JPH09168204A - Control device of electric car - Google Patents
Control device of electric carInfo
- Publication number
- JPH09168204A JPH09168204A JP7326646A JP32664695A JPH09168204A JP H09168204 A JPH09168204 A JP H09168204A JP 7326646 A JP7326646 A JP 7326646A JP 32664695 A JP32664695 A JP 32664695A JP H09168204 A JPH09168204 A JP H09168204A
- Authority
- JP
- Japan
- Prior art keywords
- power
- phase
- electric vehicle
- generator
- transformer
- 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.)
- Pending
Links
Classifications
-
- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、電化区間と非電化
区間を通して運転する電気車の制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an electric vehicle that operates through electrified sections and non-electrified sections.
【０００２】[0002]
【従来の技術】従来、電化区間と非電化区間を通して運
転する電気車の制御方法には、２種類の方法がある。第
１の方法はディーゼルエンジン等の内燃機関を駆動源と
し、変速ギア、流体継手を介して車輪を駆動する非電化
区間用電気車（一般に気動車と呼称される。）を、電化
区間までそのまま乗り入れる方法である。この方法で
は、電化区間においてもディーゼルエンジンを使用して
走行するため、騒音の問題、燃費の問題等があり、電化
区間での改善が望まれている。更に、電化区間では一般
に列車密度が高く、高出力が取りにくい気動車では、他
の電気車のダイヤを乱すもととなっている。2. Description of the Related Art Conventionally, there are two types of control methods for an electric vehicle that operates through an electrified section and a non-electrified section. The first method is to drive an electric vehicle for a non-electrified section (generally referred to as a railcar), which uses an internal combustion engine such as a diesel engine as a drive source and drives wheels through a transmission gear and a fluid coupling, to the electrified section as it is. Is the way. In this method, since the diesel engine is used for traveling even in the electrified section, there are problems such as noise and fuel consumption, and improvement in the electrified section is desired. Furthermore, trains in the electrified section generally have high train densities, and rail cars of other electric cars are disturbed by diesel trains that are difficult to obtain high output.
【０００３】これらの問題を解決する第２の方法は、電
化区間は架線から電力を取り込み、通常の電気車と同一
の走行が可能な電気車の制御装置を搭載し、非電化区間
においては、ディーゼルエンジン等の内燃機関により発
電機を駆動し、この発電電力を使用して電気車の制御装
置を駆動する方法である。A second method for solving these problems is to take electric power from an overhead line in an electrified section and mount a control device for an electric vehicle that can run the same as an ordinary electric vehicle. In this method, a generator is driven by an internal combustion engine such as a diesel engine, and the generated electric power is used to drive a control device for an electric vehicle.
【０００４】図３は電化区間と非電化区間を通して運転
する電気車の第２の方法による電気車の制御装置の構成
図である。電化区間走行時は、切換えスイッチ10は端子
の側に接続される。すると、パンタグラフ１から取り入
れられた交流電力は、変圧器２により降圧された後、２
次巻線２ｂに接続された電力変換装置３で直流電力に変
換される。その後、平滑リアクトル４で脈流が平滑化さ
れ、可変電圧・可変周波数制御装置（以下、インバータ
という。）５で所定の電圧、周波数の交流電力に変換さ
れて、誘導電動機６が駆動制御される。FIG. 3 is a block diagram of an electric vehicle control apparatus according to a second method of an electric vehicle that operates through an electrified section and a non-electrified section. When traveling in the electrified zone, the changeover switch 10 is connected to the terminal side. Then, the AC power taken from the pantograph 1 is stepped down by the transformer 2 and then 2
It is converted into DC power by the power converter 3 connected to the secondary winding 2b. After that, the smoothing reactor 4 smoothes the pulsating flow, and the variable voltage / variable frequency control device (hereinafter referred to as an inverter) 5 converts it to AC power of a predetermined voltage and frequency, and the induction motor 6 is drive-controlled. .
