JP4934562B2 - Vehicle control device having power storage device - Google Patents

Vehicle control device having power storage device Download PDF

Info

Publication number
JP4934562B2
JP4934562B2 JP2007254798A JP2007254798A JP4934562B2 JP 4934562 B2 JP4934562 B2 JP 4934562B2 JP 2007254798 A JP2007254798 A JP 2007254798A JP 2007254798 A JP2007254798 A JP 2007254798A JP 4934562 B2 JP4934562 B2 JP 4934562B2
Authority
JP
Japan
Prior art keywords
current
device
power storage
storage device
regenerative
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2007254798A
Other languages
Japanese (ja)
Other versions
JP2009089503A (en
Inventor
亨一 大石
嶋田  基巳
豊田  瑛一
Original Assignee
株式会社日立製作所
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社日立製作所 filed Critical 株式会社日立製作所
Priority to JP2007254798A priority Critical patent/JP4934562B2/en
Publication of JP2009089503A publication Critical patent/JP2009089503A/en
Application granted granted Critical
Publication of JP4934562B2 publication Critical patent/JP4934562B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion

Description

  The present invention relates to a control device mounted on a vehicle such as a railcar vehicle, and more particularly to a vehicle control device provided on the input side of an inverter device that drives a main motor.

  Conventionally, for example, when there is no other train in the vicinity that consumes regenerative power during regenerative operation of a railway vehicle, for example, the regenerative current is charged to the filter capacitor added to the input of the inverter and the input side DC of the inverter device If the voltage rises and is left unattended, it becomes an overvoltage outside the control range. In order to avoid this, reduce the regenerative power itself by light load regenerative control of the inverter device, or add a regenerative load resistance chopper control device and make the resistor of the chopper device consume the regenerative power, so that the input side of the inverter device This prevents the DC voltage from becoming an overvoltage.

  The light load regenerative control described above is as shown in FIG. 9 when the DC side voltage of the inverter device becomes a predetermined value or higher during the regenerative operation in the inverter device for controlling the driving of the main motor mounted on the vehicle. In this control, regenerative energy is suppressed by reducing the torque of the main motor.

  For example, in Patent Document 1, when the input current to the inverter device exceeds a predetermined threshold current during power running, the chopper device is turned on and the energy stored in the EDLC 7 is supplied to the inverter device. In addition, when the terminal voltage of the filter capacitor reaches a predetermined threshold voltage during the regenerative control, the chopper device is turned on to charge the energy generated by the regenerative control to the EDLC. A control apparatus for a vehicle is disclosed that appropriately controls and effectively uses energy generated during regeneration.

  Next, a configuration example of a conventional regenerative load resistance chopper control device will be described with reference to FIG. In this device, a voltage is supplied from a train line via a current collector 71, and an inverter device 74 is connected via a filter reactor 72 and a filter capacitor 73, and a main motor 75 is controlled by controlling switching elements in the inverter device 74. The number of rotations is controlled. A regenerative load resistor 76 and a regenerative load resistor chopper 77 are connected in parallel with the inverter device.

FIG. 11 is a block diagram illustrating a configuration example of the control unit 78 that controls the regenerative load resistance chopper 77 illustrated in FIG. 10. The control unit 78 multiplies the value obtained by subtracting the operation start voltage of the regenerative load resistor chopper 77 from the voltage of the filter capacitor 73 by the gain (constant K3) by the coefficient unit 81, and then the output value from the coefficient unit 81. On the other hand, upper / lower limit processing by the upper / lower limit processing unit 82 is performed. The lower limit value for the upper and lower limit processing is a level at which the regenerative load resistance chopper 77 does not operate (gate OFF level), and the upper limit value is a level at which the gate of the regenerative load resistance chopper is always on (gate FULL ON level). . The amount of current flowing through the regenerative load resistor 76 is controlled by controlling on / off of the regenerative load resistor chopper 77 using the output signal of the upper / lower limit processing unit 82 as the gate signal of the regenerative load resistor chopper 77.
JP 2005-328618 A

  In the above-described regenerative load resistance chopper control device, regenerative energy is consumed by resistance, and therefore regenerative energy is not effectively utilized. In the light load regenerative control described above, the regenerative energy is suppressed by inverter control to prevent the inverter DC side voltage during regenerative operation from becoming an overvoltage, and as a result, the brake force that is insufficient is reduced to other brakes, for example, air brakes. For example, the regenerative energy cannot be used effectively and the consumables related to the air brake wear out.

