WO2013021486A1

WO2013021486A1 - Vehicle control device and diesel hybrid vehicle system

Info

Publication number: WO2013021486A1
Application number: PCT/JP2011/068275
Authority: WO
Inventors: 啓太畠中
Original assignee: 三菱電機株式会社
Priority date: 2011-08-10
Filing date: 2011-08-10
Publication date: 2013-02-14
Also published as: JPWO2013021486A1; JP5550788B2

Abstract

A vehicle control device comprises: first and second converters (12, 22) configured to be connectable to a DC common portion (2) and each converting AC power to DC power and outputting the DC power to the DC common portion (2), the AC power being generated by each of first and second power generators (11, 12) for generating AC power by the output of a diesel engine (1); first and second batteries (13, 23) configured to be connectable to the DC common portion (2), and charged by DC power supplied thereto from the DC common portion (2) or discharging the DC power thereof to the DC common portion (2); first and second inverters (14, 24) configured to be connectable to the DC common portion (2) and each converting the DC power supplied thereto from the DC common portion (2) to AC power and supplying the AC power to each of first and second motors (15, 25); and a control unit (50) for controlling the operations of the first and second converters (12, 22) and the operations of the first and second inverters (14, 24) and also controlling the charging and discharging of the first and second batteries (13, 23).

Description

Vehicle control device and diesel hybrid vehicle system

The present invention relates to a vehicle control device and a diesel hybrid vehicle system.

A conventional diesel hybrid vehicle system drives a generator with a diesel engine, converts AC power generated by the generator into DC power with a converter, and uses DC power converted by the converter and DC power with a power storage device in combination. The DC power is converted into AC power by an inverter, and a driving force is given to the vehicle by driving the motor with the converted AC power (for example, Patent Document 1).

Japanese Patent Laying-Open No. 2004-282859 (“0007”, FIG. 1)

However, in the conventional diesel hybrid vehicle system, if the generator or the converter breaks down, the vehicle can travel only with the discharge power of the power storage device, and the travel distance after the failure must be shortened. For this reason, the operation after the failure is an urgent operation, and there is a problem that the operation schedule is disturbed.

The present invention has been made in view of the above, and a vehicle control device that can continue vehicle operation equivalent to normal operation even when one generator or one converter fails. And it aims at providing a diesel hybrid vehicle system.

In order to solve the above-described problems and achieve the object, the vehicle control device according to the present invention is configured to be connectable to a DC common portion, and includes a first generator that generates AC power by the output of a diesel engine. A first converter that converts the generated AC power into DC power and outputs the DC power to the DC common part; and second power generation configured to be connectable to the DC common part and generating AC power from the output of the diesel engine A second converter that converts the AC power generated by the machine into DC power and outputs the DC power to the DC common part; and is configured to be connectable to the DC common part. The DC power supplied from the DC common part is charged. Alternatively, a power storage device that discharges DC power to the DC common part and a DC common part that can be connected to the DC common part are converted into AC power from the DC power supplied from the DC common part. The first inverter that supplies the first motor that generates driving force to the first motor and the DC common part are configured to be connectable, and the DC power supplied from the DC common part is converted into AC power to drive the vehicle. A second inverter that supplies power to a second motor that generates power, and controls each operation of the first converter, the second converter, the first inverter, and the second inverter, and the power And a controller for controlling charging / discharging of the storage device.

According to the present invention, even if one generator or one converter breaks down, there is an effect that vehicle operation equivalent to that in normal times can be continued.

FIG. 1 is a diagram illustrating a configuration example of a diesel hybrid vehicle system including a vehicle control device according to a first embodiment. FIG. 2 is a diagram illustrating a configuration example of a control unit configuring the vehicle control device. FIG. 3 is a diagram illustrating an arrangement example in a railway vehicle of the diesel hybrid vehicle system according to the first embodiment. FIG. 4 is a diagram illustrating a configuration example of a diesel hybrid vehicle system including the vehicle control device according to the second embodiment. FIG. 5 is a diagram illustrating a configuration example of a diesel hybrid vehicle system according to Embodiment 3 configured to distribute the constituent devices to a plurality of vehicles.

