in which the power conversion circuit 6 is operating normally flows through the current detector 11.
“Normal” is determined (S14). At this time, in FIG. 3, the current value Iα has reached the N region.

On the other hand, if the result of comparing the current value Iα and the second set value (IN) is current value Iα <second set value (IN), the determination unit 23 determines that the conversion unit 9 is in operation. Assuming that a value equal to or lower than the current value that the current detector 11 should be able to detect is detected, it is determined that the current detector 11 is “failed” (S15). At this time, in FIG. 3, the current value Iα has reached the F region.

If it is determined that the conversion unit 9 is stopped, the determination unit 23 compares the current value Iα with the third set value (IF) (S16). As a result of comparison, the current value Iα> the third set value (IF)
, The current value detected by the current detector 11 is a current value that cannot be detected when the conversion unit 9 is stopped. (S1
7). At this time, in FIG. 3, the current value Iα has reached the N ′ region.

On the other hand, when the result of comparing the current value Iα and the third set value (IF) is current value Iα <third set value (IF), the current detector 11 determines the current for the converter 9 being stopped. Since it is not detected, it is determined that the power conversion circuit 6 is in a normal state and is “normal” (S18). At this time, in FIG. 3, the current value Iα has reached the N ′ region.

The first set value, the second set value, and the third set value used in the above determination are values determined by the overall configuration of the power conversion circuit 6 including the conversion unit 9 and the current detector 11.

Thus, the soundness of the current detector 11 can be confirmed by using the characteristic that a high-frequency current flows to the current detector 11 depending on whether or not the conversion unit 9 is in an operating state. On the other hand, since the high-frequency current does not flow when the conversion unit 9 is stopped, the current flowing through the current detector 11 becomes zero. If the output is zero in this state, the current detector 11 becomes healthy. Therefore, in addition to the determination of “ground fault” and “normal”, it is possible to determine “failure”.

Next, processing when the determination unit 23 detects “normal”, “failure”, and “ground fault” will be described. When the determination unit 23 determines “normal”, the determination unit 23 does not output a signal to the ground fault detection unit 24 and the failure detection unit 25. Therefore, the vehicle maintains the current operation.

When the determination unit 23 determines “failure”, the failure signal is output from the determination unit 23 to the failure signal determination unit 25. The failure detection unit 25 that has received the failure signal sends a signal to open the contactor 8. At this time, the failure detection unit 25 continues to send a signal to open the contactor 8 while the failure signal is continuously output. If a failure signal continues to be input to the failure detection unit 25 even after a certain time has elapsed, a signal is output so that the circuit breaker 3 is opened.

By opening the contactor 8 first, only the power conversion circuit 6 in which the failure of the current detector 11 has occurred can be electrically disconnected from the transformer 4. Therefore, when a plurality of power conversion circuits 6 are attached to the transformer 4, the power conversion circuit 6 in which no failure has occurred
It is possible to detect a “ground fault”, and it is possible to maintain safe traveling of the entire vehicle.

When the determination unit 23 determines “ground fault”, the ground fault signal is output from the determination unit 23 to the ground fault detection unit 24. The ground fault detection unit 24 that has received the ground fault signal outputs a signal so as to open the circuit breaker 3. As long as there is no request for signal stop from the outside, the ground fault detection unit 24
Continue to output a signal to release. The signal stop request from the outside includes, for example, input of stop information of vehicle travel from the driver's seat and the operation of the entire vehicle being stopped.

Since the power conversion circuit 6 in which the failure has occurred can be determined as “failure”, it can be removed from the control target of the entire vehicle. Therefore, the electric motor 10 can be driven by the remaining power conversion circuit 6 and the vehicle can continue to travel.

(effect)
According to the control device of this embodiment, since the failure of the current detector can be specified, it is possible to open only the power conversion circuit in which the failure has occurred by the contactor when the failure occurs. When a plurality of power change circuits are provided, it is possible to detect the occurrence of a ground fault by using other power conversion circuits. Therefore, it is possible to maintain a stable running of the vehicle.

Furthermore, since it is possible to check the failure state of the current detector at the time of inspection before traveling, problems caused by failure of these devices during traveling can be avoided, and a more reliable vehicle control device can be provided. It can be realized.

(Second Embodiment)
The second embodiment will be described in detail with reference to the drawings. FIG. 4 is a block diagram showing the overall configuration of the vehicle control device of the second embodiment. In addition, about the thing which has the same structure as FIGS. 1-3, the same code | symbol is attached | subjected and description is abbreviate | omitted.

