JP2017158376A - Electric vehicle controlling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle controlling device having higher convenience.SOLUTION: An electric vehicle controlling device includes a first device, a second device and a third device housed in a single housing. The first device converts AC power supplied from wire to DC power, and converts the converted DC power to AC current to be used for a driving motor. The second device converts the AC power supplied from the wire to DC power, and converts the converted DC power to AC current to be used for a first application. The third device coverts the AC power supplied from the wire to DC power to be used for a second application.SELECTED DRAWING: Figure 1

Description

  Embodiments described herein relate generally to an electric vehicle control apparatus.

  2. Description of the Related Art Conventionally, a control device that converts electric power supplied from an AC overhead line into a desired form of electric vehicle and supplies the converted electric power to a driving motor and an electric vehicle that pulls another vehicle is known. Yes. However, a power supply device that supplies power for other vehicles may be installed separately from the control device described above. For this reason, when the control device and the power supply device are installed in an electric vehicle, it may be difficult to secure an installation space and to design the installation location. In addition, maintenance work may be complicated after installation.

JP 2009-72049 A

  The problem to be solved by the present invention is to provide a highly convenient electric vehicle control device.

  The electric vehicle control device according to the embodiment includes a first device, a second device, and a third device housed in one housing. The first device converts AC power supplied from an overhead wire into DC power, and converts the converted DC power into AC current used for a driving motor. The second device converts AC power supplied from the overhead wire into DC power, and converts the converted DC power into AC current used for the first application. The third device converts the AC power supplied from the overhead wire into DC power used for the second application.

BRIEF DESCRIPTION OF THE DRAWINGS The schematic block diagram of the electric vehicle system 1 carrying the electric vehicle control apparatuses 30A and 30B of embodiment. The figure which shows an example of the electric vehicle control apparatus with which the main converter, the auxiliary power supply device, and the passenger car power supply device were provided separately. The figure which shows the detail of the phase rectifier 210. FIG. The figure which shows an example of the 3rd converter. The figure which shows an example of the vehicles M1 and M2 provided with the electric vehicle control apparatus and the passenger vehicle power supply device. The figure which shows an example of the cooling equipment of the electric vehicle control apparatus 30 The figure which shows schematic structure of the electric vehicle system 1 of 2 embodiment.

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

(First embodiment)
FIG. 1 is a schematic configuration diagram of an electric vehicle system 1 on which the electric vehicle control devices 30A and 30B of the embodiment are mounted. An electric vehicle (for example, an electric locomotive) on which the electric vehicle control devices 30A and 30B are mounted travels by receiving power supply from the overhead line P when the current collector 10 comes into contact with the overhead line P that is a supply source of AC power. .

  The electric vehicle system 1 includes, as main components, wheels W, motors Ma to Md, a current collector 10, a transformer 20, electric vehicle control devices 30A and 30B, an integrated control unit 100, and a first control. Unit 110 and a second control unit 120. Hereinafter, the electric vehicle control devices 30 </ b> A and 30 </ b> B are simply referred to as “electric vehicle control device 30” unless otherwise distinguished. Moreover, the functional configurations of the electric vehicle control devices 30A and 30B are the same, and the names given the same reference numerals are the same in the functional configuration.

  AC power is supplied to the current collector 10 from the overhead line P. The transformer 20 converts the voltage of the AC power output from the current collector 10 into a desired voltage. The AC power converted into a desired voltage is output to the electric vehicle control device 30.

  For example, the integrated control unit 100, the first control unit 110, and the second control unit 120 execute a program stored in a program memory by a processor such as a CPU (Central Processing Unit) included in the electric vehicle control device 30. It is a functioning software function unit. In addition, part or all of the integrated control unit 100, the first control unit 110, and the second control unit 120 are LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and the like. The hardware function unit may be used.

  The integrated control unit 100 communicates with the first control unit 110 and the second control unit 120 via a communication line. A dotted line shown in FIG. 1 indicates a communication line. The integrated control unit 100 generates a control signal for controlling the electric vehicle control device 30 based on the state of the electric vehicle, a signal (such as the number of notches) input from a master controller (not shown), and the like. The data is output to the first control unit 110 or the second control unit 120. The first control unit 110 and the second control unit 120 generate and output a signal for controlling the converter and the inverter included in the electric vehicle control device 30 based on, for example, a control signal acquired from the integrated control unit 100. .