Hereinafter, a vehicle control device and a diesel hybrid vehicle system according to an embodiment of the present invention will be described with reference to the accompanying drawings. In addition, this invention is not limited by embodiment shown below.

Embodiment 1 FIG.
<Apparatus and system configuration>
FIG. 1 is a diagram illustrating a configuration example of a diesel hybrid vehicle system including a vehicle control device according to a first embodiment. As shown in FIG. 1, the diesel hybrid vehicle system 80 according to Embodiment 1 includes a diesel engine 1, a first generator (denoted as “GE1”) 11, and a second generator (denoted as “GE2”). 21, first converter 12, second converter 22, first inverter 14, second inverter 24, auxiliary power device (SIV) 34 as a third inverter, auxiliary machine 38, first motor (“ 15, a second motor (denoted as “M2”) 25, a first power storage device (referred to as “first storage battery” for the sake of brevity), the second power The storage device (referred to as “second storage battery” for the sake of brevity, the same applies hereinafter) 23 and a control unit 50 that controls the overall operation of the diesel hybrid vehicle system are configured as main components, and the first The parts of the inverter 12, the second converter 22, the first inverter 14, the second inverter 24, the auxiliary power supply 34, the first storage battery 13 and the second storage battery 23 and the DC terminals of these parts are shared The first to seventh contactors 41 to 47 for switching the electrical connection to the DC common unit 2 and current detectors 71 to 77 which are sensors for detecting current are interposed between the DC common unit 2 and the DC common unit 2 connected to the DC common unit 2. , Voltage detectors 83 to 89 which are sensors for detecting the voltage,

rotation speed detectors

91 and 92 for detecting the rotation speeds of the first generator 11 and the second generator 21, the first motor 15 and the first motor 15.

Rotational speed detectors

93 and 94 for detecting the rotational speed of the second motor 25 are provided. Among these components, the vehicle control device according to the first embodiment includes the first converter 12, the second converter 22, the first inverter 14, the second inverter 24, the first storage battery 13, and the first storage battery 13. Two storage batteries 23 and a control unit 50 are provided. Note that one of the first storage battery 13 and the second storage battery 23 is used except for the case where the first storage battery 13 and the second storage battery 23 are distributed to a plurality of vehicles as in the third embodiment to be described later. A configuration including one may be used.

Next, a description will be given of connection relations and general functions of the respective parts constituting the diesel hybrid vehicle system.

The diesel engine 1 is one of power supply sources for generating driving force. The first generator 11 is mechanically connected to one side of a shaft that forms the diesel engine 1, and the second generator 21 is mechanically connected to the other side of the shaft. The first generator 11 and the first generator 21 generate AC power by the rotation of the diesel engine 1. The first storage battery 13 and the second storage battery 23 are electrical energy storage devices that use lithium ion batteries, nickel metal hydride batteries, electric double layer capacitors, lithium ion capacitors, flywheels, and the like as storage means, and have a driving force. It is a power supply source for generating, and is connected to the DC common part 2 via the first contactor 41 and the second contactor 42, respectively, and charges and discharges DC power. The first converter 12 is connected to the DC common unit 2 via the third contactor 43 and converts the AC power generated by the first generator 11 into DC power, while the first storage battery 13 and DC power supplied from at least one of the second storage batteries 23 is converted into AC power. The second converter 22 is connected to the DC common unit 2 via the fourth contactor 44 and converts the AC power generated by the second generator 21 into DC power, while the first storage battery 13 and DC power discharged by at least one of the second storage batteries 23 is converted into AC power. The first inverter 14 is connected to the DC common unit 2 through the fifth contactor 45, and is one of the first converter 12, the second converter 22, the first storage battery 13, and the second storage battery 23. DC power supplied from at least one is converted into AC power. The second inverter 24 is connected to the DC common unit 2 through the sixth contactor 46, and is one of the first converter 12, the second converter 22, the first storage battery 13, and the second storage battery 23. DC power supplied from at least one is converted into AC power. The first motor 15 receives the supply of AC power from the first inverter 14 and generates a driving force (propulsive force). Similarly, the second motor 25 receives the supply of AC power from the second inverter 24 and generates a driving force (propulsive force). The auxiliary power supply 34 is connected to the DC common unit 2 through the seventh contactor 47, converts DC power into AC power having a constant voltage and a constant frequency, and supplies the AC power to the auxiliary machine 38. The auxiliary machine 38 is a generic name for load devices other than the drive device.

