JP4958846B2 - Vehicle control device for intermittent power reception - Google Patents

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 having a power storage device provided on the input side of an inverter device that drives a main motor.

Conventionally, in electric railway systems, it is assumed that the vehicle is driven by obtaining electric power from the train line, but there are sections where the train line cannot be installed due to the situation of the track and surrounding facilities, etc. If the vehicle stops in the equipment section, it cannot move afterwards. In such a place, the vehicle secures a predetermined speed in advance and covers the travel of the section where power cannot be supplied by a driving operation such as passing the section without a train line by coasting.
JP 2005-328618 A

  However, if such train line non-equipment sections are long distances, or there are frequent sections, and if the driving method is restricted due to vehicle speed restrictions, stop at these sections. As a result, advanced handling is required for driving, which increases the burden on the driver. Furthermore, it is ideal that there is essentially no non-equipment section of the train line, so depending on the conditions such as the track shape, it may be difficult to minimize the non-equipment section of the train line in equipment and construction related to the ground train line. There is also.

  Therefore, if the vehicle has an energy source capable of at least one power running and can use this energy to travel on the non-equipment section of the train line, the burden on the driver and ground construction The demand for the system is reduced and the effect of the entire system is great.

  In order to solve these problems, a power storage device such as a secondary battery with a sufficiently high charge / discharge capacity and a minimum charge capacity and a control chopper device are provided on the upper side of the vehicle, and charging is performed at a place where there is a train line facility. However, in a place where there is no train line facility, it is conceivable that the energy stored in the power storage device is released by the chopper device so that the vehicle can run. In this case, even if the vehicle stops in the train line non-equipment section, it is possible to travel on its own using the stored energy, so that the driving skill and demands on the ground facility are greatly eased.

  However, when a power storage device is used as an energy source, there are problems peculiar to a power storage system. In other words, since the energy that can be stored in the power storage device is limited, it is necessary to manage the energy storage as much as possible before entering the train line non-equipment section.

  In addition, the voltage on the train line is not necessarily constant and varies depending on the surrounding load conditions and the distance from the power supply equipment, etc., so that the current exceeding the allowable charge / discharge current of the power storage device is protected according to conditions such as voltage fluctuation. It is necessary to be managed so as not to cause overcharge that charges beyond the allowable charge amount.

  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 that appropriately manages charging / discharging of a power storage device and enables self-running using energy stored in the power storage device in a train line non-equipment section.

A vehicle control device according to the present invention includes an inverter device that receives a DC voltage from a train line via a current collector and controls driving of a main motor, and a semiconductor switching device that is connected to the DC side of the inverter device. A power storage device connected to the semiconductor switching device; a DC voltage detecting means for measuring a DC side voltage of the inverter device to which the semiconductor switching device is connected; and the semiconductor switching according to an output of the DC voltage detecting means A charge / discharge control unit for controlling the device , wherein the charge / discharge control unit controls the semiconductor switching device so as to keep a charge amount at a predetermined value, a DC side of the inverter device, and the semiconductor A control unit for controlling the semiconductor switching device so as to keep the voltage at the connection point of the switching device in a predetermined range, Supplied with a DC voltage equipment section through a current collector from the contact line, if the detected value is greater than the catenary supply feed voltage of the DC voltage detecting means, the relative connection point between the inverter device The semiconductor switching device is controlled so as to charge and discharge from the power storage device and keep the charge amount of the power storage device at a predetermined value, separated from the train line in the non-equipment section of the train line, and supplied with a DC voltage via the current collector. If the detection value of the DC voltage detection means is not within the specific voltage range set between the train line power supply voltage and the controllable minimum DC input voltage of the inverter device, the DC voltage detection means depending on the output, the power storage device were charged and discharged from the inverter DC side to the semiconductor switching device of the control target voltage value of the voltage at the connection point is set to said specific voltage range And controls the semiconductor switching device so as to maintain near.

  In the vehicle control device according to the present invention, the semiconductor switching device is within a voltage range between the voltage value related to the supply voltage of the ground power supply system that supplies power to the train line and the minimum DC input voltage value that can be controlled by the inverter device. In this specific voltage range, the flow of current to and from the connection point between the DC side of the inverter device and the semiconductor switching device is controlled, and the voltage at the connection point is maintained at the control target voltage set within the specific voltage range. In a voltage range higher than the specific voltage range, a mode in which constant current charge control is performed with respect to a charging current to the power storage device in a voltage range higher than the specific voltage range, and discharge from the power storage device in a voltage range lower than the specific voltage range. In order to perform constant current discharge control for current, a voltage equal to or higher than a constant voltage control target value is applied to the DC side of the inverter device and the semiconductor switching device. When applied to the connection point, current is absorbed from the connection point to charge the power storage device, and when a voltage equal to or lower than the constant voltage control target value is applied to the connection point, the current is discharged to the connection point. Thus, discharging from the power storage device is performed. Therefore, by setting the target voltage for constant voltage control lower than the train line voltage, the battery is charged when the train line is in contact and when it is separated from the train line. A voltage corresponding to the constant voltage control target value appears at the inverter DC input due to charge / discharge from the power storage device. Since the constant voltage control target value is set to be equal to or higher than the minimum operating voltage of the inverter device, the inverter device can operate the main motor with the control voltage for the inverter device DC side voltage from the power storage device.