【０００５】非電化区間走行時は、切換えスイッチ10は
端子ｂ側に接続される。すると、ディーゼルエンジン等
の内燃機関７が３相交流発電機８を駆動し、３相全波整
流器９により直流に変換し、パンタグラフ１から取り入
れられて変換された直流電力と３相交流発電機８の出力
が変換された直流電力を切り替える切り替えスイッチ10
を経て、平滑リアクトル４へ入力され、電化区間走行時
と同様に、インバータ５で所定の電圧、周波数の交流電
力に変換して、誘導電動機６を駆動制御する。When traveling in the non-electrified section, the changeover switch 10 is connected to the terminal b side. Then, the internal combustion engine 7 such as a diesel engine drives the three-phase AC generator 8, the three-phase full-wave rectifier 9 converts the DC into DC, and the DC power taken from the pantograph 1 and converted and the three-phase AC generator 8 are used. Changeover switch 10 for switching the DC power with the output of the converter converted
Is input to the smoothing reactor 4 and is converted into AC power of a predetermined voltage and frequency by the inverter 5 in the same manner as when traveling in the electrified section, and the induction motor 6 is drive-controlled.
【０００６】また、一般に電化区間専用の電気車では低
圧補助回路用補助電源として、変圧器２に電気車駆動電
力供給用の２次巻線２ｂとは別に、低圧補助機器用の３
次巻線を設け、図示しない空調装置や機器冷却用のブロ
ワーに単相交流を供給している。しかし、電化区間と非
電化区間両用のこのような電気車の制御装置では、電気
車駆動用電源の直流部、即ち平滑リアクトル４により平
滑化された直流電圧供給部分より、図示しない電動発電
機又は静止形補助電源装置11により、低圧３相交流電源
を得て低圧補助機器に供給している。[0006] Generally, in an electric vehicle dedicated to the electrification section, as a supplementary power source for the low voltage auxiliary circuit, in addition to the secondary winding 2b for supplying the electric vehicle drive power to the transformer 2, a low voltage auxiliary circuit for the auxiliary equipment is provided.
A secondary winding is provided to supply a single-phase alternating current to an air conditioner (not shown) and a blower for cooling the equipment. However, in such an electric vehicle control device for both the electrified section and the non-electrified section, a DC generator of the electric vehicle driving power source, that is, a DC voltage supply section smoothed by the smoothing reactor 4, is used to drive a motor generator (not shown) or The stationary auxiliary power supply device 11 obtains a low-voltage three-phase AC power supply and supplies it to the low-voltage auxiliary equipment.
【０００７】[0007]
【発明が解決しようとする課題】ところが、上述した図
３に示す電気車の制御装置では、交流／直流変換用の整
流器が電化区間走行用の電力変換装置３と、非電化区間
走行用の３相全波整流器９の２種類必要となることや、
電化区間専用車両では簡単な構成ですむ３次巻線による
補助電源システムが、静止形補助電源装置11等の専用補
助電源システムを必要とする。このことから、この第２
の方法による電気車の制御装置は実用化例がほとんど無
く、従って第１の方法が問題点を抱えつつも使用されて
いるのが現状である。However, in the control device for the electric vehicle shown in FIG. 3 described above, the rectifier for AC / DC conversion has the power conversion device 3 for traveling in the electrified section and the rectifier for traveling in the non-electrified section. Two types of phase full-wave rectifier 9 are required,
The auxiliary power supply system using the tertiary winding requires a dedicated auxiliary power supply system such as the static auxiliary power supply device 11 because it requires a simple configuration for vehicles dedicated to electrification sections. From this, this second
The electric vehicle control device according to the method (1) has almost no practical application, and therefore, the first method is currently used even though it has a problem.
【０００８】そこで本発明は、上述した問題点を解決す
るためになされたもので、電化区間及び非電化区間共用
の交流／直流変換用の電力変換装置を設けることで、電
化区間及び非電化区間を通して走行する電気車の制御装
置を小型化することを目的とする。又補助電源を非電化
区間走行時においても、電化区間と同様に別装置として
設けることなく、簡易な構成で実現することを目的とす
る。Therefore, the present invention has been made to solve the above-mentioned problems, and by providing a power converter for AC / DC conversion that is commonly used in the electrified section and the non-electrified section, the electrified section and the non-electrified section are provided. It is an object of the present invention to reduce the size of a control device for an electric vehicle traveling through the vehicle. Another object of the present invention is to realize an auxiliary power source with a simple configuration without running as a separate device when traveling in the non-electrified section, as in the electrified section.