  The electric vehicle control device 30 includes a main conversion device, an auxiliary power supply device, and a passenger car power supply device. The main conversion device, the auxiliary power supply device, and the passenger car power supply device are accommodated in one housing.

(Main converter)
The main converter includes first converters 32a and 32b, filter capacitors 34a and 34b, first inverters 36a and 36b, first converter control units 40a and 40b, and first inverter control units 42a and 42b. The symbols “a” to “d” added after the symbols of the functional configuration of the main converter are codes indicating which motor (“Motor Ma” to “Motor Md”) the power is supplied to. is there. In the following description, the reference numerals after the numbers of each functional configuration are omitted.

  The first converter 32 converts the single-phase AC voltage supplied from the transformer 20 into a DC voltage. The first converter 32 is, for example, a PWM (Pulse Width Modulation) converter. Based on the control signal acquired from the first control unit 110 (or the second control unit 120), the first converter control unit 40 sends a control signal for converting the AC voltage to a desired DC voltage to the first converter 32. Output. The filter capacitor 34 smoothes the pulsating component of the DC voltage output from the first converter 32.

  The first inverter 36 generates a three-phase AC voltage using the DC voltage supplied from the first converter 32 side, and supplies electric power corresponding to the generated AC voltage to the motor M. The first inverter 36 is, for example, a VVVF inverter. The VVVF inverter determines the pulse width according to the amplitude of the AC voltage to be output from the DC voltage. The first inverter control unit 42 controls the semiconductor element of the first inverter 36 to cause the first inverter 36 to generate a desired AC voltage.

  The motor M rotates the rotor by three-phase alternating current and outputs driving force. The driving force output from the motor M is transmitted to the wheels W via a coupling mechanism such as a gear (not shown), and the electric vehicle is caused to travel. The motor M is, for example, a cage type three-phase induction motor. The wheel W is grounded via the track R.

(Auxiliary power supply)
The auxiliary power supply device includes a second converter 50, a filter capacitor 52, a second inverter 54, an AC filter 56, a second converter control unit 60, and a second inverter control unit 62.

  Second converter 50 converts the single-phase AC voltage supplied from transformer 20 into a DC voltage. The second converter 50 is, for example, a PWM converter. Second converter control unit 60 provides second converter 50 with a control signal for converting an AC voltage into a desired DC voltage based on a control signal acquired from first control unit 110 (or second control unit 120). Output. The filter capacitor 52 smoothes the pulsating component of the DC voltage output from the second converter 50.

  The second inverter 54 generates a three-phase AC voltage using the DC voltage supplied from the second converter 50 side, and supplies power to the AC filter 56 according to the generated AC voltage. The second inverter 54 is, for example, a CVCF inverter. The second inverter control unit 62 controls the semiconductor element of the second inverter 54 to cause the second inverter 54 to generate a desired AC voltage.

  The AC filter 56 includes, for example, a reactor and a capacitor. The AC filter 56 attenuates the high frequency component included in the voltage output from the second inverter 54 to make a sinusoidal AC waveform. Electric power having a sinusoidal AC waveform is used to drive electric components of an electric locomotive or a compressor.

(Passenger car power supply)
The passenger car power supply device includes a third converter 70, a filter capacitor 72, and a third converter control unit 80. Third converter 70 converts the single-phase AC voltage supplied from transformer 20 into a DC voltage. The third converter 70 is, for example, a PWN converter. Third converter control unit 80 outputs a control signal for converting AC power to desired DC power to third converter 70. The filter capacitor 72 smoothes the pulsating component of the DC voltage output from the third converter 70.

  The third converter 70 outputs the converted DC voltage power to the passenger car pulled by the electric locomotive. The electric power output from the third converter 70 is used to drive various devices including an air conditioner provided in the passenger car. The third converter 70 of the electric vehicle control device 30A and the third converter 70 of the electric vehicle control device 30B are shared on the output side. For this reason, even if one passenger car power supply device is out of order, the supply of electric power to the passenger car can be maintained.