  As described above, according to the present invention, power running and regeneration can be performed within the range of the capacity of the power storage device 7 while maintaining the allowable values of the charge / discharge current and the charge amount in the power storage device 7 even in the non-equipment section of the train line. It is possible to operate, and it is possible to eliminate troublesome operation restrictions in terms of handling, and an appropriate non-equipment section of the train line is allowed on the ground facility side.

  In this description, the case where the train line non-equipment section is not large is mainly described. However, if the storage capacity can be sufficiently increased, it is clear that the train line non-equipment section can be correspondingly enlarged. For example, on a route with a short distance between stations, an electric railway system having a train line only around the station is also possible if the storage capacity is sufficient.

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

  First, the configuration of an 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 the train line, an inverter device 4 that is connected to the train line via the filter reactor 2, a filter capacitor 3 on the input side of the inverter device 4, The main motors 5 are connected to the output side.

  A chopper device 6 that is a semiconductor switching device is connected in parallel with the filter capacitor 3. The chopper device 6 is formed by connecting the emitter of a first IGBT 6a connected in parallel with a freewheel diode and the collector of a second IGBT 6b connected in parallel with a freewheel diode. The collector of IGBT 6 a is connected between filter reactor 2 and inverter device 4, and the emitter of IGBT 6 b is connected to the DC low potential side of inverter device 4. A power storage device 7 selected to have a terminal voltage lower than the lowest DC input voltage value that can be controlled by the inverter device 4 is connected between the collector and emitter of the IGBT 6b.

  Further, a DC voltage detector 9 for detecting a voltage value (Vfc) at a connection point between the DC side of the inverter device 4 and the semiconductor switching device, and an inverter DC current detection for detecting a value of an input current (Iinv) to the inverter device 4 Battery 10, secondary battery DC voltage detector 11 for detecting the value of terminal voltage (Vch) of power storage device 7, and power storage device DC for detecting the value of current (Ich) output from power storage device 7 to the collector of IGBT 6b A current detector 12 is provided for each. The charge / discharge control device 13 is connected to the chopper device 6. Further, an inverter control device 14 is connected to the inverter device 4, 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. Yes. The power storage control device 16 is configured to detect the amount of charge and the internal temperature of the power storage device 7 to calculate the allowable maximum charge / discharge current and to pass the information to the charge / discharge control device 13.

  FIG. 2 is a configuration example showing a driving method of the chopper device 6 which is the semiconductor switching device shown in FIG. When the chopper device 6 is operated, the charge / discharge control unit 21 turns on the on / off signal and outputs a PWM pulse Pp having a pulse width related to the control target. On the other hand, this pulse is logically inverted by the inversion function 24 to generate Pn, and Pn and Pp are given to the IGBT 6a and the IGBT 6b via the AND functions 22 and 23, respectively.

  The driving method of the chopper device 6 of this configuration is an operation of increasing the voltage from the low voltage (Vch) side to which the power storage device 7 is connected to the high voltage (Vfc) side to which the power source / load is connected and flowing the current, and vice versa. This is a well-known circuit system capable of continuously performing operations in both directions in which a voltage is stepped down from the) side and a current is supplied to the low voltage (Vch) side.

  FIG. 3 shows the operation waveform. When the direction in which Ich flows from the power storage device 7 toward the voltage conversion reactor 8 is defined as positive, and Pp as shown in FIG. 3A is given, the chopper device input voltage Vb shown in FIG. Regardless of the direction of the current flowing in FIG. Since this voltage and the storage device voltage (Vch) are applied to the voltage conversion reactor 8, Ich from the storage battery has a current waveform as shown in FIG. 3C.

Here, as is well known, the relationship between the current (I) flowing through the inductance (L) and the voltage (V) at both ends is expressed by the following equation (1).
L · di · dt = V (1)
Here, t indicates time.

Further, each physical quantity shown in FIG. 3 is defined as follows, and when ton: Gate b is on time toff: Gate b is off time tc: Gate b pulse output period ΔIon: between ton time Ich increment ΔIoff: Ich increment during toff time ΔIc: Ich increment during tc time Vav: Vb average value ton, toff during tc time When applied to the voltage conversion reactor 8 of FIG. 2, when Gate b is on, the IGBT 6a is off and the IGBT 6b is on.