【０００９】[0009]
【課題を解決するための手段】上述した目的を達成する
ために、請求項１に記載の発明は、集電器に１次巻線が
接続され第１の単相交流電力を出力する変圧器と、内燃
機関に直結された第２の単相交流電力を発生する単相交
流発電機と、第１又は第２の単相交流電力を直流電力に
変換して駆動装置に出力する電力変換装置と、電気車が
電化区間を走行するときは、変圧器の２次巻線と電力変
換装置の入力側を接続し、電気車が非電化区間を走行す
るときは、単相交流発電機と電力変換装置の入力側を接
続する切換え手段とを有してなる。In order to achieve the above-mentioned object, the invention described in claim 1 is a transformer having a primary winding connected to a current collector and outputting a first single-phase AC power. A single-phase alternating-current generator that is directly connected to the internal combustion engine and that generates second single-phase alternating-current power; and a power converter that converts the first or second single-phase alternating-current power into direct-current power and outputs the direct-current power to a drive device. When the electric vehicle travels in the electrified section, the secondary winding of the transformer is connected to the input side of the power converter, and when the electric vehicle travels in the non-electrified section, the single-phase AC generator and the power converter are connected. And switching means for connecting the input side of the device.
【００１０】また、請求項２に記載の発明は、集電器に
１次巻線が接続され第１の単相交流電力を出力する変圧
器と、内燃機関に直結された第２の単相交流電力を発生
する単相交流発電機と、変圧器の２次巻線に入力側が接
続され、第１又は第２の単相交流電力を直流電力に変換
して駆動装置に出力する電力変換装置と、変圧器の３次
巻線に接続された補機と、電気車が非電化区間を走行す
るときに、単相交流発電機を２次巻線と電力変換装置の
入力側との間に並列に接続する接続手段とを有してな
る。Further, the invention according to claim 2 is such that a transformer having a primary winding connected to a current collector and outputting a first single-phase AC power, and a second single-phase AC directly connected to the internal combustion engine. A single-phase AC generator that generates electric power, and a power converter that has an input side connected to a secondary winding of a transformer and that converts the first or second single-phase AC power into DC power and outputs the DC power to a drive device. , Auxiliary equipment connected to the tertiary winding of the transformer and a single-phase AC generator connected in parallel between the secondary winding and the input side of the power converter when the electric vehicle runs in the non-electrified section. And connecting means for connecting to.
【００１１】また、請求項３に記載の発明は、集電器に
１次巻線が接続され第１の単相交流電力を出力する変圧
器と、第１の内燃機関に直結され、この第１の内燃機関
の出力により第２の単相交流電力を発生する第１の単相
交流発電機と、第２の内燃機関に直結され、この第２の
内燃機関の出力により第３の単相交流電力を発生する第
２の単相交流発電機と、第１又は第２の単相交流電力を
直流電力に変換して駆動装置に出力する第１の電力変換
装置と、変圧器の第１の２次巻線に入力側が接続され、
第１又は第３の単相交流電力を直流電力に変換して駆動
装置に出力する第２の電力変換装置と、変圧器の３次巻
線に接続された補機と、電気車が電化区間を走行すると
きは、変圧器の第２の２次巻線と第１の電力変換装置の
入力側を接続し、電気車が非電化区間を走行するとき
は、第１の単相交流発電機と第１の電力変換装置の入力
側を接続する切換え手段と、電気車が非電化区間を走行
するときに、第２の単相交流発電機を第１の２次巻線と
第２の電力変換装置の入力側との間に並列に接続する第
１の接続手段とを有してなる。According to a third aspect of the present invention, a transformer having a primary winding connected to a current collector and outputting a first single-phase AC power is directly connected to the first internal combustion engine. The first single-phase AC generator that generates the second single-phase AC power by the output of the second internal-combustion engine is directly connected to the second internal-combustion engine, and the third single-phase AC is generated by the output of the second internal-combustion engine. A second single-phase AC generator that generates electric power, a first power converter that converts the first or second single-phase AC power into DC power and output the DC power, and a first transformer. The input side is connected to the secondary winding,
A second power converter that converts the first or third single-phase AC power into DC power and outputs the DC power, an auxiliary device connected to the tertiary winding of the transformer, and an electric vehicle in an electrified section. The second secondary winding of the transformer is connected to the input side of the first power conversion device when traveling in a vehicle, and the first single-phase AC generator is used when the electric vehicle travels in a non-electrified section. And a switching means for connecting the input side of the first power converter, and a second single-phase AC generator for connecting the first secondary winding and the second power when the electric vehicle travels in a non-electrified section. First connecting means connected in parallel with the input side of the converter.