  In order to solve these problems, instead of the regenerative load resistor 76 shown in FIG. 10, a power storage device such as a secondary battery having a sufficiently high charge capacity and a necessary minimum charge capacity and a control chopper device are provided. It is conceivable to store the energy generated during regeneration by the operation of the control chopper device in the power storage device. In this case, the energy accumulated at the time of regeneration can be used effectively as energy for driving at the time of power running or used as energy to be supplied to an auxiliary power source for service.

  However, when a power storage device is used to absorb regenerative energy, there is a problem peculiar to a power storage system. That is, in the case of a railway vehicle that is supplied with electric power from a train line, charging and discharging are possible at all times if intended. On the other hand, since the energy that can be absorbed by the power storage device is limited, in order to operate the system effectively, if the regenerative energy is to be absorbed, the energy absorbed by the power storage device must be released in advance. When regenerative energy absorption is required, it is necessary that the power storage device be managed so as to have sufficient charge capacity. That is, charge / discharge control is required to determine under what conditions charging / discharging should be performed. Further, many power storage devices do not like overcharge / overdischarge, and in many cases have limitations on the maximum charge / discharge current. Therefore, when using an energy storage device, it is indispensable to establish methods such as a method for managing stored energy, charging / discharging amount limitation, charging / discharging current limitation.

  An object of the present invention is to provide a vehicle control device having a power storage device capable of appropriately and effectively using regenerative energy.

The vehicle control device of the present invention includes a main motor, an inverter device that controls driving of the main motor, a semiconductor switching device connected to a DC side of the inverter device, a power storage device connected to the semiconductor switching device, anda DC current detection means for measuring the current between the current collector and the connection point between the DC side and the semiconductor switching device of the inverter device, when the inverter apparatus performs power running control, before Symbol power storage device Discharge control means for controlling the discharge from the inverter device to a magnitude equal to or less than the current consumed by the inverter device, and the regenerative DC that the inverter device discharges when there is a sufficient regenerative load when the inverter device performs regenerative control. If the amount of current flowing to the current collector from said inverter device than the current control target value is detected by the DC current detecting means is less Said semiconductor switching before SL controls the charging to thereby operate the semiconductor switching device the electrical storage device, and the difference value smaller than the amount of current detected by the DC current detecting means before and Machinery raw DC current control target value the input current and the charging control means you limit the apparatus, characterized by comprising a.

  According to the present invention, when the regenerative load is reduced, the regenerative power can be absorbed by the power storage device, so that useless consumption of kinetic energy of the vehicle can be avoided. At the same time, exhaustion of the air brake device and the like can be reduced by reducing the regenerative braking force.

  During power running, all the discharge current from the power storage device is used as the current consumption of the host vehicle, and during regeneration, the regenerative energy can be absorbed within the amount of regenerative current of the host vehicle. Can be absorbed and released.

  In addition, according to the present invention, the absorbed regenerative energy can be used for powering, so energy can be saved as a total. Further, according to the present invention, the operation is limited only when the regenerative load is reduced, so that the operation frequency is low. It is also effective in ensuring the life of the device.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  First, the configuration of the vehicle control apparatus according to the first embodiment of the present invention will be described with reference to FIG. As shown in the figure, a current collector 1 that is electrically connected to a train line, an inverter device 4 that is connected to a power source via a filter reactor 2, and a filter capacitor 3 on the input side of the inverter device 4 are connected to the output of the inverter device 4. The main motors 5 are connected to the respective sides.

  A chopper device 6 that is a semiconductor switching device is connected in parallel with the filter capacitor 3. In this chopper device, an emitter of an IGBT 6a connected in parallel with a first freewheel diode and a collector of an IGBT 6b connected in parallel with a second freewheel diode are connected. The collector of the first IGBT is connected between the filter reactor 2 and the inverter device 4, and the emitter of the second IGBT 6b is connected to the low potential side of the inverter device. A power storage device 7 made of, for example, a secondary battery is connected between the collector and emitter of the second IGBT 6 b via a voltage conversion reactor 8.