L · ΔIon = (Vch−0) · ton ··· (2)
When Gate b is off, the IGBT 6a is on and the IGBT 6b is off.
L · ΔIoff = (Vch−Vfc) · toff (3)
It is.

Also,
tc = ton + toff (4)
ΔIc = ΔIon + ΔIoff (5)
Vav = Vfc · toff / tc (6)
Therefore, when the sum of formulas (2) and (3) is taken and arranged,
L · ΔIc = (Vch−Vav) · tc (7)
Is obtained.

  As can be understood by comparing the equations (1) and (7), the increment of Ich during ΔI, that is, tc time, is the average voltage between tc applied to both ends of the voltage conversion reactor 8, that is, (Vch−Vav). ) Becomes a current change rate equivalent to that when the voltage conversion reactor 8 is applied in a DC manner. The expressions (2) and (3) are established regardless of the direction of the current flowing through the voltage conversion reactor 8, and Vab can be controlled by ton / tc as in the expression (6). 7 can be continuously controlled. Therefore, if the toff (or ton) time is controlled so that Vav> Vch, Ich shifts to the negative side (charging side), and if the toff (or ton) time is controlled so that Vav <Vch, Ich is the positive side. (Discharge side).

  Next, charge / discharge control by the charge / discharge control unit 21 will be described. FIG. 4 is a block diagram illustrating a configuration example of the charge / discharge control unit 21 illustrated in FIG. 2. FIG. 5 is a diagram showing voltage-current control characteristics when the control by the charge / discharge control unit 21 having the configuration shown in FIG. 4 is performed. In the charge / discharge control unit 21, a control target value that is lower than the send-out voltage value (Vs) of the ground-side power source that supplies the voltage to the train line and higher than the minimum controllable voltage value (Vbo) related to the input voltage Vfc of the inverter device 4. The value of the voltage Vfc across the filter capacitor 3 detected by the DC voltage detector 9 is subtracted from the output (Vo) of the reference value generator 41 for generating the difference by the subtractor 42, and an appropriate coefficient is obtained by the coefficient unit 43 for the difference. By multiplying by K1, IchP1 is calculated as a chopper current target value whose size is determined in proportion to the voltage difference.

  When Vfc is larger than the reference value Vo, the current control target IchP1 of the chopper device 6 is negative. For this reason, as will be described later, the inverter device 4 operates from the DC side to the side where current is taken, that is, the side where Vfc is lowered. When Vfc is smaller than the reference value Vo, the control target of the chopper device 6 is positive, and, contrary to the above, the current is sent to the DC side of the inverter device 4 to operate to increase Vfc. By this operation, an operation for keeping the inverter input voltage Vfc constant, that is, a constant voltage control operation is performed.

  Next, the value of IchP1 is limited to a range between minL and maxL by the limit function 44, and this value is set as a final chopper current target value IchP4. minL is a negative value that is calculated and output by IchP2 that indicates the allowable maximum charging current value obtained from the power storage control device 16 via the information transmission means 17 as a negative value and the value SOC that indicates the charge amount of the power storage device 7 It is. The value is 0 when the SOC is input and the SOC is equal to or greater than the threshold 3 indicating the maximum allowable value, and 1 is output when the SOC is another threshold 4 that is slightly smaller than the threshold 3, and the threshold 3, During the threshold 4, the output of the SOC upper limit pattern generator 48 that outputs an intermediate value from 0 to 1 is multiplied by IchP2.

  On the other hand, maxL is a positive value that is calculated and output by IchP3 and SOC that indicate the allowable maximum discharge current value obtained from the power storage control device 16 via the information transmission means 17 as a positive value. The value is 0 when the SOC is input and the threshold is 1 or less indicating the lowest allowable SOC, and 1 when the SOC is 2 or more, which is slightly larger than the threshold 1, and the threshold 1 is output. During the threshold value 2, IchP2 is multiplied by the output of the SOC lower limit pattern generator 50 that outputs an intermediate value from 0 to 1.

  Negative feedback is performed with the current control unit (ACR) 46 in proportion to the final chopper current target value IchP4 obtained in this manner, with the direction in which the Ich detected by the power storage device current detection unit 12 is discharged from the power storage device 7 being positive. A treatment such as integration is performed and the flow angle command is set. This value is converted by the PWM converter 47 into a pulse signal having a pulse width proportional to the conduction angle command and output as Pp shown in FIG. As described above with reference to FIG. 3, the increase / decrease of Ich including the direction of current can be controlled by the pulse width of the chopper device 6.