Next, various sensors will be described. The current detector 71 detects a current flowing between the first generator 11 and the first converter 12 as a generator current IG1, and the current detector 72 includes the second generator 21 and the second converter. 22 is detected as the generator current IG2, the current detector 73 detects the current flowing into and out of the first storage battery 13 as the storage battery current IB1, and the current detector 74 is the second storage battery. 23 is detected as a storage battery current IB2, and a current detector 75 detects a current flowing between the first inverter 14 and the first motor 15 as a motor current IM1, and a current detector 76 The current flowing between the second inverter 24 and the second motor 25 is detected as the motor current IM2. The current detector 77 detects a current flowing between the auxiliary power supply 34 and the auxiliary machine 38 as an auxiliary machine current IA.

The voltage detector 83 detects the terminal voltage of the first storage battery 13 as the first storage battery voltage EB1, the voltage detector 84 detects the terminal voltage of the second storage battery 23 as the second storage battery voltage EB2, The voltage detector 85 detects the DC terminal voltage of the first converter 12 as the first DC voltage EFCD1, and the voltage detector 86 detects the DC terminal voltage of the second converter 22 as the second DC voltage EFCD2. The voltage detector 87 detects the DC terminal voltage of the first inverter 14 as the third DC voltage EFC1, and the voltage detector 88 detects the DC terminal voltage of the second inverter 24 as the fourth DC voltage EFC2. The voltage detector 89 detects the DC terminal voltage of the auxiliary power supply 34 as the fifth DC voltage EFCA. Further, the rotation detector 91 detects the rotation speed of the first generator 11 as the generator rotation speed FRG1, and the rotation detector 92 detects the rotation speed of the second generator 21 as the generator rotation speed FRG2. The rotation detector 93 detects the rotation number of the first motor 15 as the motor rotation number RN1, and the rotation detector 94 detects the rotation number of the second motor 25 as the motor rotation number RN2. The detection values (sensor information) detected by these sensors are input to the control unit 50.

FIG. 2 is a diagram illustrating a configuration example of the control unit 50 configuring the vehicle control device. As shown in FIG. 2, the control unit 50 includes a host control unit 60, a first control unit 51, a second control unit 52, a third control unit 53, an engine control unit 54, a storage battery monitoring unit 55, and a brake. A control unit 56 is provided. In FIG. 2, the first control unit 51, the second control unit 52, the third control unit 53, and the engine control unit 54 are collectively shown as a control unit group 62 by a broken line. The grouping of the part group 62 is for convenience, and each part may be formed individually. In FIG. 2, the control unit 50 includes the host control unit 60, but the host control unit 60 may be provided outside the control unit 50. Further, in FIG. 2, the control unit 50 is configured including the brake control unit 56, but the brake control unit 56 may be provided outside the control unit 50.