【００１２】また、請求項４に記載の発明は、請求項３
に記載の発明において、電気車が非電化区間を走行する
ときに、第１及び第２の電力変換装置の入力側を接続す
る第２の接続手段と、第２の内燃機関又は第２の単相交
流発電機が故障した際に、第１の接続手段を開放する手
段とを有してなる。The invention described in claim 4 is the same as the invention described in claim 3.
In the invention described in (1), when the electric vehicle travels in the non-electrified section, the second connecting means for connecting the input sides of the first and second power conversion devices, and the second internal combustion engine or the second single unit. And a means for opening the first connecting means when the phase alternator fails.
【００１３】また、請求項５に記載の発明は、請求項３
に記載の電気車制御装置において、電気車が非電化区間
を低速走行するときは、第１の内燃機関の運転を停止さ
せ、電気車の速度が上昇し第２の内燃機関の出力が最大
となったときに、第１の内燃機関の運転を開始する制御
手段を有してなる。The invention described in claim 5 is the third invention.
In the electric vehicle control device described in (1), when the electric vehicle runs at a low speed in the non-electrified section, the operation of the first internal combustion engine is stopped, the speed of the electric vehicle increases, and the output of the second internal combustion engine becomes maximum. Control means for starting the operation of the first internal combustion engine.
【００１４】従って、請求項１乃至請求項５に記載の発
明によれば、内燃機関に直結されて電力を発生する発電
機を、単相交流発電機とすることで、電化区間及び非電
化区間で共通の電力変換装置を使用することができる。Therefore, according to the first to fifth aspects of the invention, the generator that is directly connected to the internal combustion engine to generate electric power is a single-phase AC generator, so that the electrified section and the non-electrified section can be used. It is possible to use a common power converter.
【００１５】また、請求項２乃至請求項５に記載の発明
によれば、非電化区間走行時に、発電機出力電力が、電
力変換装置により駆動装置に供給されると共に、２次巻
線から１次巻線を経由して３次巻線に電圧が誘起されて
補機に供給されるため電化区間と同様の補助電源システ
ムが成立し、新たに静止形等の補助電源システムを設け
る必要が無くなる。Further, according to the invention described in claims 2 to 5, the generator output power is supplied to the drive device by the power conversion device and the secondary winding 1 Since a voltage is induced in the tertiary winding via the secondary winding and supplied to the auxiliary equipment, an auxiliary power supply system similar to that in the electrification section is established, and it is not necessary to newly install a static auxiliary power supply system. .
【００１６】[0016]
【発明の実施の形態】以下、本発明の実施の形態につい
て図面を参照して詳細に説明する。図１は、請求項１乃
至請求項５に記載の発明の電気車の制御装置の構成図
で、図３と同一要素には同一符号を付してその説明を省
略し、ここでは異なる部分についてのみ述べる。BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram of an electric vehicle controller according to the first to fifth aspects of the present invention. The same elements as those in FIG. 3 are designated by the same reference numerals and the description thereof will be omitted. Only mention.
【００１７】すなわち、本実施の形態では、第２の単相
交流発電機である１台の単相交流発電機８ａは、第１の
接続手段である接続用接触器12ａを介して、直接第２の
電力変換装置である電力変換装置３ａ及び、第１の２次
巻線である変圧器２の２次巻線２ｂ１に接続され、非電
化区間を走行中は常に商用周波数を発生する回転数にて
第２の内燃機関であるエンジン７ａにより駆動される。
又第１の単相交流発電機であるもう１台の単相交流発電
機８ｂは、発電機出力と、第２の２次巻線である２次巻
線２ｂ２からの出力を切換えるための切換え手段である
切換え部13を介して第１の電力変換装置である電力変換
装置３ｂに接続され、更に第２の接続手段である接続用
接触器12ｂを介して変圧器２の２次巻線２ｂ１にも接続
され、第１の内燃機関であるエンジン７ｂにより駆動さ
れる。That is, in the present embodiment, one single-phase alternating-current generator 8a, which is the second single-phase alternating-current generator, is directly connected via the connection contactor 12a, which is the first connecting means. A power converter 3a, which is a second power converter, and a secondary winding 2b1 of a transformer 2, which is a first secondary winding, and which always generates a commercial frequency while traveling in a non-electrified section. Is driven by the engine 7a which is the second internal combustion engine.