  IchP4 is limited to the range of IchP2 to IchP3, and IchP4 is 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, and when the power storage device 7 is above the maximum allowable charge amount, charging of the power storage device 7 is prohibited and the maximum allowable charge amount is achieved. Is guaranteed.

  Further, IchP4 is equal to or greater than minL (because it is a negative value, so that the absolute value is less than the allowable value), minL is greater than or equal to the allowable maximum charging current value IchP2 (because it is a negative value, and is less than the allowable value as the absolute value), and IchP4 Is less than maxL, and manL is less than or equal to the allowable maximum discharge current value IchP3, the charge / discharge current of the power storage device 7 is limited within the maximum allowable charge / discharge current value.

  FIG. 5 shows the characteristics of the SOC lower limit pattern generator 50 described above. Similarly, FIG. 6 shows the characteristics of the SOC upper limit pattern generator 48 described above.

  FIG. 7 shows the charge / discharge characteristics of the power storage device 7 when the control according to FIG. 4 is performed. Where Vfc is lower than the control voltage target value Vo, the Ich control target value IchP1 is positive, that is, the target value is determined so as to control the current in the direction of discharge from the power storage device 7, and Vfc is lower than the control voltage target value Vo. The Ich control target value IchP1 is negative at higher points, that is, the target value is determined so as to control the current in the direction of charging the power storage device 7.

  When Vfc is far away from the control voltage target value Vo, the IchP1 is limited by the limit function 44 to maxL on the positive side and minL on the negative side, and has the characteristics shown in FIG. This is input to the subsequent current control unit ACR 46 as IchP4, and the characteristics shown in FIG.

  The operation when a vehicle equipped with the vehicle control device of the present invention passes through a train line non-equipment section will be described with reference to FIG. Here, Iinv is the input current of the inverter device 4, Vfc is the input voltage of the inverter device, Idc is the supply current from the train line, Ich is the charge / discharge current of the power storage device 7, and SOC is the charge rate of the power storage device.

  It is assumed that power running is started at point A in FIG. 8 which is an equipment section of a train line, and a train line non-equipment section is entered at point B in a power running state while taking a predetermined current as shown in FIG. 8A. Since the train line voltage is received at the point A (FIG. 8b), the input voltage Vfc of the inverter device 4 is equivalent to the train line voltage. As shown in FIG. 7, the chopper device 6 is charged in this voltage region. At this time, the input current of the inverter device 4 is supplied from the train line via the current collector 1 as shown in FIG. 8c. Is done.

  Since the chopper device 6 is in the charging operation region due to the train line voltage, the power storage device 7 is charged, or when fully charged, the charging current is narrowed down to almost zero by the action of the SOC upper limit pattern generator 48 of FIG. It is in a state. In FIG. 8d, it is indicated that the charging current is narrowed at point A.

  Accordingly, in FIG. 8e, the SOC is shown in the vicinity of the upper limit value. When a train line non-equipment section is entered at point B (FIG. 8c), no current is supplied from the train line and Vfc drops rapidly as shown in (FIG. 8b), but Vfc is controlled by the chopper device 6. When the voltage drops to the target Vo, discharge is started to keep Vfc in the vicinity of Vo by the constant voltage control functions 42 and 43 in FIG. 4, and current is supplied from the chopper device 6 as shown in the section B-C in FIG. 8d. The At this time, the power storage device 7 discharges, so that the charge amount SOC decreases as shown in FIG. 8e.

  Further, since many inverter devices 4 are controlled to take constant power with respect to input voltage fluctuations (FIG. 8a), the state in which the input current increases corresponding to the drop in voltage after passing through point B. It is shown.

  Next, when the vehicle again enters the train line facility section at the point C, the train line voltage is again applied to the inverter device 4 as shown in FIG. 8B. At this time, the chopper device 6 increases the Vfc as shown in FIG. As shown in Fig. 8, the charging operation is started, and charging is started as shown in Fig. 8d. Therefore, as shown in FIG. 8c, the current supplied from the train line is the current input to the inverter device 4 shown in FIG. 8a and the chopper device 6 shown in FIG. The total current to be

  Thereafter, when the power running is turned off (FIG. 8c), the power running current Iinv of the inverter device 4 decreases from the supply current Idc of the train line as indicated by the point D, and when the charging of the power storage device 7 is completed, as shown by the point E. The charge current is reduced from the supply current Idc of the train line. When the charging of the power storage device 7 is completed, the amount of charge SOC increases due to charging, and when the threshold value 3 in FIG. 6 is reached, the output 48 in FIG. 4 outputs 0, and as a result, minL becomes 0. Since the line is applied, IchP1 is negative, so the control target current value IchP4 is automatically set to 0.