This embodiment is different from the first embodiment in that a simulated current output unit 26 is provided. Hereinafter, this point will be described in detail.

The simulated current output unit 26 causes a current to flow from the simulated current output unit 15 to the input current detection unit 22. The determination unit 23 determines whether the current input detection unit 22 is in a failure state based on the input state of the simulated current output unit 26 and the output signal of the input current detection unit 22.

Below, an example is given and demonstrated about the failure determination means of the current input detection part 22. FIG.

The output current (Iβ) of the simulated current output unit 15 and the detected current detected by the input current detection unit 22 (
A comparison value (γ (> 0)) that is sufficiently smaller than Iα) is set in the determination unit 23 in advance. The determination unit 23 receives the simulated current output (Iβ) and determines a failure of the input current detection unit 22 according to (Equation 1). If the following equation is satisfied, it is determined that there is no failure.

(Formula 1) | Iα−Iβ | <γ
As another example of the determination unit, the current value of IEF when the conversion unit 9 shown in FIG. 3 is operating is used, and the current value of IE is used when the conversion unit 9 is stopped. The simulated current output unit 26 outputs a current equal to or higher than IEF or IE to the determination unit 23 together with a “simulated current” signal. If the determination unit 23 can determine “ground fault” or “failure”, it is determined that the input current detection unit 22 is operating normally. At this time, since the determination unit 23 receives the “simulated current” signal and performs the determination, the “ground fault”
Even when “failure” is determined, the circuit breaker 3 and contactor 8 open signals are not output.

(effect)
According to the control device of at least one embodiment described above, when a failure occurs, it is possible to open only the power conversion circuit in which the failure has occurred by the contactor and detect the occurrence of a ground fault. Therefore, it is possible to maintain a stable running of the vehicle.

Further, by implementing this together with the failure detection of the current detector 11 in the first embodiment, it becomes possible to detect and detect the failure of the current detector or the current input detection circuit. Because it is possible to find the fault location, it is possible to quickly analyze the cause of the accident.

In addition, since the failure state of the current detector or current input detection circuit can be confirmed during inspection before traveling, problems caused by failure of these devices during traveling can be avoided, and more reliable. A high vehicle control device can be realized.

In the first embodiment or the second embodiment, when the current detector 11 or the input current detector 22 is determined to be faulty, the fault judgment can be output to the display. A failure determination in which “failure” is determined by at least one of the current detector 11 and the input current detection unit 22 is displayed on this display. The display on the display can also be a display that identifies the part where the failure has occurred.
It is also possible to simply display “failure”. By having such a display means, it is possible to easily identify the location where a failure has occurred, and to perform a prompt replacement / repair. The indicator can be provided on the vehicle, under the vehicle body floor, or outside the vehicle. In addition to the monitor screen and indicator light, the display can be realized by a buzzer.

By combining such display means with the above embodiment, it is possible to detect and detect failure of the current detector or current input detection circuit, and it is possible to promptly replace and repair the failure location with the display on the vehicle. It becomes.

All the embodiments described above are presented by way of example and do not limit the scope of the invention. Therefore, the present invention can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope of the invention described in the claims and equivalents thereof.

DESCRIPTION OF SYMBOLS 1 Overhead line 2 Current collector 3 Circuit breaker 4 Transformer 5 1st ground 6 Power conversion circuit 7a 2nd ground 7b 3rd ground 8 Contactor 9 Converter 10 Electric motor 10a 4th ground 11 Current detector 12 Resistor 20 Control part 21 Gate state detection unit 22 Input current detection unit 23 Determination unit 24 Ground fault detection unit 25 Failure detection unit

Claims (4)

A converter that converts power from the power source;
A current detector provided between the converter and the ground of the converter;
Based on the current value obtained from the current detector and information on the operating state of the conversion unit, a control unit that detects a failure of the current detector;
A vehicle control device. The control unit includes a simulated current output unit that outputs a simulated current,
The vehicle control device according to claim 1, wherein a failure of the current detector and an input current detector that detects a current of the current detector is detected based on an output state of the simulated current and an operating state of the converter. 3. The vehicle control device according to claim 1 or 2, wherein in the control unit, when at least one of the failure of the current detector or the input current detection unit is determined, the contactor attached between the conversion unit and the power source is opened. . 4. The control unit according to claim 1, wherein when the controller determines at least one failure of the current detector or the input current detector, the determination of the failure is displayed on a display connected to the controller. 5. The control apparatus for vehicles described in any one.

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