  Also, a DC current detector 9 that detects the value of the current (Idc) that is supplied from the current collector 1 and flows through the filter reactor 2, and the inverter current detector 10 that detects the value of the input current (Iinv) to the inverter device 4, In addition, power storage device current detection unit 12 that detects the value of current (Ich) output from power storage device 7 to the collector of second IGBT 6b is provided. The charge / discharge control device 13 is connected to the chopper device 6. Furthermore, an inverter control device 14 is connected to the inverter device 4, and an information transmission means 15 is provided between the inverter control device 14 and the charge / discharge control device 13, and the inverter device 74 is provided when there is sufficient regenerative load during regeneration. Information on the target value of the regenerative DC current to be discharged is transferred from the inverter control device 14 to the charge / discharge control device 13. A power storage control device 16 is connected to the power storage device 7, and an information transmission means 17 is provided between the power storage control device 16 and the charge / discharge control device 13. The power storage control device 16 is configured to calculate the charge amount of the power storage device 7 and the allowable maximum charge / discharge current corresponding to the state in the power storage device 7 and to pass these pieces of information to the charge / discharge control device 13.

  FIG. 2 is a block diagram illustrating a configuration example of the charge / discharge control device 13 illustrated in FIG. 1. This charging / discharging device 13 includes a charge control unit 21, a discharge control unit 22, and a power running regeneration detection unit 23. The power running regeneration detection unit 23 detects whether the main motor 5 and the inverter device 4 are in a power running state or a regenerative state. In the charge / discharge control device 13, according to the detection result by the power running regeneration detection unit 23, the control signals from the charge control unit 21 during regeneration and the control from the discharge control unit 22 during power running by the AND functions 25 and 26 of the selection circuit 24. Signals are input to the IGBTs 6 a and 6 b of the chopper device 6.

  In the power running regeneration detection unit 23, for example, when an operation for acceleration is performed by a driver in a driving device (not shown) and a control signal indicating this is output, this is detected and regarded as power running, and deceleration is performed. When a control signal indicating that an operation has been performed is output, this is detected and regarded as regeneration.

  Such information is a signal that is always present in the inverter control device 14 because the inverter device 74 is responsible for controlling the main motor in response to the operation of the driver by the inverter device 74. 15 may be transmitted to the power running regeneration detection unit.

  Next, discharge control by the discharge control unit 22 will be described. FIG. 3 is a block diagram illustrating a configuration example of the discharge control unit 22 illustrated in FIG. 2. FIG. 4 is a characteristic diagram of the pattern generator 36 used therein, and FIG. 5 is a diagram showing operation waveforms when control is performed by the discharge controller 22 having the configuration shown in FIG.

  The discharge controller 22 first subtracts the first threshold value IdcL, which is an appropriate lower limit value, from the current Idc flowing through the filter reactor 2 detected by the DC current detector 9, that is, the value of the current taken in by the vehicle from the current collector 1. The chopper current target value is calculated as IchP1 by multiplying the excess value by an appropriate coefficient K1.

  Next, the limit function 32 limits the value of IchP1 to a range from 0 or more to IchP4 or less, which will be described next, and sets this value as the final chopper current target value IchP3. IchP4 is a value calculated and output from the allowable maximum discharge current value IchP2 which is the third threshold value obtained from the power storage control device 16 via the information transmission means 18 and the value SOC indicating the charge amount of the power storage device 7. , 0 is input when the SOC is less than or equal to the fifth threshold value indicating the lowest allowable value, and 1 is output when the SOC is greater than or equal to the seventh threshold value slightly greater than the fifth threshold value, and the fifth threshold value is output. The pattern generator 36 that outputs an intermediate value from 0 to 1 is configured between the seventh threshold value and this output is multiplied by IchP2.

