WO2012073351A1 - 電気車の制御装置 - Google Patents
電気車の制御装置 Download PDFInfo
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- WO2012073351A1 WO2012073351A1 PCT/JP2010/071463 JP2010071463W WO2012073351A1 WO 2012073351 A1 WO2012073351 A1 WO 2012073351A1 JP 2010071463 W JP2010071463 W JP 2010071463W WO 2012073351 A1 WO2012073351 A1 WO 2012073351A1
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- electric vehicle
- power conversion
- conversion unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/14—Preventing excessive discharging
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/10—DC to DC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/24—Driver interactions by lever actuation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/44—Control modes by parameter estimation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
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- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
Definitions
- the present invention relates to an electric vehicle control device used for an electric vehicle including a power storage element.
- an electric vehicle is configured to take in electric power from an overhead line with a current collector and drive the electric motor with an electric power conversion device such as an inverter using the taken-in electric power.
- a so-called regenerative brake that obtains a braking force by regenerating the motor is used.
- the regenerative power generated at this time is supplied to a load such as another powering vehicle existing near the own vehicle or the air conditioning of the vehicle via an overhead wire or a third rail, and is consumed there.
- the inverter device performs regenerative narrowing control that narrows down the regenerative brake and suppresses the generation of regenerative power.
- the regenerative braking force is reduced by this regenerative narrowing control, the reduced and insufficient braking force is compensated by the friction brake.
- the use of a friction brake is not preferable from the viewpoint of energy saving because it leads to discarding a part of the kinetic energy of an electric vehicle, which can originally regenerate electric power, into the atmosphere as heat.
- the electric power received from the overhead line via the DCDC converter and the electric power of the battery as the power storage element are used in combination, and the electric motor is driven by the inverter.
- the inverter receives power from the DCDC converter and the power storage element in an optimum distribution and drives the motor to travel. Further, the DCDC converter controls the charge of the power storage element so that it is sufficient when traveling in the non-electrified section.
- the inverter receives only the power from the power storage element and travels by driving the motor.
- Such a system is a system useful for an electric vehicle that directly operates an electrified section and a non-electrified section.
- the DCDC converter and the inverter may be temporarily in an overvoltage or overcurrent state due to a transient change in voltage or current in the circuit. Therefore, when such an event is detected, a protection circuit that temporarily stops the DCDC converter and the inverter is generally provided. Since such an event is often temporary due to external factors (for example, fluctuations in overhead line voltage), the DCDC converter or inverter is restarted by a reset operation by the driver, etc., so that the normal operation can be restored. It is configured as possible.
- the inverter is configured to selectively receive power supply from the overhead line or power supply from the power storage element to drive the motor and to charge the power storage element using a DCDC converter while traveling in the electrification section.
- a DCDC converter configured to selectively receive power supply from the overhead line or power supply from the power storage element to drive the motor and to charge the power storage element using a DCDC converter while traveling in the electrification section.
- the present invention has been made in view of the above, and in an electric vehicle control device that drives an electric motor by using electric power from an overhead line and electric power from a power storage element, when a DCDC converter stops, It is an object of the present invention to provide an electric vehicle control device that can promptly restart a DCDC converter.
- the control device for an electric vehicle converts a voltage input from an external power source into a direct current of a predetermined value and outputs it to a power storage unit.
- Power converter a second power converter that receives supply of arbitrary power from the external power source or the power storage unit and converts the power into a predetermined value, and an abnormal state of the first power converter
- An abnormality detection unit to detect, a first control unit for controlling the first power conversion unit based on a detection result by the abnormality detection unit, and generating a protection state signal based on the detection result, When a protection state signal is input and the protection state signal indicates that the first power conversion unit is in an abnormal state, control corresponding to an abnormality is performed on the second power conversion unit. And a second control unit.
- the driver since the control operation of the second power conversion unit is switched according to the abnormal state detection result of the first power conversion unit, the driver is made aware of the stop of the first power conversion unit. Effect that the driver can continue to drive the electric car without noticing the stoppage of the first power conversion unit and prevent the power storage unit from being over-discharged. Play. In addition, there is an effect that it is possible to avoid the trouble that the charging amount of the power storage unit becomes insufficient when the electric vehicle enters the non-electrified section from the electrified section.
- FIG. 1 is a diagram illustrating a configuration example of a control device for an electric vehicle according to a first embodiment.
- FIG. 2 is a diagram illustrating a configuration example of the converter circuit.
- FIG. 3 is a diagram illustrating a configuration example of the converter control unit.
- FIG. 4 is a diagram illustrating a configuration example of the inverter control unit.
- FIG. 5 is a diagram illustrating a configuration example of an electric vehicle control device according to the second embodiment.
- FIG. 1 is a diagram illustrating a configuration example of a control device for an electric vehicle according to a first embodiment.