The other single-phase alternating-current generator 8b, which is the first single-phase alternating-current generator, has switching for switching the generator output and the output from the secondary winding 2b2 which is the second secondary winding. The secondary winding 2b1 of the transformer 2 is connected to the power conversion device 3b which is the first power conversion device through the switching unit 13 which is the means, and further through the connection contactor 12b which is the second connection device. And is driven by the engine 7b which is the first internal combustion engine.
【００１８】まず、エンジン７ａ、７ｂに直結されて電
力を発生する交流発電機を、単相交流発電機８ａ，８ｂ
とすることで、電化区間で使用する電力変換装置３ａ，
３ｂを非電化区間でも共用することができる。First, the AC generators that are directly connected to the engines 7a and 7b and generate electric power are the single-phase AC generators 8a and 8b.
Therefore, the power conversion device 3a used in the electrification section,
3b can be shared even in the non-electrified section.
【００１９】また、２つの独立した変圧器２の２次巻線
２ｂ１，２ｂ２に、それぞれ独立したエンジン７ａ，７
ｂ及び単相交流発電機８ａ，８ｂが対応し、単相交流発
電機８ａの出力は、接続用接触器12ａを介して変圧器２
の２次巻線２ｂ１と電力変換装置３ａに接続される。電
気車が非電化区間を走行中は接続用接触器12ａが接続さ
れる。すると、単相交流発電機８ａの出力は電力変換装
置３ａに供給されると共に、１次巻線２ａを経由して３
次巻線３ｃに供給される。従ってエンジン７ａの回転数
を単相交流発電機８ａの出力が商用周波数を出力する回
転数で一定回転させることにより、３次巻線３ｃにつな
がる補助機器としては、電化区間専用に使用されるもの
とまったく同一の機器を使用できることとなり、新たに
静止形等の補助電源システムを設ける必要が無くなる。The secondary windings 2b1 and 2b2 of the two independent transformers 2 have independent engines 7a and 7b, respectively.
b and the single-phase AC generators 8a and 8b correspond to each other, and the output of the single-phase AC generator 8a is supplied to the transformer 2 through the contactor 12a for connection.
Secondary winding 2b1 and power converter 3a. The contactor 12a for connection is connected while the electric vehicle is traveling in the non-electrified section. Then, the output of the single-phase alternating-current generator 8a is supplied to the power converter 3a, and the output from the single-phase alternating-current generator 8a passes through the primary winding 2a.
It is supplied to the next winding 3c. Therefore, as the auxiliary device connected to the tertiary winding 3c by rotating the engine 7a at a constant speed at which the output of the single-phase AC generator 8a outputs a commercial frequency, the auxiliary device exclusively used for the electrification section Since the same equipment can be used, it is not necessary to newly provide an auxiliary power supply system such as a static type.
【００２０】更に、単相交流発電機８ｂは、切換え器13
を介して電力変換装置３ｂに接続される。電気車の電化
区間走行中は切換え器13は端子ａ側に接続され、非電化
区間走行中は切換え器13は端子ｂ側に接続される。従っ
て、これら単相交流発電機８ａ，８ｂは各々独立に制御
されれば良いこととなり、更にこれら２つの電力変換装
置３ａ，３ｂの直流側出力を直列に接続することで、１
つの直流出力が構成され、効率の良い運用が可能とな
る。Further, the single-phase AC generator 8b includes a switching device 13
Is connected to the power conversion device 3b via. The switch 13 is connected to the terminal a side while the electric vehicle is traveling in the electrified section, and the switch 13 is connected to the terminal b side during traveling in the non-electrified section. Therefore, these single-phase AC generators 8a and 8b should be controlled independently, and by connecting the DC side outputs of these two power converters 3a and 3b in series,
Two DC outputs are configured, enabling efficient operation.