The controller 50 includes the first storage battery voltage EB1, the second storage battery voltage EB2, the first DC voltage EFCD1, the second DC voltage EFCD2, the third DC voltage EFC1, and the fourth sensor information, which are the sensor information described above. DC voltage EFC2, fifth DC voltage EFCA, generator rotation speed FRG1, generator rotation speed FRG2, motor rotation speed RN1, and motor rotation speed RN2 are input. In addition to the sensor information, the storage battery monitoring unit 55 of the control unit 50 receives a storage battery state signal STB1 that represents the state of the first storage battery 13 and a storage battery state signal STB2 that represents the state of the second storage battery 23. The These storage battery state signals STB1 and STB2 include information on output voltages of the first storage battery 13 and the second storage battery 23, information (SOC: State Of Charge) indicating the charging (storage) state, the first storage battery 13 and Information on whether or not the second storage battery 23 is in the protected state is included.

In addition, the host controller 60 of the controller 50 includes operations of the diesel engine 1, the first converter 12, the first inverter 14, the second converter 22, the second inverter 24, and the auxiliary power supply (SIV) 34. A state signal CND1 indicating the state and a state signal CND2 from the brake control unit 56 are input. In FIG. 2, for convenience of explanation, the propulsion unit is a component that collectively refers to the diesel engine 1, the first converter 12, the first inverter 14, the second converter 22, the second inverter 24, and the auxiliary power supply 34. A group 64 is shown, and a state signal CND1 is output from the propulsion device group 64 to the host control unit 60.

In addition, an operation command (starting, powering, braking, coasting, stopping), a power reception start operation command, and the like from an unillustrated cab are input to the host control unit 60 of the control unit 50 as the operation command CMD1. Based on the detection signals of the various sensors, the storage battery state signals STB1 and STB2, the operation command CMD1, and the state signal CND1 from the propulsion device group 64, the host control unit 60 A control command CMD2 for controlling 64 is generated and output to the control unit group 62. Each control part which comprises the control part group 62 controls the power converter device in charge according to the instruction | indication of control command CMD2.

When the control command CMD2 is an instruction to the first converter 12, the first control unit 51 generates the gate signal GSC1 and controls the first converter 12. When the control command CMD2 is an instruction for the first inverter 14, the first control unit 51 generates the gate signal GSI1 to control the first inverter 14. Similarly, when the control command CMD2 is an instruction to the second converter 22, the second control unit 52 generates the gate signal GSC2 to control the second converter 22, and the control command CMD2 is the second inverter. In the case of an instruction for 24, the second control unit 52 controls the second inverter 24 by generating the gate signal GSI2. In addition, when using the motive power of at least one of the 1st generator 11 and the 2nd generator 21 when controlling the 1st converter 12 and the 2nd converter 22, the diesel engine 1 is operated. At this time, the engine control unit 54 generates a rotation speed control signal RD and controls the rotation speed of the diesel engine 1. When the control command CMD2 includes an instruction for the auxiliary power supply 34, in addition to the above control, the third control unit 53 generates the gate signal GSA to control the auxiliary power supply 34, A desired power is supplied to the auxiliary machine 38. When the brake command BRK1 for the brake control unit 56 is output to the brake control unit 56, the brake control unit 56 generates the brake control command BRK2 and controls the brake device 66.

Next, the operation of the diesel hybrid vehicle system according to Embodiment 1 will be described with reference to FIGS. 1 and 2. Note that the description of the operation here will focus on circuit switching, power flow, and change in power flow.

<Powering from startup>
When the start command CMD1 is input to the host control unit 60, the first contactor 41 and the second contactor 42 are controlled to be on, and the first storage battery 13 and the second storage battery 23 are connected to the DC common unit 2. Connected. Thereafter, the seventh contactor 47 is controlled to be turned on, the auxiliary power supply (SIV) 3 is connected to the DC common unit 2, and the DC power obtained by combining the power of the first storage battery 13 and the second storage battery 23 is obtained. The auxiliary power supply (SIV) 3 converts it into AC power and supplies it to the auxiliary machine 38.