- the control device for an electric vehicle according to the present embodiment includes a converter unit 10, a main controller 40, a power storage unit 50, an inverter unit 60, and an electric motor 90 as main components.
- power from a substation that is an external power source (not shown) is input from an overhead wire 1 through a current collector 2 to a converter unit 10 that is a DCDC converter, for example.
- the return current from the converter unit 10 is connected to the rail 4 via the wheel 3 and returns to the negative side of a substation (not shown).
- the converter unit 10 is a main circuit that performs direct current / direct current conversion, and includes a converter circuit 20 that operates as a first power conversion unit, and a converter control unit 30 that is a first control unit.
- the converter circuit 20 is preferably a bidirectional buck-boost chopper circuit. Although details will be described later, the converter circuit 20 generally includes a filter circuit including a reactor and a capacitor for smoothing voltage and current on the input side and the output side.
- the output of the converter unit 10 is branched into two systems, and an inverter unit 60 is connected to one of them.
- the inverter unit 60 is a main circuit that performs DC / AC conversion, and includes an inverter circuit 70 that operates as a second power conversion unit, and an inverter control unit 80 that is a second control unit.
- the inverter circuit 70 is preferably a voltage-type PWM inverter circuit, and its circuit configuration is well known, and therefore the description thereof is omitted.
- the input side generally includes a filter circuit including a reactor and a capacitor for smoothing a voltage and a current as in the converter circuit 20 described above.
- An electric motor 90 is connected to the AC output side of the inverter unit 60.
- a plurality of electric motors 90 may be connected in parallel.
- the electric motor 90 drives the wheel 3 to drive the electric vehicle.
- a power storage unit 50 Connected to the other of the two systems of the output of the converter unit 10 is a power storage unit 50 configured by connecting power storage elements such as a secondary battery and an electric double layer capacitor in series and parallel.
- the power storage unit 50 is charged and discharged with a predetermined current by the converter unit 10, supplies power running power to the inverter unit 60, and absorbs regenerative power from the inverter unit 60.
- the inverter unit 60 may be an inverter of an auxiliary power supply device that supplies power to an auxiliary device such as an air conditioner (not shown) or an interior lighting.
- an auxiliary device such as an air conditioner (not shown) or an interior lighting.
- the electric motor 90 in FIG. 1 is replaced with an auxiliary machine.
- the configuration and connection relationship of the other components are the same regardless of the purpose of the inverter unit 60 (regardless of the power supply destination).
- the master controller 40 is provided in the cab of the electric vehicle, and includes switches and levers for the driver to input operation control commands to the converter unit 10 and the inverter unit 60.
- the power running acceleration lever 41 for adjusting the power running acceleration force of the electric vehicle, the brake lever 42 for adjusting the braking force, the converter unit 10 and the inverter unit 60 are reset when an abnormality occurs. It has a reset switch 43 for performing. Other switches and levers are not shown.
- the driving control command is generated by a driver's switch operation, and a power running command, a braking force command, a reset signal RST, which will be described later, and a neutral position (neutral) signal NOFF, which are not shown in the drawing, are adjusted. Consists of.
- the reset signal RST is generated by restarting the device at the discretion of the driver when an operation such as an overvoltage or overcurrent occurs in the converter unit 10 or the inverter unit 60 and the operation of the device is temporarily stopped. Specifically, this signal is generated (the state changes) when the driver operates the reset switch 43.
- the neutral position (neutral) signal NOFF is determined when the power running acceleration lever 41 is set to the power running off position (selected when coasting without power running acceleration) or the brake lever 42 is set to the brake off position (selected when the brake is released). The signal is generated (the state changes).
- the reset signal RST and the neutral position signal NOFF are input to the converter control unit 30 and the inverter control unit 80.
- the reset signal RST and the neutral position signal NOFF are not limited to the configuration of FIG. 1, that is, the configuration in which the respective signals are directly input to the converter control unit 30 and the inverter control unit 80, and only one of the control units.
- a configuration may be adopted in which the state of the reset signal RST and the neutral position signal NOFF is transmitted from the input control unit to the other control unit.
- the reset signal RST and the neutral position signal NOFF are input to a general control unit (not shown) including the functions of the converter control unit 30 and the inverter control unit 80, and the input reset signal RST and neutral position signal NOFF May be transmitted to the converter control unit 30 and the inverter control unit 80.
- a general control unit not shown
- the input reset signal RST and neutral position signal NOFF May be transmitted to the converter control unit 30 and the inverter control unit 80.
- any configuration may be employed as long as the reset signal RST and the neutral position signal NOFF are input to the converter control unit 30 and the inverter control unit 80.
- FIG. 2 is a diagram illustrating a configuration example of the converter circuit 20 according to the first embodiment of the present invention.
- the converter circuit 20 includes a switch 21 that is an open / close unit provided on the input side of the power supplied from the overhead line 1, a filter reactor 22 and a filter capacitor 23 for smoothing voltage and current. And a smoothing reactor 25 connected to the secondary side of the switching circuit 24.