  FIG. 4 shows an example of a characteristic diagram of the pattern generator 36. That is, IchP3 is limited to a range below IchP4, and IchP3 is set as the final control target value of Ich. With this function, when the power storage device 7 is below the minimum allowable charge amount, discharging of the power storage device is prohibited and the minimum allowable charge amount is secured. In addition, since IchP3 is IchP4 or less and IchP4 is less than or equal to the allowable maximum discharge current value IchP2, the maximum discharge allowable value of power storage device 7 is ensured. Further, the current Ich flowing through the chopper device 6 detected by the power storage device current detection unit 12 is fed back to the chopper current target value IchP3, and the current control unit (ACR) 33 performs a treatment such as proportional integration to obtain a conduction angle command. This value is converted into a pulse signal having a pulse width proportional to the conduction angle command by the PWM modulator 35 and supplied as a gate signal of the IGBT 6b.

  Note that IdcL is a constant for discharging the current with a magnitude smaller than the current consumed by the inverter when the power is running, and is a value of several percent or more of the maximum power running current of the inverter. do it. The coefficient K1 is a factor related to the ratio of the inflow current from the train line and the discharge current from the power storage device, which is a breakdown of the current consumption of the inverter, and is set as a design value of the ratio.

  Specifically, when Idc exceeds IdcL, IchP1 becomes positive, a pulse for chopper is generated by the PWM modulator 35, the chopper device starts operating, and the release of energy stored in the power storage device is started. .

  As shown in the graph of FIG. 5, when the vehicle starts at the point A and the power running is started at the time of power running, the inflow current Idc from the current collector as shown in FIG. 5A and FIG. The inverter input current Iinv gradually increases. When Idc and Iinv reach the value of IdcL, that is, when the point B is reached, the chopper device 6 is turned on and discharge from the power storage device is started. As a result, the sum of the discharge current Ich ′ from the chopper device 6 and the inflow current Idc from the current collector 1 is supplied to the inverter device 4. Therefore, the current Idc flowing from the train line through the current collector 1 is reduced by the amount of Ich ′ from the current Iinv input by the inverter device 4. Note that Ich 'is an output current of the chopper device, which is actually a pulse current corresponding to the off period of the IGBT 6b, but is smoothed by the filter capacitor 3.

  Ich ′ in FIG. 5c represents the smoothed average value. Hereinafter, unless otherwise specified, Ich ′ is treated as an average value. The smoothed average value substantially coincides with a value obtained by multiplying the input current Ich from the power storage device 7 of the chopper device 6 by the reciprocal of the input / output voltage ratio of the chopper device. The ratio of the value of IchP1 and the value of (Idc-IdcL) matches the value of K1, as can be seen from the control block diagram of FIG. When the vehicle further accelerates and Iinv increases, Idc increases and the value of IchP1 shown in FIG. 4 increases. When this value reaches IchP2, the control target value of Ich is limited (FIG. 5c). Ich and Ich ′ are limited as between CD.

  After that, if the power running operation is continued, the discharging operation is continued, the energy storage device 7 has discharged the energy stored before the current power running operation, and when the charge amount SOC of the power storage device reaches the allowable minimum value, for example, At point E, IchP4 and IchP3 become 0, and the chopper device 6 is stopped.

  The reason why the pattern generator 36 has an intermediate value between 0 and 1 between the fifth threshold value and the seventh threshold value is that the above-mentioned IchP4 and IchP3 become 0 and the chopper device 6 is stopped. In some cases, control disturbance is not given to the inverter device 4 due to a sudden current change. Of course, if there is no problem of this disturbance, the fifth threshold value and the seventh threshold value may be matched to eliminate the intermediate value.

  Since it operates as described above, the energy for driving the main motor 5 can reduce the energy supply from the train line by the amount enclosed by bcd-e-e'-d 'shown in FIG. 5b.

  Next, a circuit configuration example and operation of the charging control unit 21 shown in FIG. 2 will be described with reference to FIG.

  FIG. 7 is a characteristic diagram of the pattern generator 56 used therein, and FIG. 8 is a diagram showing operation waveforms when the control by the charge controller 21 having the configuration shown in FIG. 6 is performed.