  In the electric vehicle system 1 of the first embodiment, two electric vehicle control devices 30 are mounted, for example, in the locomotive. The AC side input of the passenger car power supply is taken from the quaternary winding of the transformer, and the voltage is as low as about 300V. If you try to take about 400kW required for the passenger car power supply, one winding will generate a large current, and the winding of the main transformer Is difficult to configure. For this reason, the quaternary winding has two windings, and the current per winding is kept low. A total of two passenger car power supply devices are provided in the electric vehicle control device 30 (30A and 30B). The DC power output of the passenger vehicle power supply device is connected in parallel, and the electric power output from the passenger vehicle power supply device is supplied to the passenger vehicle as a power supply for the passenger vehicle. With such a configuration, the converter included in the passenger car power supply device can be configured to be relatively small. In addition, the main conversion device, the auxiliary power supply device, and the passenger car power supply device can be cooled using a single cooling system used in the electric vehicle control device 30 (see FIG. 6).

  Here, the main conversion device, the auxiliary power supply device, and the passenger car power supply device may be provided separately. FIG. 2 is a diagram illustrating an example of an electric vehicle control device in which a main conversion device, an auxiliary power supply device, and a passenger car power supply device are provided separately. Electric vehicle control devices 130A and 130B shown in FIG. 2 include a main conversion device and an auxiliary power supply device and are accommodated in one housing, while passenger vehicle power supply device 200 is accommodated in another housing. A control unit that controls the passenger car power supply device 200 controls the flow rate of the switching elements included in the passenger car power supply device 200. Thereby, the passenger car power supply device 200 converts the single-phase AC voltage supplied from the transformer 20 into a DC voltage. The smoothing circuit smoothes the converted DC voltage and supplies the smoothed DC voltage power to the passenger vehicle.

  The passenger car power supply apparatus 200 includes a phase rectifier 210, a phase rectifier side control unit 215, and a smoothing circuit including a reactor 220 and a capacitor 230 on the output side of the phase rectifier apparatus 210. FIG. 3 is a diagram illustrating details of the phase rectifier 210. The phase rectifier 210 includes a plurality of elements 212-1 to 212-4 such as thyristors. Moreover, the phase rectification side control part 215 is connected with the integrated control part 100, for example with the communication line. The phase rectification side control unit 215 controls the own apparatus based on an instruction from the integrated control unit 100.

  The phase rectification side control unit 215 can arbitrarily set the phase when the elements 212-1 to 212-4 are turned on. On the other hand, since the phase rectification side control unit 215 can turn off the elements 212-1 to 212-4 only when the current becomes zero, the phase when the elements are turned off can be arbitrarily set. Cannot be set. Further, in the phase rectifier 210, the switching of the on-state or off-state of the elements 212-1 to 212-4 is performed only once in a half cycle at the frequency of the power supply 60 [Hz], and thus the output direct current The voltage cannot be finely controlled. In order to suppress the ripple of the DC voltage, a smoothing circuit including a large reactor 220 and a capacitor 230 is required on the output side of the phase rectifier 210. The electric power that needs to be supplied to the passenger car has a capacity of about 400 [kW], for example. Since one passenger car power supply apparatus 200 supplies this capacity to the passenger car, the phase rectifier 210 and the reactor 220 may be increased in size. Furthermore, a dedicated cooling device for cooling the reactor 220 is necessary.

  On the other hand, the electric vehicle control device 30 of the present embodiment includes a passenger car power supply device. The passenger car power supply device includes a third converter 70. The third converter 70 is, for example, a PWM converter. FIG. 4 is a diagram illustrating an example of the third converter 70. Since the third converter control unit 80 uses self-extinguishing elements 71-1 to 71-4 such as IGBTs (Insulated Gate Bipolar Transistors) for the PWM converter, the third converter control unit 80 is free of charge regardless of the current state. The elements 71-1 to 71-4 can be controlled to an on state or an off state by the phase angle. Accordingly, the third converter control unit 80 performs switching of the elements 71-1 to 71-4 included in the third converter 45 45 times in one cycle of the power supply frequency 50 [Hz]. As a result, the third converter control unit 80 can perform switching at 2250 [Hz], and can suppress the ripple of the output DC voltage.

  In the present embodiment, it is not necessary to provide a reactor on the output side, and a passenger vehicle power supply device can be provided in the housing of the electric vehicle control device 30. Moreover, since it is no longer necessary to provide a dedicated chilled water device for the reactor, the device provided in the electric vehicle control device 30 can be cooled by a single cooling mechanism.