- the filter circuit includes the upper arm switching element 24H and the lower arm switching element 24L.
- This converter circuit 20 is arbitrarily controlled in an arbitrary direction from the primary side to the secondary side and from the secondary side to the primary side by appropriately turning on and off the upper arm switching element 24H and the lower arm switching element 24L. It is possible to pass electric power of a magnitude.
- the converter unit 10 may have a circuit configuration other than that shown in FIG.
- FIG. 1 shows an example in which DC power is supplied from the overhead line 1, but when AC power is supplied from the overhead line 1, the converter circuit 20 bidirectionally converts the input AC power to DC power.
- a PWM converter circuit which is a circuit that can be converted into the above, is preferable.
- a control device having a configuration in which one converter unit 10, one inverter unit 60, and one power storage unit 50 are provided is described. Can be implemented. When there are a plurality of converter units 10 and inverter units 60, the reset signal RST and the neutral position signal NOFF are input to the converter control unit 30 of each converter unit 10 and the inverter control unit 80 of each inverter unit 60. What is necessary is just to comprise.
- FIG. 3 is a diagram illustrating a configuration example of the converter control unit 30 according to the first embodiment of the present invention.
- the converter control unit 30 includes an abnormality detection unit 36, latch circuits 31 and 32, an OR circuit (OR circuit) 33, an inverting circuit (NOT circuit) 34, and an AND circuit (AND circuit). 35.
- the abnormality detection unit 36 detects an abnormal state such as a voltage or a current of the converter unit 10 and generates abnormality signals FLTA1 and FLTB1.
- the abnormality detection unit 36 monitors, for example, voltages and currents in the circuit, and when these currents and voltages exceed a predetermined threshold, it is determined that an overvoltage or overcurrent has occurred, and the signal FLTA1 Is turned on (H level).
- the case where the signal FLTA1 is turned on may be caused by disturbance such as voltage fluctuation of an external power supply, and is a case where there is a low possibility that a device failure has occurred.
- the abnormality detection unit 36 turns on the signal FLTB1.
- the case where the signal FLTB1 is turned on is not a temporary event caused by a disturbance, such as when the above-described overvoltage or overcurrent is detected a plurality of times in a short time or when an abnormality of the control microcomputer is detected. This is a case where there is a high possibility that this has occurred.
- the abnormality detection unit 36 turns on the signal FLTA1 when detecting an abnormality classified as a light abnormality, and turns on the signal FLTB1 when detecting an abnormality classified as a heavy abnormality.
- the latch circuit 31 receives the signal FLTA1 and the signal NOFF and outputs an abnormal state signal HOGA1. When the signal FLTA1 is turned on even for a short time, the latch circuit 31 turns on the output signal HOGA1, and maintains the state until the moment when the signal NOFF is turned on from the off (L level).
- the latch circuit 32 receives the signal FLTB1 and the signal RST and outputs an abnormal state signal HOGB1. If the signal FLTB1 is turned on even for a short time, the latch circuit 32 turns on the output signal HOGB1 and maintains the state until the moment when the signal RST is turned on from off.
- the state of the signal NOFF (neutral position signal) changes from OFF to ON when the power running acceleration lever 41 or the brake lever 42 of the master controller 40 is selected to be in the coasting operation by stopping the power running operation or the brake operation.
- the state of the signal RST (reset signal) is a signal that changes from off to on when the driver operates the reset switch 43 to reset and restart the abnormality detection state of the converter unit 10 or the inverter unit 60. .
- the abnormal state signal HOGA1 that is turned on when a light abnormality occurs is reset when the signal NOFF is turned on
- the abnormal state signal HOGB1 that is turned on when a heavy abnormality occurs is the signal RST. Reset when turned on. That is, the means for resetting the abnormality detection state differs depending on the severity of the abnormality that has occurred. If a slight abnormality occurs, the abnormal state signal HOGA1 is reset if the power running acceleration is turned off or the brake is turned off. If a serious abnormality occurs, the abnormal state signal HOGB1 is handled unless the reset switch 43 is specially handled. Is configured not to be reset.
- An abnormal state signal HOGA1 and an abnormal state signal HOGB1 are input to the logical sum circuit 33, and the logical sum circuit 33 outputs a protection state signal HOG.
- the inversion circuit 34 receives the protection state signal HOG, and the inversion circuit 34 logically inverts the input protection state signal HOG and outputs it as a signal HOGI.
- the logical product circuit 35 receives a signal HOGI and an operation command signal OP1 which is an external input signal.
- the logical product circuit 35 takes a logical product of the inputted signals and outputs the result as a signal GD.