  When the inverter device 6 performs regeneration, the charge control unit 21 generates regenerative DC that the inverter device 6 regenerates and outputs to the charge / discharge control device 13 when the regenerative load is sufficient. Current target value IdcP is transmitted. The charging control unit 21 detects a difference between the value IdcP and the current Idc flowing through the filter reactor 2 detected by the DC current detection unit 9, that is, the value of the current discharged from the vehicle to the train line side via the current collector 1. Here, for the sake of easy understanding, the direction of the description of the discharge control unit 22 is opposite, but IdcP and Idc are positive for the current flowing from the inverter device 6 toward the current collector 1. The second threshold value IdcL2, which is an appropriate lower limit value, is subtracted from the difference between IdcP and Idc, and an excess coefficient is multiplied by an appropriate coefficient K2 to calculate a chopper current target value IchPr1.

  Next, the limit function 52 limits the value of IchPr1 to a range not less than 0 and not more than IchPr4 described below, and this value is set as a final chopper current target value IchPr3. IchPr4 is a value that is calculated and output from the allowable maximum charging current value IchPr2, which is the fourth threshold value, and the value SOC indicating the amount of charge of the power storage device 7 obtained from the power storage control device 16 via the information transmission means 18. Then, when the SOC is inputted, 0 is output when the SOC is equal to or larger than the sixth threshold indicating the maximum allowable value, 1 is output when the SOC is equal to or smaller than the eighth threshold which is slightly smaller than the sixth threshold, and the first A pattern generator 56 that outputs an intermediate value from 0 to 1 is configured between the threshold value 6 and the eighth threshold value, and this output is multiplied by IchPr2. That is, IchPr3 is limited to a range equal to or smaller than IchPr4, and IchPr3 is set as the final control target value of Ich.

  With this function, the power storage device 7 is prohibited from charging the power storage device above the maximum allowable charge amount, and the maximum allowable charge amount is secured. Further, since IchPr3 is equal to or less than IchPr4 and IchPr4 is equal to or less than the allowable maximum charge current value IchPr2, the maximum charge allowable value of the power storage device 7 is ensured. Further, the current Ich flowing through the chopper device 6 detected by the power storage device current detection unit 12 is fed back to the chopper current target value IchPr3, and the current control unit (ACR) 53 performs a treatment such as proportional integration to obtain a conduction angle command. . This value is converted into a pulse signal having a pulse width proportional to the conduction angle command by the PWM modulator 55 and supplied as a gate signal of the IGBT 6a.

  Incidentally, since IdcP is information inherent in the inverter control device from the original responsibility of controlling the driving main motor of the inverter device, it is easy to input it to the charging control unit via the transmission means. In addition, IdcL2 is charged so that the power storage device does not absorb current more than the DC current regenerated by the inverter device 6 during regeneration due to the value of IdcP or the error of the chopper device itself, or when the regenerative load is reduced. It is a system design constant for determining whether the function operates. Therefore, for example, if it is desired to operate the apparatus when the regenerative target value IdcP is 100 A and the regenerative current is reduced, 100 A may be used. The coefficient K2 is a coefficient related to the ratio of the shortage of the actual regenerative DC to the target regenerative DC current value of the inverter device and the charging current to the power storage device, and the input current Ich ′ of the chopper device does not exceed the shortage, It is set as the design value of the ratio.

  Specifically, the regenerative load is reduced during regeneration and Idc becomes difficult to flow. When the difference between IdcP and Idc exceeds IdcL, IchPr1 becomes positive, and a pulse for chopper is generated by the PWM modulator 55 and the chopper device is operated. The operation starts, the regenerative current flows into the power storage device, and energy storage is started.

  As shown in the graph of FIG. 8, during regeneration, when the regenerative load decreases at point A, the regenerative current Idc toward the current collector 1 decreases as shown in FIG. 8b. At this time, since the inverter device 4 cannot detect the reduction of the regenerative load, the regenerative DC current is generated with the same amount of IdcP as that before the point A as the control target as shown in FIG. 8A. The charge / discharge control device monitors the difference between Idc obtained from the DC current detector 9 and IdcP obtained via the information transmission means 15, and when this difference exceeds IdcL2, that is, when the point in FIG. 8B is passed (FIG. 8c). ), IchPr1 becomes positive, the chopper device 6 is turned on, and charging of the power storage device is started. As a result, the sum of the inflow current Ich ′ to the chopper device 6 and the outflow current Idc to the train line via the current collector 1 absorbs the output current of the inverter device 6.