  FIG. 5 is a diagram illustrating an example of vehicles M1 and M2 provided with an electric vehicle control device and a passenger vehicle power supply device. FIG. 5A shows an example of vehicles M1 and M2 provided with passenger car power supply device 200 and electric vehicle control devices 130A and 130B that house the main converter and the auxiliary power supply device in one housing. is there. Vehicles M1 and M2 are vehicles that pull other vehicles (electric locomotives) and are included in the same train formation. The passenger car power supply device 200 and the electric vehicle control device 130 are placed on the floor surface F1 of the vehicle M1 and the floor surface F2 of the vehicle M2. Hereinafter, when the vehicles M1 and M2 are not distinguished from each other, they are simply referred to as “vehicle M”, and when the floor surface F1 and the floor surface F2 are not distinguished from each other, they are simply referred to as “floor surface F”.

  The electric vehicle control device 130A and the electric vehicle control device 130B are placed side by side in the width direction of the floor surface F. In addition, the passenger car power supply device 200 is placed on the longitudinal direction side (for example, opposite to the traveling direction) of the electric vehicle control device 130A. In this case, the mounting state of the device on the floor surface F becomes asymmetric, and there are cases where the convenience for attaching the device or the like to the electric vehicle is low. This is because, for example, it is not possible to share the design when attaching the device, or it is not possible to share the parts to which the device is attached.

  On the other hand, in the present embodiment, since the main conversion device, the auxiliary power supply device, and the passenger car power supply device are provided on the floors of the vehicles M1 and M2 provided with the electric vehicle control device 30 accommodated in one housing, User convenience can be improved. FIG. 5B is a diagram illustrating an example of the vehicles M1 and M2 provided with the electric vehicle control device 30. Electric vehicle control devices 30A and 30B are placed side by side in the width direction of floor F. In this case, the mounting state of the device on the floor surface F is symmetric, so that the design at the time of mounting the device can be made common, or the parts to which the device is attached can be shared. As a result, the electric vehicle control device 30 can improve user convenience.

  Hereinafter, the effect which the electric vehicle control apparatus 30 of this embodiment shows more concretely is demonstrated.

(Improved maintainability)
As described above, the converter of the electric vehicle control device 30 generates heat due to loss that occurs when the IGBT is switched or energized. Conventionally, as a mechanism for suppressing heat generation, circulating water cooling in which water is circulated through each cooler for cooling or air cooling by a cooling fan has been used. In the conventional configuration, the electric vehicle control device is water-cooled, and the passenger car power supply device is air-cooled. This is due to the historical background that these devices have been manufactured separately and with different cooling methods.

  Here, comparing the air cooling method and the water cooling method, it is generally considered that the water cooling method is simple from the viewpoint of maintainability. This is because when the air cooling method is adopted, it is necessary to provide fins in the power supply device, and it is necessary to clean the attached dust, and the maintenance work is complicated compared to the water cooling method.

  FIG. 6 is a diagram illustrating an example of the cooling facility of the electric vehicle control device 30. The electric vehicle control device 30 includes flow paths 400 and 410 and a pump P. The pump P discharges the liquid stored in the storage tank that stores the liquid (medium) supplied from the heat exchanger to the flow paths 400 and 410. The flow paths 400 and 410 circulate the liquid discharged from the pump P in the electric vehicle control device 30 and send the circulated liquid to a heat exchanger (not shown). The flow paths 400 and 410 are connected to a flow path that circulates in the main conversion power supply apparatus, the auxiliary power supply apparatus, and the passenger car power supply apparatus. The flow path connected to the flow paths 400 and 410 cools the main conversion device, the auxiliary power supply device, and the passenger car power supply device by circulating the liquid. The flow path for cooling the main converter includes a flow path for cooling the first converter 32 and a flow path for cooling the first inverter 36.

  The electric vehicle control device 30 of the first embodiment can unify all cooling methods to the water cooling method. In this embodiment, it is only necessary to extend a conventionally used water-cooled tube, maintenance can be unified for water-cooling equipment, and the maintenance content is simple as described above. Therefore, maintainability can be improved.