- the operation command signal OP1 is a signal generated by an external host control unit (not shown), and is a signal that controls the on / off operation of the switching element of the converter circuit 20. Therefore, in the electric vehicle control apparatus of the present embodiment, when the operation command signal OP1 is on and the signal HOGI is on (the converter unit 10 is not in an abnormal state), the signal GD is on, and the switching of the converter circuit 20 is performed. The device is turned on / off.
- FIG. 4 is a diagram illustrating a configuration example of the inverter control unit 80 according to the first embodiment of the present invention.
- the inverter control unit 80 includes an abnormality detection unit 86, latch circuits 81 and 82, an OR circuit (OR circuit) 83, inverting circuits (NOT circuits) 84 and 87, and an AND circuit (AND). Circuit) 85 and a cut-out portion 88.
- the abnormality detection unit 86 detects an abnormal state such as a voltage or current of the inverter unit 60 and generates the abnormality signals FLTA2 and FLTB2.
- the abnormality detection unit 86 monitors the voltage and current in the circuit, and when the current and voltage exceed a predetermined threshold, it is determined that an overvoltage or overcurrent has occurred, and the signal FLTA2 Turn on.
- the case where the signal FLTA2 is turned on may be caused by disturbance such as voltage fluctuation of an external power source, and is a case where the possibility of equipment failure is low. Further, the abnormality detection unit 86 turns on the signal FLTB2 when detecting a large abnormality leading to circuit damage.
- the case where the signal FLTB2 is turned on is not a temporary event due to a disturbance, such as when the above-described overvoltage or overcurrent is detected a plurality of times in a short period of time, or when an abnormality of the control microcomputer is detected, but the failure of the device This is a case where there is a high possibility that this has occurred.
- the abnormality detection unit 36 turns on the signal FLTA2 when detecting an abnormality classified as a light abnormality, and turns on the signal FLTB2 when detecting an abnormality classified as a heavy abnormality.
- the latch circuit 81 receives the signal FLTA2 and the signal NOFF, and outputs an abnormal state signal HOGA2. When the signal FLTA2 is turned on even for a short time, the latch circuit 81 turns on the output signal HOGA2, and maintains the state until the moment when the signal NOFF is turned off.
- the signal FLTB2 and the signal RST are input to the latch circuit 82, and an abnormal state signal HOGB2 is output.
- the latch circuit 82 turns on the output signal HOGB2, and maintains the state until the moment when the signal RST is turned on from off.
- the abnormal state signal HOGA2 that is turned on when a light abnormality occurs is reset when the signal NOFF is turned on
- the abnormal state signal HOGB2 that is turned on when a heavy abnormality occurs is the signal RST. Reset when turned on. That is, the means for resetting the abnormality detection state differs depending on the severity of the abnormality that has occurred. If a slight abnormality occurs, the abnormal state signal HOGA2 is reset if the power running acceleration is turned off or the brake is turned off. If a serious abnormality occurs, the abnormal state signal HOGB2 is set unless the reset switch 43 is specially operated. Is configured not to be reset.
- An abnormal state signal HOGA2 and an abnormal state signal HOGB2 are input to the logical sum circuit 83, and the logical sum circuit 83 outputs a protection state signal HOG2.
- a protection state signal HOG2 is input to the inverting circuit 84, and the inverting circuit 84 logically inverts the input protection state signal HOG2 and outputs it as a signal HOGI2.
- the logical product circuit 85 receives the signal HOGI2, the operation command signal OP2 that is an external input signal, and the signal HOGN (details will be described later).
- the logical product circuit 85 calculates the logical product of the input signals. The result is output as a signal GI.
- the signal HOGN is a signal obtained by inputting the protection state signal HOG input from the converter control unit 30 to the inverting circuit 87 via the cutout unit 88 and logically inverting the signal by the inverting circuit 87. Further, when the cutout command signal CUT is on (H level), the cutout unit 88 cuts the input signal HOG from the converter control unit 30 and turns off the signal HOGC (L level).
- the cutout command signal CUT is a signal that is input (the state changes to ON) from the outside (for example, a driver's cab or the like) according to a driver's operation (an operation different from the reset operation for turning on the signal RST), .
- the inverter control unit 80 is configured to cut the signal HOG by turning on the signal CUT and forcibly set the signal HOGN to H to enable the operation of the inverter unit 60.
- the inverter unit 60 can be driven only by the electric power of the power storage unit 50, and the electric vehicle cannot be operated even though the power storage unit 50 has a sufficient amount of charge, and the inverter unit 60 gets stuck. Can be avoided.
- a mechanical switch for setting the state of the cutout command signal CUT is provided in the cab.
- the operation command signal OP2 is a signal generated from an external host control unit, and is a signal that controls the on / off operation of the switching element of the inverter circuit 70. Therefore, in the electric vehicle control apparatus of the present embodiment, the driving command signal OP2 is on, the signal HOGI2 is on (the inverter unit 60 is not in an abnormal state), and the signal HOGN is on (the converter unit 10 is abnormal). The signal GI is turned on when not in a state or when the cutout command signal CUT is turned on, and the switching element of the inverter circuit 70 is turned on and off.