  There are the following points to note when applying the system of the present invention. Many vehicle drive inverter devices are controlled so as to output a constant output to an electric motor in a short time range in which a driving change operation is not performed in consideration of the riding comfort of the vehicle. For this reason, the input power is also controlled to take a constant power. In a vehicle equipped with the device of the present invention, when the inverter device 4 is operated so that the inverter device 4 takes more power than the maximum power that can be supplied by the power storage device 7 when the vehicle is operated in the non-equipment section of the train line, the power storage device Even if 7 performs maximum discharge, the power from the power storage device 4 is insufficient, and the inverter input voltage Vfc cannot be maintained at the control target voltage.

  Further, since the inverter device 4 is controlled to input constant power as described above, the input voltage Vfc of the inverter device 4 leaves the control target voltage and becomes the minimum control voltage Vbo of the inverter device, and the inverter device 4 cannot be controlled. The operation will be stopped. In order to avoid this, as an example, a method of not performing an operation that takes electric power more than the maximum discharge power of the power storage device 7 in the non-equipment section of the train line may be considered. However, it is more effective if the situation where the inverter device 4 is below the minimum control voltage Vbo can be automatically avoided.

  The graph of FIG. 9 shows a favorable characteristic of the inverter device 4 in the application of the system of the present invention. That is, as shown in FIG. 9, the maximum output characteristic related to the input voltage Vfc of the inverter device 4 is 0 at the minimum control voltage value Vbo of the inverter device 4 and is greater than a predetermined value Vba slightly larger than Vbo, and Vba, Vbo as the maximum output characteristic values at normal times. The interval is controlled to gradually decrease the maximum output. By making the maximum output characteristic of the inverter device 4 in this way, even if the inverter device 4 takes more power than the maximum discharge power of the power storage device 7, the input of the inverter device 4 decreases when Vfc decreases and approaches Vbo. Then, since the electric power becomes lower than the discharge power of the power storage device and Vfc is kept higher than Vbo, it is possible to avoid the inverter device 4 from being uncontrollable and being brought to an operation stop.

  Next, another embodiment of the charge / discharge control unit 21 will be described. FIG. 10 is a block diagram showing another configuration example of the charge / discharge control unit 21 shown in FIG. FIG. 11 is a characteristic diagram of SOC upper limit pattern generators 48 and 48a used in the configuration shown in FIG. FIG. 12 is a diagram showing the voltage / current control characteristics when the control according to the configuration shown in FIG. 10 is performed.

  This embodiment is effective when the storage capacity of the power storage device 7 is large and there is a margin in storage capacity with respect to the storage capacity necessary for traveling in the non-train line section. Since the embodiment of FIG. 4 is intended to reliably travel in the non-train line section, the highest priority is to ensure the storage capacity in the non-train line section, as shown in FIG. Thus, when entering the train line facility section, the charge / discharge control device 13 operates to charge up to the upper limit SOC allowed for the power storage device. Therefore, there is a characteristic that it is difficult to absorb regenerative energy during regeneration. In this example, regenerative energy absorption is facilitated by utilizing the above-described margin of the storage capacity.

  The charge / discharge control unit 21 of the present embodiment is obtained by adding the following to the configuration of FIG. Specifically, the reference value generator 41 shown in FIG. 4 is used as the first reference generator 41, whereas the second reference value generator 41a, the output of the reference value generator 41 and the reference value generator are used. A switch 52 for switching the output of 41a, a regeneration detection unit 53 for detecting that a regenerative braking operation has been performed, a comparator 54 for detecting that the amount of charge SOC of the power storage device 7 has exceeded a predetermined value, and regeneration detection The output of the unit 53 and the output of the comparator 54 are input, and the output of the second reference value generator 41a is selected for the switch 52 when the SOC value exceeds the threshold value 3p shown below except during regeneration. Otherwise, a logical product function 55 for outputting the output of the reference value generator 41 is added, and the SOC upper limit pattern generator 48 shown in FIG. 4 is used as the first SOC upper limit pattern generator 48. SOC for The second SOC upper limit pattern generator 48a that inputs and generates a multiplication value for the charging current limit IchP2, and the output of the SOC upper limit pattern generator 48 during regeneration and the output of the second SOC upper limit pattern generator 48a under other conditions And a switch 56 for switching to select.