【００２１】一方、単相交流発電機８ｂの出力から接続
用接触器12ｂを介して、単相交流発電機８ａの出力に接
続してあるため、もしに仮に１つ目のエンジン７ａがダ
ウンした場合でも接続用接触器12ａを開放し、接続用接
触器１２ｂを投入することで、全体出力はエンジン１台
分に減少するが、正常に運用することができる。On the other hand, since the output of the single-phase AC generator 8b is connected to the output of the single-phase AC generator 8a via the contactor 12b for connection, if the first engine 7a should be down. Even when the connection contactor 12a is opened and the connection contactor 12b is turned on, the overall output is reduced to that of one engine, but normal operation is possible.
【００２２】図２はエンジン７ａ，７ｂのそれぞれの制
御状態を示す図で、図２（ａ）は電気車全体のけん引力
及び必要出力を示す図、図２（ｂ）はエンジン７ａの制
御状態を示す図、図２（ｃ）はエンジン７ｂの制御状態
を示す図である。FIG. 2 is a diagram showing the respective control states of the engines 7a and 7b. FIG. 2 (a) is a diagram showing the traction force and required output of the entire electric vehicle, and FIG. 2 (b) is a control state of the engine 7a. FIG. 2C is a diagram showing a control state of the engine 7b.
【００２３】電気車が起動時の低速領域では大出力が不
要であるため（Ａ領域）、補助電源分も供給している１
台目のエンジン７ａ及び単相交流発電機８ａのみから電
力を供給し、２台目のエンジン７ｂ及び単相交流発電機
８ｂはアイドリング状態で待機している。さらに、電気
車の速度が上昇し、エンジン７ａ及び単相交流発電機８
ａの出力が最大出力となったところで（Ｂ領域）エンジ
ン７ｂ及び単相交流発電機８ｂの回転数を上昇させ始
め、２台のエンジン７ａ，７ｂ及び単相交流発電機８
ａ，８ｂの出力合計がその時点の必要出力となるように
制御する（ｃ領域）。このような制御を行うことで、エ
ンジン７ｂを常に最大回転数で駆動する必要がなくな
り、低騒音になるばかりでなく、燃料消費量の面でも低
燃料費が実現できる。Since a large output is not required in the low speed region when the electric vehicle is started (region A), the auxiliary power source is also supplied.
Electric power is supplied only from the first engine 7a and the single-phase AC generator 8a, and the second engine 7b and the single-phase AC generator 8b are on standby in the idling state. Furthermore, the speed of the electric vehicle increases, and the engine 7a and the single-phase AC generator 8
When the output of a reaches the maximum output (region B), the engine 7b and the single-phase AC generator 8b start to increase in rotation speed, and the two engines 7a, 7b and the single-phase AC generator 8 are started.
The total output of a and 8b is controlled to be the required output at that time (region c). By performing such control, it is not necessary to always drive the engine 7b at the maximum rotation speed, and not only low noise but also low fuel cost in terms of fuel consumption can be realized.
【００２４】[0024]
【発明の効果】以上説明したように、請求項１乃至請求
項５に記載の発明では、エンジンに直結されて、電力を
発生させる発電機が単相交流発電機であり、その出力か
ら直流電力を得る手段として、電化区間で使用する電力
変換装置を非電化区間でも共用することができる。又、
請求項２乃至請求項５に記載の発明では、非電化区間走
行時において単相交流発電機の出力は電力変換装置に入
力されるとともに、変圧器の２次巻線にも入力されるの
で、別に設けられている低圧補助回路用の３次巻線にも
電力を供給することができる。従って無駄な機器を排し
簡単で、冗長性のある電化区間及び非電化区間両用の電
気車の制御装置を提供することができる。As described above, in the inventions according to claims 1 to 5, the generator that is directly connected to the engine to generate electric power is a single-phase AC generator, and its output is DC power. The power conversion device used in the electrified section can be shared in the non-electrified section as a means for obtaining or,
In the inventions according to claims 2 to 5, the output of the single-phase AC generator is input to the power converter and also to the secondary winding of the transformer when the vehicle is running in the non-electrified section. Power can also be supplied to the separately provided tertiary winding for the low voltage auxiliary circuit. Therefore, it is possible to provide a control device for an electric vehicle for both electrified sections and non-electrified sections, which is simple and can eliminate wasteful equipment.