  FIG. 8D shows a difference Ifc between the regenerative DC current of the inverter device 4 and the sum of Idc and the current Ich ′ absorbed by the chopper device. Since this difference Ifc is not absorbed by the train line or the chopper device 6, it flows into the filter capacitor 3 provided on the DC side of the inverter device, and increases the both ends of the capacitor, that is, the DC input terminal voltage Vfc of the inverter device 4. As shown in FIG. 8e, Vfc increases. When Idc further decreases, IdcPr1 in FIG. 6 increases, and the chopper device 6 increases Ich so as to increase the absorption current Ich ′ to compensate for the shortage of actual regenerative DC with respect to the target regenerative DC current value of the inverter device 4. However, when IdcPr1 reaches the chopper current upper limit value IchPr2, that is, when the point reaches the point in FIG. 8C, IchPr3 is limited to the value of IchPr2, so Ich and Ich ′ stop increasing. Further, even if the Idc is decreased, the absorption capacity of the chopper device reaches the limit, so that the increase Ifc increases until the decrease of the Idc stops as shown between DE in FIG. 8D.

  Although Vfc continues to increase due to this Ifc, when the Vfc reaches the light load regenerative control voltage VL of the inverter control device 14, that is, at the point of FIG. 8E, the inverter device reduces the regenerative current Iinv by light load regenerative control, and Iinv becomes Regeneration is continued in a state reduced to a value equal to Idc + Ich ′. FIG. 9 shows the characteristics of the light load regenerative control of the inverter device.

  When the regenerative load is reduced and the light load regenerative state is continued, the power storage device 7 continues to be charged, and the SOC indicating the amount of charge of the power storage device 7 reaches the sixth threshold shown in FIG. For example, at point G, IchPr4 and IchPr3 become 0, and the chopper device 6 is stopped. At this time, Vfc increases as Ich ′ decreases, and Iinv is decreased by the light load regenerative control of the inverter device 4.

  The reason why the pattern generator 56 has an intermediate value between 0 and 1 between the sixth threshold value and the eighth threshold value is that the above-mentioned IchPr4 and IchPr3 become 0 and the chopper device 6 is stopped. In some cases, control disturbance is not given to the inverter device 4 due to a sudden current change. Of course, if there is no problem of this disturbance, the sixth threshold value and the eighth threshold value may be matched to eliminate the intermediate value.

  As described above, even if the regenerative load decreases and it becomes difficult for the current to flow on the train line side, the regenerative current of the inverter device is absorbed by Ich ′ + Idc, and the regenerative operation of the inverter device is continuously maintained.

  In this way, the regenerative power can be absorbed by the power storage device 7 when the regenerative load is reduced by the charge control unit 21 and the discharge control unit 22, and the absorbed power can be discharged during the power running. It becomes possible to prevent a power drop.

  Furthermore, during power running, the energy stored in the power storage device is released in advance and discharged until the allowable minimum charge amount is reached, so regenerative energy absorption is possible except for specific sections where the downward slope continues over a long distance. When necessary, the power storage device is managed so that it has sufficient charge capacity. In addition, since the operation is limited and controlled below the maximum allowable charge / discharge current limit range and allowable maximum charge amount set by the power storage device itself and above the allowable minimum charge amount, safety and reliability of the operation of the power storage device can be secured. .

FIG. 1 is a configuration diagram of a vehicle control device according to a first embodiment of the present invention. FIG. 2 is a block diagram illustrating a configuration example of the charge / discharge control device 13 of FIG. FIG. 3 is a block diagram illustrating a configuration example of the discharge control unit 22 of FIG. FIG. 4 is a characteristic diagram of the pattern generator 36 of FIG. FIG. 5 is an operation waveform diagram when control by the discharge control unit 22 having the configuration shown in FIG. 4 is performed. FIG. 6 is a block diagram illustrating a configuration example of the charging control unit 21 in FIG. 2. FIG. 7 is a characteristic diagram of the pattern generator 56 of FIG. FIG. 8 is an operation waveform diagram when the charge control unit 21 having the configuration shown in FIG. 6 performs control. FIG. 9 is a characteristic diagram of a light load regenerative control example of a conventional inverter device. FIG. 10 is a block diagram illustrating a configuration example of a conventional regenerative load resistance chopper control device. FIG. 11 is a diagram illustrating a configuration example of a control unit that controls the regenerative load resistance chopper control device of the conventional example illustrated in FIG. 10.