- the signal HOG to the inverter control unit 80 becomes H
- the input signal HOGN to the AND circuit 85 becomes L in the inverter control unit 80 shown in FIG.
- the output signal GI from the AND circuit 85 is set to L, and the operation of the inverter circuit 70 is turned off (operation at the time of abnormality).
- the generated torque of the electric motor 90 becomes zero, the power running acceleration of the electric vehicle is stopped and the coasting operation is performed.
- the driver does not turn the power running acceleration lever 41 of the main controller 40 to the off (neutral) position, the electric vehicle stops accelerating, so the driver notices an abnormality and temporarily turns the power running acceleration lever 41 to the off position. To do. Thereby, the signal NOFF becomes H, the latch circuit 31 is reset, the output signal HOGA1 from the latch circuit 31 becomes L, and the abnormality of the converter unit 10 is reset.
- the signal HOG becomes L
- the off state (L level fixed state) of the signal GD from the converter control unit 30 to the converter circuit 20 and the signal GI from the inverter control unit 80 to the inverter circuit 70 is released, and the converter unit 10 Is restarted, and the power running acceleration control of the inverter unit 60 is resumed by returning the power running acceleration lever 41 to the power running position (returns to the normal operation).
- the electric vehicle returns to the normal operation state.
- the signal HOG to the inverter control unit 80 becomes H, and the signal HOGN of the inverter control unit 80 becomes L.
- the signal GI is turned off to turn off the operation of the inverter circuit 70 (operation at the time of abnormality).
- the generated torque of the electric motor 90 becomes zero, the power running acceleration of the electric vehicle is stopped and the coasting operation is performed as in the case where a slight abnormality occurs.
- the driver does not turn the power running acceleration lever 41 of the main controller 40 to the off (neutral) position, so the driver notices an abnormality and temporarily turns the power running acceleration lever 41 to the off position. To do.
- the signal NOFF becomes H, but the latch circuit 32 is not reset and the output signal HOGB1 remains H, so the signal GI of the inverter unit 60 remains L (off). Therefore, even if the driver sets the power running acceleration lever 41 to the acceleration position again, the inverter unit 60 does not operate, so the electric vehicle does not accelerate. This allows the driver to notice that the abnormality has not been reset and that a serious abnormality has occurred.
- the driver further checks the indicator lights on the monitor screen in the cab, confirms the event, and then operates the reset switch 43 when attempting to restart.
- the input signal RST to the latch circuit 32 becomes H and the latch circuit 32 is reset, and the signal HOGB1 becomes L and the abnormality of the converter unit 10 is reset.
- the signal HOG becomes L
- the OFF state of the signals GD and GI is released
- the converter unit 10 restarts (returns to the normal operation)
- the power running acceleration lever 41 is set to the power running position again.
- the power running acceleration control of the inverter unit 60 is resumed and the electric vehicle returns to the normal operation state.
- the inverter 60 cannot be operated.
- the cut-out operation is performed from the outside (for example, driver's cab) by the driver's operation.
- the input signal CUT to the inverter control unit 80 becomes H to cut the signal HOG, and the signal HOGN is forced to H to restart the operation of the inverter unit 60 (return to normal operation).
- the inverter unit 60 can be driven only by the electric power of the power storage unit 50, and the electric vehicle cannot be operated even though the power storage unit 50 has a sufficient amount of charge, and the inverter unit 60 gets stuck. Can be avoided.
- the operation of the inverter unit 60 is stopped in conjunction with the converter unit 10 so that the driver is made aware of the stop of the converter unit 10 and is prompted to restart the converter unit 10. be able to. Further, in the case of a serious abnormality, it is not reset only by turning off (neutral) the power running acceleration lever 41, so that confirmation of an abnormal event can be promoted. Further, the abnormality can be reset by operating the reset switch 43. Since such an operation becomes possible, it can be avoided that the driver continues the operation of the electric vehicle without noticing the stop of the converter unit 10 and overdischarges the power storage unit 50.
- the inverter unit 60 can be configured to be driven only by the power of the power storage unit 50 by the operation of the driver. Even though the amount of charge is sufficient, it is possible to avoid the case where the electric vehicle cannot be operated and gets stuck.
- the inverter unit 60 is considered to include an auxiliary power supply device for supplying electric power to an auxiliary machine such as an air conditioner or a lighting of an electric vehicle, in addition to an inverter device that controls an electric motor that drives the electric vehicle. Also good.
- the inverter control unit 80 can stop the operation of the inverter unit 60 when the signal HOG as the protection state signal indicates that an abnormality has occurred in the converter unit 10 (H). It is comprised as follows.