【図１】請求項１乃至請求項５に記載の発明の実施の形
態を示す電気車の制御装置の構成図である。FIG. 1 is a configuration diagram of a control device for an electric vehicle showing an embodiment of the invention described in claims 1 to 5.
【図２】２台のエンジン及び発電機を用いる場合のそれ
ぞれの制御状態を示す図である。FIG. 2 is a diagram showing respective control states when two engines and a generator are used.
【図３】従来の電気車の制御装置の構成図である。FIG. 3 is a block diagram of a conventional electric vehicle controller.
１…パンタグラフ ２…変圧器 ２ａ…１次巻線 ２ｂ１，２ｂ２…２次巻線 ２ｃ…３次巻線 ３…電力変換装置 ４…平滑リアクトル ５…インバータ ６…誘導電動機 ７ａ，７ｂ…エンジン ８ａ，８ｂ…単相交流発電機 12ａ，12ｂ…接続用接触器 13…切換え器 1 ... Pantograph 2 ... Transformer 2a ... Primary winding 2b1, 2b2 ... Secondary winding 2c ... Tertiary winding 3 ... Power converter 4 ... Smoothing reactor 5 ... Inverter 6 ... Induction motor 7a, 7b ... Engine 8a, 8b ... Single-phase AC generator 12a, 12b ... Connection contactor 13 ... Switching device
Claims (5)
交流電力を出力する変圧器と、 内燃機関に直結された第２の単相交流電力を発生する単
相交流発電機と、 前記第１又は第２の単相交流電力を直流電力に変換して
駆動装置に出力する電力変換装置と、 電気車が電化区間を走行するときは、前記変圧器の２次
巻線と前記電力変換装置の入力側を接続し、前記電気車
が非電化区間を走行するときは、前記単相交流発電機と
前記電力変換装置の入力側を接続する切換え手段とを有
する電気車の制御装置。1. A transformer having a primary winding connected to a current collector to output a first single-phase AC power, and a single-phase AC generator directly connected to an internal combustion engine to generate a second single-phase AC power. A power converter that converts the first or second single-phase AC power into DC power and outputs the DC power to a driving device; and a secondary winding of the transformer when the electric vehicle travels in an electrified section. Control of an electric vehicle that connects the input side of the power converter and has the switching unit that connects the single-phase AC generator and the input side of the power converter when the electric vehicle travels in a non-electrified section apparatus.
交流電力を出力する変圧器と、 内燃機関に直結された第２の単相交流電力を発生する単
相交流発電機と、 前記変圧器の２次巻線に入力側が接続され、前記第１又
は第２の単相交流電力を直流電力に変換して駆動装置に
出力する電力変換装置と、 前記変圧器の３次巻線に接続された補機と、 電気車が非電化区間を走行するときに、前記単相交流発
電機を前記２次巻線と前記電力変換装置の入力側との間
に並列に接続する接続手段とを有する電気車の制御装
置。2. A transformer having a primary winding connected to a current collector to output a first single-phase AC power, and a single-phase AC generator directly connected to an internal combustion engine to generate a second single-phase AC power. An input side is connected to a secondary winding of the transformer, and a power converter that converts the first or second single-phase AC power into DC power and outputs the DC power to a drive device; An auxiliary machine connected to the winding and the single-phase AC generator are connected in parallel between the secondary winding and the input side of the power converter when the electric vehicle travels in a non-electrified section. A control device for an electric vehicle having a connecting means.