  Further, when a control signal indicating that an operation for deceleration is performed by a driver in a driving device (not shown), for example, the regeneration detection unit 53 detects this and regards it as regeneration. Further, the second reference value generator 41a outputs a value (Vso) that matches or is close to the sending voltage value Vs of the ground-side power supply that supplies the voltage to the train line, and is a second SOC upper limit pattern generator. 48a has an upper limit value in which the amount of stored electricity SOC is lower than that of the first SOC upper limit pattern generator 48, and has a threshold value 3p that is lower than the threshold value 3 shown in FIG. When 0, the SOC is less than the threshold value 4p, which is slightly smaller than the threshold value 3p, 1 is output, and an intermediate value between 0 and 1 is output between the threshold value 3p and the threshold value 4p. FIG. 11 shows the relationship between the characteristics of the first SOC upper limit pattern generator 48 and the second SOC upper limit pattern generator 48a.

According to the configuration of the present embodiment, the following four operation states are switched by the switches 52 and 56.
(1) When regenerating and SOC is not less than the threshold value 3p in FIG. 11 (2) When regenerating and SOC is not more than the threshold value 3p in FIG. 11 (3) When not regenerating and SOC is not less than the threshold value 3p in FIG. 4) When non-regenerative and SOC is below the threshold value 3p in FIG.

(1) In the case of (2), the output Vo of the first reference value generator 41 is selected by the switch 52, and the output of the SOC upper limit pattern generator 48 is selected by the switch 56.
Therefore, the control configuration is the same as in FIG. 4, and the operation can be performed up to the threshold value 3 as described in FIG.

  In the case of (4), the output Vo of the first reference value generator 41 is selected by the switch 52, and the output of the SOC upper limit pattern generator 48a is selected by the switch 56. Therefore, the operation is the same as that described with reference to FIG. 4, but the charge amount SOC is limited to the threshold value 3p. That is, the charging is stopped with a difference margin between the threshold 3 and the threshold 3p with respect to the allowable upper threshold 3 of the power storage device 7.

  In the case of (3), the output Vso of the second reference value generator 41 a is selected by the switch 52, and the output of the SOC upper limit pattern generator 48 is selected by the switch 56. In this case, the signal input to the subtractor 42 and compared with the inverter device input voltage Vfc is Vso. Therefore, the subtractor 42 and the coefficient unit 43 perform constant voltage control with Vso as a control target.

  FIG. 12 shows the characteristics of the constant voltage control at this time. Since Vso is substantially the same as the train line sending voltage Vs, as is clear from FIG. 12, when the inverter device input voltage Vfc inputted through the current collector 1 is lower than the train line sending voltage even in the train line facility section. That is, if any electric equipment other than the vehicle and the vehicle in the vicinity consumes electric power and thereby the train line voltage is lowered, the constant voltage control operates on the discharge side.

  This operation is performed so as to return the charge amount SOC to 3p by selecting the case of (4), that is, the non-regenerative time when the charge amount exceeds the threshold value 3p and not being regenerated. That is, when the battery is charged beyond the threshold 3p during regeneration, the SOC can be returned to the threshold 3p by performing a discharging operation even in the train line facility section. Accordingly, the SOC is controlled so that the charge amount SOC approaches the threshold value 3p except at the time of regenerative operation, and the regenerative energy is controlled to be able to be charged up to the threshold value 3 as shown in the above (1) and (2). Can be absorbed.

  Next, an example of the operation of this embodiment will be described with reference to FIG. Here, Iinv is the input current of the inverter device 4, Vfc is the input voltage of the inverter device 4, Idc is the current supplied from the train line, Ich is the charge / discharge current of the power storage device 7, and SOC is the charge rate of the power storage device 7. . In this example, as shown in FIG. 13e, in the train line equipment section, the power storage device 7 is charged up to the SOC upper limit threshold value threshold value 3p at the time of non-regeneration, and then enters the train line non-equipment section and regenerates. The case where the equipment section was entered and powered is shown. In the case of the embodiment shown in FIG. 4, this condition is that the SOC is charged up to the allowable upper limit threshold value 3 in the first train line equipment section, and regeneration in the non-train line section cannot absorb regenerative energy and regeneration is performed. It is a case that cannot be operated.

  First, assume that powering is performed at point A. The power line voltage slightly decreases due to power running (FIG. 13b), and Vfc decreases. However, since this state corresponds to the above condition (4), the constant voltage control target is Vo and the chopper device 6 is in the charging operation state. Is at the threshold value 3p, the output of the second SOC upper limit pattern generator 48a is 0, and since this output is selected and minL is 0, charging and discharging are not performed, and the train as shown in FIG. 13c. A current Idc from the line is supplied to the inverter. When the power running current disappears after the power running is turned off, Vfc once returns, but enters the non-equipment section of the train line at the point B and drops to the constant voltage control target value Vo of the chopper device 6 as in the case of FIG.