- the inverter control unit 80 uses the acceleration of the electric vehicle as a method other than turning off the inverter unit 60 as described above. It is good also as a structure which controls the inverter circuit 70 so that may fall. Specifically, it may be configured to be controllable so that the torque of the electric motor 90 is reduced from a normal value (including reduction to zero). With this configuration, when an abnormality occurs in the converter unit 10, it is possible to gradually reduce the torque generated by the electric motor 90. Therefore, when the occurrence of an abnormality in the converter unit 10 is detected, the inverter unit 60 is turned off.
- the inverter control unit 80 is configured to return the operation of the inverter unit 60 to the original operation state when the signal HOG indicates that the converter unit 10 has recovered from the abnormal state to the normal state (becomes L). Is preferable.
- the signal HOG is preferably generated so as to be an H level signal when the converter unit 10 is in an abnormal state.
- the signal HOGN can remain H, so that the inverter unit 60 It is possible to continue driving the electric vehicle without turning it off.
- the power running acceleration lever 41 when the power running acceleration lever 41 is provided with a master controller 40 having at least a power running position and a power running position for operating the acceleration of the electric vehicle, and the converter unit 10 is in an abnormal state and is stopped.
- the power running acceleration lever 41 is set to a power running-off position so that the abnormal state of the converter unit 10 is reset and restarted.
- the master controller 40 having at least the brake on and brake off positions is provided for operating the brake force of the electric vehicle, and the converter unit 10 is in an abnormal state and stopped.
- the abnormal state of the converter unit 10 is reset and restarted by setting the brake lever 42 to the brake-off position.
- the converter control unit 30 is a signal HOG to the inverter unit 60 only when the main circuit (converter circuit) of the converter unit 10 is energized and in operation and when the abnormality detection unit 36 detects an abnormal state. Is preferably output as an H level. If the main circuit of the converter unit 10 is not energized, for example, when the main circuit of the converter unit 10 is not energized and the control power is supplied only to the converter control unit 30 when traveling in a non-electrified section, It is preferable to mask the operation of the detector 36.
- the inverter unit when the converter unit 10 is intentionally stopped, for example, because the electric vehicle is traveling in a non-electrified section, the inverter unit is erroneously caused by external noise, malfunction of the abnormality detection unit 36, or the like. It can be avoided that the signal HOG to 60 becomes H and the inverter unit 60 is turned off. For this reason, since the possibility that the event which turns off the inverter part 60 unnecessarily will occur can be eliminated, the redundancy and reliability of the electric vehicle can be improved.
- the converter control unit 30 detects that the switch 21 is on and the abnormality detection unit 36 detects an abnormal state. It is preferable that the signal HOG is output as H and output to the inverter control unit 80 only when If comprised in this way, when the converter part 10 is stopped intentionally, for example, when the electric vehicle is drive
- the power running acceleration lever 41 or the brake lever 42 of the master controller 40 is set to the power running off or brake off position
- the converter unit 10 is configured to be restartable, and in the event of a serious abnormality that is expected to have occurred due to a device failure or the like, the converter unit 10 may be configured to be restartable by operating the reset switch 43. preferable.
- the driver can operate the power running acceleration lever 41 or the brake lever 42 without requiring a special switch operation. Only by this, the converter unit 10 can be restarted, and the operation amount of the driver can be minimized.
- the operator can be prompted to confirm the abnormal event.
- the abnormality can be reset by operating the reset switch.
- the operation of the inverter unit 60 is stopped when the converter unit 10 is stopped due to an abnormality. It is possible to prompt the restart of the converter unit 10 by notifying the stop of the converter unit 10. Since such an operation becomes possible, it is possible to prevent the electric power storage unit 50 from being overdischarged by continuing the operation of the electric vehicle without the driver noticing the stop of the converter unit 10. Moreover, since the charge amount of the power storage unit 50 is reduced, it is possible to avoid the trouble that the charge amount of the power storage unit 50 becomes insufficient when the electric vehicle enters the non-electrified section from the electrified section.
- FIG. FIG. 5 is a diagram illustrating a configuration example of an electric vehicle control device according to the second embodiment.
- This electric vehicle control device is the same as that of the first embodiment except that the connection configuration of the converter unit 10, the inverter unit 60, and the power storage unit 50 is different from the configuration of the first embodiment shown in FIG.
- the converter unit 10 to which the power storage unit 50 is connected and the inverter unit 60 are connected to the current collector 2 in parallel.
- the inverter unit 60 is configured to be able to drive the electric motor 90 using electric power obtained from the overhead wire 1 via the current collector 2 and electric power obtained from the power storage unit 50 via the converter unit 10. Has been.
- the converter unit 10 performs charging with the electric power obtained from the current collector 2 when the charge amount of the power storage unit 50 decreases. You may charge with the regenerative electric power from the inverter part 60.
- the configurations of the converter control unit 30 and the inverter control unit 80 are the same as those shown in the first embodiment. Thereby, when abnormality occurs in the converter part 10 and it stops, the inverter part 60 can be stopped, Therefore A driver
- the operation of the master controller 40 and the cut-out operation are described as being performed by the driver.