交流電力を出力する変圧器と、 第１の内燃機関に直結され、この第１の内燃機関の出力
により第２の単相交流電力を発生する第１の単相交流発
電機と、 第２の内燃機関に直結され、この第２の内燃機関の出力
により第３の単相交流電力を発生する第２の単相交流発
電機と、 前記第１又は第２の単相交流電力を直流電力に変換して
駆動装置に出力する第１の電力変換装置と、 前記変圧器の第１の２次巻線に入力側が接続され、前記
第１又は第３の単相交流電力を直流電力に変換して前記
駆動装置に出力する第２の電力変換装置と、 前記変圧器の３次巻線に接続された補機と、 電気車が電化区間を走行するときは、前記変圧器の第２
の２次巻線と前記第１の電力変換装置の入力側を接続
し、前記電気車が非電化区間を走行するときは、前記第
１の単相交流発電機と前記第１の電力変換装置の入力側
を接続する切換え手段と、 前記電気車が非電化区間を走行するときに、前記第２の
単相交流発電機を前記第１の２次巻線と前記第２の電力
変換装置の入力側との間に並列に接続する第１の接続手
段とを有する電気車の制御装置。3. A transformer that has a primary winding connected to a current collector and outputs a first single-phase AC power; and a transformer directly connected to the first internal combustion engine. A first single-phase AC generator that generates single-phase AC power and a second single-phase that is directly connected to the second internal combustion engine and that generates the third single-phase AC power by the output of the second internal-combustion engine. An AC generator, a first power converter that converts the first or second single-phase AC power into DC power and outputs the DC power, and an input side of the first secondary winding of the transformer. A second power conversion device that is connected and that converts the first or third single-phase AC power to DC power and outputs the DC power to the drive device; and an auxiliary device that is connected to the tertiary winding of the transformer. , When the electric vehicle travels in the electrified section,
When the electric vehicle travels in a non-electrified section by connecting the secondary winding of the first power converter and the input side of the first power converter, the first single-phase AC generator and the first power converter are connected. Switching means for connecting the input side of the second electric power generator, and the second single-phase AC generator for connecting the first secondary winding and the second power converter when the electric vehicle travels in a non-electrified section. A control device for an electric vehicle, comprising: a first connecting means connected in parallel with an input side.
て、 前記電気車が非電化区間を走行するときに、前記第１及
び第２の電力変換装置の入力側を接続する第２の接続手
段と、 前記第２の内燃機関又は前記第２の単相交流発電機が故
障した際に、前記第１の接続手段を開放する手段とを有
する電気車の制御装置。4. The electric vehicle control device according to claim 3, wherein when the electric vehicle travels in a non-electrified section, a second connection connecting the input sides of the first and second power conversion devices. A control device for an electric vehicle having means and means for opening the first connecting means when the second internal combustion engine or the second single-phase AC generator fails.
て、 前記電気車が非電化区間を低速走行するときは、前記第
１の内燃機関の運転を停止させ、前記電気車の速度が上
昇し前記第２の内燃機関の出力が最大となったときに、
前記第１の内燃機関の運転を開始する制御手段を有する
電気車の制御装置。5. The electric vehicle control device according to claim 3, wherein when the electric vehicle runs at a low speed in a non-electrified section, the operation of the first internal combustion engine is stopped and the speed of the electric vehicle increases. When the output of the second internal combustion engine becomes maximum,
A control device for an electric vehicle having control means for starting the operation of the first internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7326646A JPH09168204A (en) | 1995-12-15 | 1995-12-15 | Control device of electric car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7326646A JPH09168204A (en) | 1995-12-15 | 1995-12-15 | Control device of electric car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH09168204A true JPH09168204A (en) | 1997-06-24 |
Family
ID=18190113
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7326646A Pending JPH09168204A (en) | 1995-12-15 | 1995-12-15 | Control device of electric car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH09168204A (en) |
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-
1995
- 1995-12-15 JP JP7326646A patent/JPH09168204A/en active Pending
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| AU2012212816B2 (en) * | 2011-01-31 | 2014-11-06 | Hitachi, Ltd. | Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same |
| WO2012105282A1 (en) * | 2011-01-31 | 2012-08-09 | 株式会社 日立製作所 | Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same |
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| EP2671748A4 (en) * | 2011-01-31 | 2015-05-06 | Hitachi Ltd | Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same |
| KR101536492B1 (en) * | 2011-01-31 | 2015-07-13 | 가부시키가이샤 히타치세이사쿠쇼 | Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same |
| US9090165B2 (en) | 2011-01-31 | 2015-07-28 | Hitachi, Ltd. | Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same |
| JP2012178898A (en) * | 2011-02-25 | 2012-09-13 | Hitachi Ltd | Drive system for railway vehicle, railway vehicle, and train organization including the railway vehicle |
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