  In this state, since the chopper device 6 is in a coasting state, the chopper device 6 performs constant voltage control, but the chopper current Ich in FIG. 13d is almost zero. Thereafter, when regeneration is performed at the point C, the output of the first SOC upper limit pattern generator 48 is selected by the state (2), that is, the switch 56, but the SOC is in the vicinity of the threshold value 3p. As can be seen, a non-zero finite value is output. As a result, a negative finite value is output for minL, and the constant voltage control function of the chopper device charges the power storage device 7 so as to suppress an increase in the inverter device input voltage Vfc due to regeneration, that is, the regenerative power is absorbed. Above 3p, the state (1) is reached and rises toward the threshold 3.

  When regeneration is turned off at point D, the state of (3) is reached, so that the constant voltage control target value of the chopper device 6 is switched by the switch 52 and switched to constant voltage control targeting Vso (FIG. 13b). Vfc rises in the vicinity of Vs. At the same time, the output of the SOC upper limit pattern generator 48a is selected by the switch 56 and minL becomes zero.

  That is, when the charge to the power storage device 7 is 0 and Vfc is lower than Vso which is substantially equal to the delivery of the train line, the discharge operation is performed. Thereafter, when entering the train line equipment section at point E (FIG. 13c), as shown in FIG. 13d, when power is consumed by other than the own vehicle, the chopper device 6 is discharged and goes outside the own vehicle. Idc flows. When the own vehicle starts power running at point F and Vfc further decreases (FIG. 13d), the constant voltage control of the chopper device 6 reacts to this, and more discharge is performed. When the SOC decreases due to the discharge between D and G and the SOC reaches the threshold value 3p, the comparator 54 is inverted, whereby the control reference value is switched by the switch 52 to switch to the state of (4) above, and the constant voltage control of the chopper device 6 is performed. The control target voltage is Vo. Since the control target voltage Vo of constant voltage control is set to a value lower than the train line voltage, the chopper device 6 stops discharging and returns to the charging operation state.

  However, immediately after the point G, the SOC is in the vicinity of the threshold value 3p, so minL indicates almost 0 and the charging current becomes almost 0. Since the charging / discharging from the power storage device 7 is substantially stopped until the point H at which powering is turned off thereafter, only the current from the train line is supplied to the inverter device 4 as shown in FIG. 13c. The

  When the point G is reached, the state of charge of the power storage device 7 and the switches 52 and 56 have all returned to the state at the point A. It is clear that it is possible to drive in the section. Although not shown in FIG. 13, all the power running operations in the non-equipment section of the train line are performed in the state (4). Therefore, by replacing the threshold value 3 with the threshold value 3 p in FIG. This can be explained in the same manner as described in 4.

  As described above, according to the present embodiment, the charging control is performed so that the charge amount SOC of the power storage device 7 is slightly lower than the allowable maximum value in the train line facility section. Thereafter, not only the power running operation of the inverter device 4 but also the regenerative operation is possible, and at this time, energy can be absorbed by charging the power storage device 7.

It is a figure which shows embodiment of this invention. It is a block diagram which shows the structural example of the charging / discharging control apparatus 13 shown in FIG. It is a block diagram which shows the example of an operation | movement waveform of the charging / discharging control apparatus 13 shown in FIG. It is a block diagram which shows the structural example of the charging / discharging control part 21 shown in FIG. It is a characteristic view of the SOC lower limit pattern generator 50 shown in FIG. FIG. 2 is a characteristic diagram of the SOC upper limit pattern generator 48 shown in FIG. 1. FIG. 2 is a control characteristic diagram of the configuration example shown in FIG. 1. FIG. 6 is an operation waveform diagram when control by the charge / discharge control unit 21 having the configuration shown in FIG. 4 is performed. It is a preferable characteristic view of the inverter apparatus 4 of the structure shown in FIG. It is a block diagram which shows the other structural example of the charging / discharging control part 21 shown in FIG. It is a characteristic view of the 2nd SOC upper limit pattern generator 48a shown in FIG. It is an operating characteristic figure at the time of performing control by the discharge control part of the structure shown in FIG. It is an operation | movement waveform diagram at the time of performing control by the discharge control part of the structure shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Current collector 2 Filter reactor 3 Filter capacitor 4 Inverter device 5 Main motor 6 Chopper device 6a, 6b IGBT
DESCRIPTION OF SYMBOLS 7 Power storage device 8 Voltage conversion reactor 9,11 DC voltage detector 10,12 DC current detector 13 Charge / discharge control device 14 Inverter control device 16 Power storage control device 17 Information transmission means 21 Charge / discharge control unit 22,23,55 Logic Product function 24 Inversion function 41, 41a Reference value generator 42, 45 Subtractor 43 Coefficient unit 44 Limit function 46 ACR (current control unit)
47 PWM modulator 48, 48a, 50 pattern generator 49, 51 multiplier 52, 56 switch 53 regeneration detector 54 comparator

Claims (8)