- a remote operation or an automatic driving system may be operated instead of the driver.
- each embodiment show an example of the contents of the present invention, and can be combined with other known techniques, and a part thereof does not depart from the gist of the present invention. Needless to say, it is possible to change the configuration such as omitting.
- control device for an electric vehicle is useful in a control device for an electric vehicle that uses both power from an overhead wire and power from a power storage element.
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Abstract
Description
図1は、実施の形態1における電気車の制御装置の構成例を示す図である。本実施の形態の電気車の制御装置は、主たる構成要素として、コンバータ部10、主幹制御器40、電力貯蔵部50、インバータ部60および電動機90を備えている。図1に示すように、図示しない外部電源である変電所からの電力は、架線1から集電装置2を介して、例えばDCDCコンバータであるコンバータ部10に入力される。コンバータ部10からのリターン電流は、車輪3を経由してレール4に接続され、図示しない変電所の負側へ戻る。
電気車が力行加速中にコンバータ部10に外乱等により軽い異常が発生し、コンバータ部10の運転が停止した場合を考える。この場合、図3に示したコンバータ制御部30において、異常検知部36は、軽い故障であることを検出して信号FLTA1をHとする。したがって、ラッチ回路31からの出力信号HOGA1がHとなり、論理積回路35への入力信号HOGIがLとなることから出力信号GDはLとなり、コンバータ回路20の動作をオフとする。
一方、コンバータ部10に発生した異常が上述した重い異常である場合、コンバータ制御部30において、異常検知部36は、重い異常であることを検出して信号FLTB1をHとする。したがって、ラッチ回路32からの出力信号HOGB1がHとなり、論理積回路35への入力信号HOGIがLとなることから出力信号GDはLとなり、既に説明した軽度の異常が発生した場合と同様に、コンバータ回路20の動作をオフとする。
図5は、実施の形態2における電気車の制御装置の構成例を示す図である。この電気車の制御装置は、コンバータ部10とインバータ部60と電力貯蔵部50の接続形態が図1に示した実施の形態1の構成と異なる他は、実施の形態1と同じである。
2 集電装置
3 車輪
4 レール
10 コンバータ部
20 コンバータ回路(第一の電力変換部)
21 スイッチ
22 フィルタリアクトル
23 フィルタコンデンサ
24 スイッチング回路
24H 上アームスイッチング素子
24L 下アームスイッチング素子
25 平滑リアクトル
30 コンバータ制御部(第一の制御部)
31,32,81,82 ラッチ回路
33,83 論理和回路
34,84,87 反転回路
35,85 論理積回路
36,86 異常検知部
40 主幹制御器
41 力行加速レバー
42 ブレーキレバー
43 リセットスイッチ
50 電力貯蔵部
60 インバータ部
70 インバータ回路(第二の電力変換部)
80 インバータ制御部(第二の制御部)
88 カットアウト部
90 電動機
Claims (16)
- 外部電源より入力された電圧を所定の値の直流に変換して電力貯蔵部へ出力する第一の電力変換部と、
前記外部電源又は前記電力貯蔵部から任意の電力の供給を受けて所定の値の交流に変換する第二の電力変換部と、
前記第一の電力変換部の異常状態を検知する異常検知部と、
前記異常検知部による検知結果に基づいて前記第一の電力変換部の制御を行うとともに、当該検知結果に基づいて保護状態信号を生成する第一の制御部と、
前記保護状態信号が入力され、当該保護状態信号が前記第一の電力変換部が異常状態であることを示している場合、異常時対応の制御を前記第二の電力変換部に対して実行する第二の制御部と、
を備えることを特徴とする電気車の制御装置。 - 前記第二の電力変換部は、電気車を駆動する電動機を制御するインバータ装置であることを特徴とする請求項1に記載の電気車の制御装置。
- 前記第二の電力変換部は、電気車の空調や照明等の補機へ電力を供給するための補助電源装置であることを特徴とする請求項1に記載の電気車の制御装置。
- 前記第二の制御部は、前記異常時対応の制御として、前記第二の電力変換部の動作を停止させる制御を実行することを特徴とする請求項1に記載の電気車の制御装置。
- 前記第二の制御部は、前記異常時対応の制御として、電気車の加速度を低下させる制御を実行することを特徴とする請求項1に記載の電気車の制御装置。
- 前記第二の制御部は、前記異常時対応の制御として、前記電動機の発生するトルクを減少させる制御を実行することを特徴とする請求項2に記載の電気車の制御装置。
- 前記第二の制御部は、前記保護状態信号が前記第一の電力変換部が正常状態に復位したことを示す場合、前記第二の電力変換部の動作を元の運転状態に復帰させることを特徴とする請求項1に記載の電気車の制御装置。
- 前記第一の制御部は、前記第一の電力変換部の異常状態を検出した場合に前記保護状態信号をHレベルに変化させることを特徴とする請求項1に記載の電気車の制御装置。