Explanation of symbols

1,71 Current collector 2,72 Filter reactor 3,73 Filter capacitor 4,74 Inverter device 5,75 Main motor 6 Chopper device 6a, 6b IGBT
77 Regenerative Load Resistance Chopper 7 Power Storage Device 8 Voltage Conversion Reactor 9, 10, 12 DC Current Detector 13 Charge / Discharge Control Device 14 Inverter Control Device 15, 17 Information Transmission Unit 16 Power Storage Control Device 21 Charge Control Unit 22 Discharge Control Unit 23 Power regeneration detection unit 24 selection circuit 25 AND function 31, 51, 81 Coefficient unit 32, 52, 82 Limit function 33, 53 ACR (current control unit)
35, 55 PWM modulator 36, 56 Pattern generator 37, 57 Multiplier 76 Regenerative load resistance 78 Controller

Claims (6)

  1. Main motor, inverter device for controlling driving of main motor, semiconductor switching device connected to DC side of inverter device, power storage device connected to semiconductor switching device, DC side of inverter device and semiconductor It has a DC current detection means for measuring the connection point of the switching device and the current between the current collector, and
    When the inverter performs power running control, and discharge control means for controlling the discharge from the previous SL power storage device to a current magnitude less than that the inverter apparatus is consumed,
    When the inverter device performs regenerative control, when the regenerative load is sufficient, the regenerative DC current control target value released by the inverter device is detected by the DC current detection means from the inverter device to the current collector. directed by operating the pre-Symbol semiconductor switching device when the amount of current is small to control the charging of the power storage device, and the current amount of the difference detected by the DC current detecting means before and Machinery raw DC current control target value vehicle control apparatus characterized by comprising a charge control means you limit the input current of the semiconductor switching device to a smaller value.
  2.   2. The vehicle control device according to claim 1, wherein the discharging unit controls the switching device when a current value detected by the DC current detecting unit during the powering control exceeds a first threshold value. 3. And controlling the discharge from the power storage device.
  3.   2. The vehicle control device according to claim 1, wherein the charging unit includes a regenerative DC current control target value released by the inverter device when there is a sufficient regenerative load obtained from the information input unit during the regenerative control. The charging of the power storage device is controlled by controlling the semiconductor switching device when the difference from the amount of current detected by the DC current detection means exceeds a second threshold value. Control device.
  4.   2. The vehicle control device according to claim 1, wherein an allowable maximum current value at the time of discharging and charging of the power storage device is input, and when the amount of discharge current reaches a third threshold related to a discharge current limit, the power storage Controlling the semiconductor switching device to prohibit an increase in the discharge current from the device and prohibit the increase in the charge current to the power storage device when the charge current reaches a fourth threshold value related to a charge current limit. A control apparatus for a vehicle.
  5.   2. The vehicle control device according to claim 1, wherein information on a charge amount of the power storage device is input, and discharge from the power storage device is prohibited when the power storage amount falls below a fifth threshold related to a discharge limit. A vehicle control device that requests the semiconductor switching device to prohibit charging of the power storage device when the amount of power storage becomes equal to or greater than a sixth threshold value related to a charging limit.
  6.   6. The vehicle control device according to claim 5, wherein when the charge amount information of the power storage device is input and the value of the power storage amount is equal to or less than a seventh threshold related to a discharge limit, the discharge from the power storage device is performed. The semiconductor switching device is configured to limit the current to a third threshold value or less, and to limit a charging current to the power storage device to a fourth threshold value or less when the charged amount is equal to or more than an eighth threshold value related to a charging limit. The vehicle control apparatus characterized by controlling.
JP2007254798A 2007-09-28 2007-09-28 Vehicle control device having power storage device Active JP4934562B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2007254798A JP4934562B2 (en) 2007-09-28 2007-09-28 Vehicle control device having power storage device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2007254798A JP4934562B2 (en) 2007-09-28 2007-09-28 Vehicle control device having power storage device