An inverter device that controls the driving of the main motor by receiving a DC voltage supplied from the train line via the current collector, a semiconductor switching device connected to the DC side of the inverter device, and a power storage connected to the semiconductor switching device a device, a DC voltage detection means said semiconductor switching device measures the DC side voltage of inverters connected device, and a discharge control unit for controlling the semiconductor switching device in response to the output of the DC voltage detecting means Have
The charge / discharge control unit controls the semiconductor switching device so as to keep a charge amount at a predetermined value, and maintains a voltage at a connection point between the DC side of the inverter device and the semiconductor switching device within a predetermined range. And a control unit for controlling the semiconductor switching device ,
When a DC voltage is supplied from the train line through the current collector in the facility section of the train line, and the detected value of the DC voltage detection means is equal to or higher than the train line power supply voltage , the connection point with the inverter device The semiconductor switching device is controlled so as to charge and discharge from the power storage device and keep the charge amount of the power storage device at a predetermined value,
In the non-equipment section of the train line, it is separated from the train line and is not supplied with a DC voltage via the current collector, and the detected value of the DC voltage detection means is the train line power supply voltage and the minimum DC input controllable by the inverter device When the voltage is within a specific voltage range set between the voltage and the voltage, the charging / discharging is performed from the power storage device according to the output of the DC voltage detection means, and the connection point between the DC side of the inverter device and the semiconductor switching device A vehicle control device for intermittent power reception, characterized in that the semiconductor switching device is controlled so as to maintain a voltage near a control target voltage value set within the specific voltage range . The vehicle control device according to claim 1,
The maximum value of the terminal voltage of the power storage device is selected to be a voltage lower than the lowest DC input voltage value that can be controlled by the inverter device,
In the semiconductor switching device , the voltage on the direct current side of the inverter device measured by the direct current voltage detection means is, in the specific voltage range, the current flowing from the direct current side of the inverter device to the connection point of the semiconductor switching device. Perform control in a constant voltage control mode for controlling the entry and exit and controlling the voltage at the connection point to be close to the control target voltage value set within the specific voltage range,
Voltage of the DC side of the DC voltage detecting means measures said inverter device, wherein in the voltage range higher than the specified voltage range, the constant current charge control the charging current is limited to a maximum permissible charging current value to said power storage device and controls the mode limit, the voltage of the DC side of the DC voltage detecting means measures said inverter device, wherein in the lower voltage range than the specified voltage range, the maximum allowable discharge current value discharge current from said power storage device vehicle control apparatus characterized by controlling the constant current discharge control mode. The vehicle control device according to claim 2,
Control target value in the constant current charging control mode for the charging current is a value related to the maximum charging current value allowed to the power storage device, the control target value in the constant current discharge control mode for the discharge current, the electric storage device A control device for a vehicle, characterized in that it is a value relating to a maximum discharge current value allowed for the vehicle. The vehicle control device according to claim 3,
Wherein said control target value in the constant current charging control mode for the charging current is zero when the storage amount of the power storage device is equal to or larger than the upper limit value allowed, the control target in the constant current discharge control mode for the discharge current value, the vehicle control device, characterized in that is zero when the storage amount of the power storage device is equal to or less than the lower limit value allowed. The vehicle control device according to claim 4,
Control target value in the constant current charging control mode for the charging current, the maximum charging current storage amount of the power storage device is within the allowable, the when the storage amount reaches the upper limit vicinity allowed allowed for said power storage device than the value related to the value is reduced, the control target value in the constant current discharge control mode for the discharge current, the charged amount is within the allowable of the electric storage device, wherein when said storage amount becomes the lower limit proximity allowed A vehicular control device characterized by being reduced from a value related to a maximum charging current value allowed for a power storage device. The vehicle control device according to claim 2,
Characterized in that said inverter apparatus having a function corresponding to the difference between the lowest DC input voltage controllable input voltage at a high voltage side near the controllable minimum DC input voltage value to reduce the output of the inverter device A vehicle control device. The vehicle control device according to claim 4,
The upper limit of the charged amount of the power storage device is set to distinguish the case of the regenerative braking effect and otherwise during regenerative braking, upper limit storage amount of the electric storage device other than the time of regenerative braking is permitted, The vehicular control device, wherein a power storage amount of the power storage device during regenerative braking is set lower than an allowable upper limit value. The vehicle control device according to claim 7,
Except when the regenerative braking, and when the storage amount of the electric storage device exceeds the acceptable upper limit of the charged amount in the cases other than the regenerative braking action, the DC side of the inverter device of the semiconductor switching device A control apparatus for a vehicle, characterized in that a control target voltage in a constant voltage control mode for a voltage at a connection point is switched to a value in the vicinity of a delivery voltage.

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