- 電気車の加速を操作するための少なくとも力行入、力行切のポジションを選択可能な力行加速レバーを有する主幹制御器、
をさらに備え、
前記第一の電力変換部が異常状態となり停止している場合に、前記力行加速レバーを力行切のポジションとすることで前記第一の電力変換部を再起動させる構成としたことを特徴とする請求項1に記載の電気車の制御装置。 - 電気車のブレーキ力を操作するための少なくともブレーキ入、ブレーキ切のポジションを選択可能なブレーキレバーを有する主幹制御器、
をさらに備え、
前記第一の電力変換部が異常状態となり停止している場合に、前記ブレーキレバーをブレーキ切のポジションとすることで前記第一の電力変換部を再起動させる構成としたことを特徴とする請求項1に記載の電気車の制御装置。 - 前記第一の制御部は、前記第一の電力変換部が通電されて動作中の状態で、かつ前記異常検知部が異常状態を検知した場合に、前記保護状態信号が前記第一の電力変換部の異常状態を示す構成としたことを特徴とする請求項1に記載の電気車の制御装置。
- 前記第一の電力変換部が外部電源との間に開閉部を有し、
前記第一の制御部は、前記開閉部がオン状態で、かつ前記異常検知部が異常状態を検知した場合に、前記保護状態信号が前記第一の電力変換部の異常状態を示す構成としたことを特徴とする請求項1に記載の電気車の制御装置。 - 電気車の加速を操作するための少なくとも力行入、力行切のポジションを選択可能な力行加速レバーと、電気車のブレーキ力を操作するための少なくともブレーキ入、ブレーキ切のポジションを選択可能なブレーキレバーと、のうち、少なくともいずれか一方を有する主幹制御器、
をさらに備え、
前記第一の電力変換部に所定の軽い異常が発生した場合、前記力行加速レバーを力行切のポジションとする、あるいは前記ブレーキレバーをブレーキ切のポジションとすることで前記第一の電力変換部を再起動させ、所定の重い異常が発生した場合には別途設けたリセットスイッチを操作することで前記第一の電力変換部を再起動させる構成としたことを特徴とする請求項1に記載の電気車の制御装置。 - 前記第二の制御部は、前記第一の制御部より入力される前記保護状態信号を別途入力されるカットアウト信号に基づいてカットアウトするカットアウト部を有し、前記保護状態信号によらず前記第二の電力変換部を通常動作させる制御を実施可能に構成したことを特徴とする請求項1に記載の電気車の制御装置。
- 外部電源に入力側が接続された前記第一の電力変換部の出力側に前記電力貯蔵部と前記第二の電力変換部とを並列に接続し、さらに、前記第二の電力変換部が前記外部電源から電力供給を受ける場合には前記第一の電力変換部経由で電力供給を受ける構成としたことを特徴とする請求項1に記載の電気車の制御装置。
- 外部電源に対して前記第一の電力変換部と前記第二の電力変換部とを並列に接続し、さらに、前記第一の電力変換部の出力側に前記電力貯蔵部を接続し、前記第二の電力変換部が前記電力貯蔵部から電力供給を受ける場合には前記第一の電力変換部経由で電力供給を受ける構成としたことを特徴とする請求項1に記載の電気車の制御装置。
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KR1020137012323A KR101506411B1 (ko) | 2010-12-01 | 2010-12-01 | 전기차의 제어장치 |
US13/883,836 US9340111B2 (en) | 2010-12-01 | 2010-12-01 | Control device for electric vehicle |
JP2012513802A JP5020420B2 (ja) | 2010-12-01 | 2010-12-01 | 電気車の制御装置 |
EP10860279.8A EP2647521B1 (en) | 2010-12-01 | 2010-12-01 | Control device for electric vehicle |
PCT/JP2010/071463 WO2012073351A1 (ja) | 2010-12-01 | 2010-12-01 | 電気車の制御装置 |
CN201080070447.6A CN103221247B (zh) | 2010-12-01 | 2010-12-01 | 电力机车的控制装置 |
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- 2010-12-01 US US13/883,836 patent/US9340111B2/en active Active
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Also Published As
Publication number | Publication date |
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KR101506411B1 (ko) | 2015-03-26 |
US9340111B2 (en) | 2016-05-17 |
EP2647521B1 (en) | 2020-10-28 |
KR20130100785A (ko) | 2013-09-11 |
EP2647521A4 (en) | 2017-05-24 |
EP2647521A1 (en) | 2013-10-09 |
JPWO2012073351A1 (ja) | 2014-05-19 |
CN103221247B (zh) | 2015-09-23 |
CN103221247A (zh) | 2013-07-24 |
US20130229052A1 (en) | 2013-09-05 |
JP5020420B2 (ja) | 2012-09-05 |
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