Publications (2)

Publication Number Publication Date
JP2009089503A JP2009089503A (en) 2009-04-23
JP4934562B2 true JP4934562B2 (en) 2012-05-16

Family

ID=40662161

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2007254798A Active JP4934562B2 (en) 2007-09-28 2007-09-28 Vehicle control device having power storage device

Country Status (1)

Country Link
JP (1) JP4934562B2 (en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5119229B2 (en) * 2009-09-30 2013-01-16 株式会社日立製作所 Vehicle control device
KR101056166B1 (en) 2009-12-23 2011-08-11 한국과학기술원 Power supply control system of electric vehicle with non-contact magnetic induction charging
JP5298152B2 (en) 2011-03-07 2013-09-25 株式会社日立製作所 Power conversion device and power conversion device for railway vehicles
JP5931705B2 (en) * 2012-11-28 2016-06-08 三菱重工業株式会社 Charge / discharge control device, charge / discharge control system, charge / discharge control method, and program
JP6154674B2 (en) 2013-06-21 2017-06-28 株式会社日立製作所 Power converter equipped with power storage device
WO2015019405A1 (en) * 2013-08-05 2015-02-12 三菱電機株式会社 Electric vehicle control system and power conversion device
JP6228042B2 (en) * 2014-03-07 2017-11-08 株式会社日立製作所 Drive control system and mobile body having drive control system

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3890924B2 (en) * 2001-07-02 2007-03-07 株式会社明電舎 Electric car drive system
JP2005278269A (en) * 2004-03-24 2005-10-06 Railway Technical Res Inst Drive controller for vehicle
JP5049456B2 (en) * 2004-05-13 2012-10-17 東海旅客鉄道株式会社 Vehicle control device
JP4500217B2 (en) * 2005-06-06 2010-07-14 東洋電機製造株式会社 Circuit equipment
JP2006055000A (en) * 2005-11-04 2006-02-23 Toshiba Corp Electric vehicle controller

Also Published As

Publication number Publication date
JP2009089503A (en) 2009-04-23

Similar Documents

Publication Publication Date Title
JP6462027B2 (en) Energy storage system for electric or hybrid vehicles
JP5014518B2 (en) Electric vehicle propulsion control device and railway vehicle system
US9312717B2 (en) Electric energy storage device and installation-operation method thereof
CA2574470C (en) Vehicle propulsion system
RU2603109C2 (en) System and method to provide auxiliary power by controlling the recovered power in mobile pit equipment
US9371005B2 (en) Battery management apparatus for an electric vehicle, and method for managing same
JP4440936B2 (en) Electric vehicle control device
ES2401600T3 (en) Energy management from multiple sources in an elevator power system
US7863838B2 (en) Power supply system provided with a plurality of power supplies, and vehicle provided with such power supply system
US8860359B2 (en) Hybrid energy storage system
US9236760B2 (en) Charging device for electromotive vehicle
US8305018B2 (en) Power supply system and electric powered vehicle using the same
US8643332B2 (en) Battery system and method for detecting internal short circuit in battery system
US8924051B2 (en) Drive device for railway vehicle
RU2492071C1 (en) Electromotive car control device
EP2241472B1 (en) Power storage control apparatus and method of electric vehicle
US8044534B2 (en) Method of controlling DC/DC converter, method of controlling DC/DC converter apparatus, and method of controlling driving operation of electric vehicle
US6471013B2 (en) Apparatus for controlling charging and discharging of supplemental power supply of an elevator system
KR101560995B1 (en) Rail vehicle system
US9421867B2 (en) Electric vehicle
CN100550599C (en) Control apparatus for electric railcar
JP4568169B2 (en) Electric vehicle control device
KR20010085467A (en) Controller of elevator
US7023107B2 (en) Power circuit for battery
JP4839783B2 (en) Power system

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20090420

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20110124

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20110201

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20110803

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20120124

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20120220

R150 Certificate of patent or registration of utility model

Ref document number: 4934562

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20150224

Year of fee payment: 3