(Improved power input power factor for passenger cars)
In the conventional passenger car power supply device, as shown in FIG. 3, since the DC rectifier circuit is used, only the phase control is possible and the power factor cannot be controlled. On the other hand, in the first embodiment, the AC side input of the passenger car power supply device is a PWM converter that converts AC to DC. Since the PWM converter can control the current, the power factor can be controlled. Since the power factor can be controlled to 1, the efficiency of the passenger car power supply can be improved.

  The electric vehicle control device 30 according to the first embodiment described above can improve the convenience for the user by housing the main conversion device, the auxiliary power supply device, and the passenger car power supply device in one housing. .

(Second Embodiment)
Hereinafter, the second embodiment will be described. Here, the difference from the first embodiment will be mainly described, and the description of the functions and the like common to the first embodiment will be omitted. In the first embodiment, the electric vehicle system 1A includes the electric vehicle control devices 30A and 30B. However, the electric vehicle system 1A of the second embodiment does not include the electric vehicle control device 30B, and the electric vehicle A control device 30A is provided.

  FIG. 7 is a diagram illustrating a schematic configuration of an electric vehicle system 1A according to the second embodiment. The electric vehicle system 1A of the second embodiment includes an electric vehicle control device 30A, an integrated control unit 100, and a first control unit 110.

Conventionally, a PWM converter that converts driving AC to drive DC for driving a driving motor, a filter capacitor, a VVVF inverter, and an auxiliary power supply that supplies power to equipment such as a compressor in an electric locomotive are the same. Although it was installed in the device, the passenger car power supply was a separate device. On the other hand, the PWM converter used in the electric vehicle control device 30 does not need to be provided with a reactor on the DC output side, and thus can be reduced in size as the device. As a result, the passenger car power supply device can be mounted in the electric vehicle control device 30. As a result, the number of devices mounted on the electric locomotive can be reduced, and the entire electric vehicle system can be reduced in size. As an example, the passenger car power supply device that has been conventionally provided as a separate device has a size of about 800 mm × 1550 mm × 1000 mm = 1.24 m ³ , but the passenger car power supply device in the electric vehicle control device 30 of the present embodiment. The portion is 600 × 2050 × 860 = 1.06 m ³ , and the volume is reduced by about 20%. Thereby, it became possible to make it the structure which accommodated the passenger vehicle power supply device integrally in the main converter.

  According to the second embodiment described above, the electric vehicle control device 30A includes the passenger car power supply device, and it is no longer necessary to provide the passenger car power supply device as a separate body. Therefore, the size of the device can be reduced.

  In the present embodiment, the electric vehicle control device 30 has been described as including two main conversion devices, but the electric vehicle control device 30 may include any number of main conversion devices.

  According to at least one embodiment described above, the AC converter supplied from the overhead line P is converted to DC power, and the converted DC power is converted to the AC current used for the motor M; The converted AC power is converted into DC power, the converted DC power is converted into AC current used for the first application, and AC power supplied from the overhead wire is converted into DC power used for the second application. By accommodating the passenger car power supply device to be housed in one housing, it is possible to provide a highly convenient electric vehicle control device.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These embodiments 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 their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 1,1A ... Electric vehicle system, 30A, 30B ... Electric vehicle control apparatus, 32a, 32b ... 1st converter, 36a, 36b ... 1st inverter, 50 ... 2nd converter, 54 ... 2nd inverter, 70 ... 3rd converter

Claims (4)

A first device for converting AC power supplied from an overhead wire into DC power, and converting the converted DC power into AC current used for a driving motor;
A second device that converts AC power supplied from the overhead wire into DC power, and converts the converted DC power into AC current used for a first application;
A third device for converting AC power supplied from the overhead wire into DC power used for a second application;
An electric vehicle control device that accommodates a single housing. Each has a first housing that houses the first device, the second device, and the third device, and a second housing,
The third device housed in the first housing and the third device housed in the second housing are shared on the output side.
The electric vehicle control device according to claim 1. A circulation path for circulating a medium commonly used in the first device, the second device, and the third device;
The electric vehicle control device according to claim 1 or 2. The first application is to drive equipment including a compressor provided in a tow vehicle that pulls other vehicles,
The second application is to drive equipment including an air conditioner provided in the other vehicle.
The electric vehicle control device according to any one of claims 1 to 3.

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