Next, when the power running command CMD1 is input to the host control unit 60, the fifth contactor 45 and the sixth contactor 46 are controlled to be turned on, and the first inverter 14 and the second inverter 24 are common to DC. Connected to section 2. Thereafter, the power running torque command CMD <b> 2 is input to the first control unit 51 and the second control unit 52. The first control unit 51 outputs a gate signal GSI1 corresponding to the power running torque command CMD2 to the first inverter 14, and the second control unit 52 outputs the gate signal GSI2 corresponding to the power running torque command CMD2 to the second Output to the inverter 24. The first inverter 14 and the second inverter 24 convert DC power supplied from both the first storage battery 13 and the second storage battery 23 connected to the DC common unit 2 to AC power, respectively. The first motor 15 and the second motor 25 are driven. The first motor 15 and the second motor 25 generate a power running torque and control the acceleration of the vehicle.

<Engine start>
When the speed of the vehicle becomes equal to or higher than the predetermined speed, the host controller 60 outputs an engine start command CMD2 to the engine controller 54. At this time, the third contactor 43 is controlled to be on, and the first converter 12 is connected to the DC common unit 2. The first control unit 51 outputs a gate signal GSC1 corresponding to the engine starting torque to the first converter 12 to start the first generator 11. When the first generator 11 is started, the engine control unit 54 places the diesel engine 1 in an idling state. Thereafter, the fourth contactor 44 is controlled to be turned on, and the second converter 22 is also connected to the DC common unit 2. The second control unit 52 is configured to convert the second power so as to be converted into AC power having a frequency and voltage corresponding to the rotational speed of the diesel engine 1 based on the rotational speed of the second generator 21 (generator rotational speed FRG2). The generator 21 is controlled. In these controls, it goes without saying that the roles of the first generator 11 and the second generator 12 may be changed. Further, only one of the generators may be operated without operating both the first generator 11 and the second generator 12.

Further, when at least one of the first generator 11 and the first converter 12 fails, the fourth contactor 44 is controlled to be on, and the second converter 22 is connected to the DC common unit 2. . The second control unit 52 outputs a gate signal GSC2 corresponding to the engine starting torque to the second converter 22 to start the second generator 21. When the second generator 21 is started, the engine control unit 54 controls the diesel engine 1 to an idling state.

<Power generation>
When the diesel engine 1 is controlled to the idling state by the engine control unit 54, the upper control unit 60 outputs the generated power command CMD <b> 2 to the first control unit 51 and the second control unit 52. The first control unit 51 outputs the gate signal GSC1 to the first converter 12 to control the generated power of the first generator 11, and the second control unit 52 outputs the gate signal GSC2 to the second converter. 22 to control the generated power of the second generator 21. The electric power generated by the first generator 11 and the second generator 21 is converted into DC power by the first converter 12 and the second converter 22 and supplied to the DC common unit 2. Under the present circumstances, according to the electric power generated by the 1st generator 11 and / or the 2nd generator 21, the discharge power of the 1st storage battery 13 and / or the 2nd storage battery 23 connected to direct current common part 2 Control to reduce the. In addition, when only one generator can supply generated power, only one of the generators may be operated.

<Coaching>
When the power running command CMD1 is turned off, the output of the generated power command CMD2 from the host control unit 60 is stopped or controlled to zero. From the first control unit 51 and the second control unit 52, gate signals GSC1 and GSC2 corresponding to the generated power command CMD2 are generated and control the first converter 12 and the second converter 22, respectively. The power supply to the auxiliary machine 38 is continued using the discharge power of the first storage battery 13 and the second storage battery 23 connected to the DC common unit 2.

<Brake>
When the regenerative brake command CMD1 is input to the host control unit 60, the host control unit 60 outputs a regenerative brake command CMD2 corresponding to the regenerative brake command CMD1 to the first control unit 51 and the second control unit 52. To do. The first control unit 51 outputs a gate signal GSI1 corresponding to the regenerative brake command CMD2 to the first inverter 14. The brake torque generated by the first motor 15 becomes regenerative power, is converted into DC power by the first inverter 14, and is supplied to the DC common unit 2. Similarly, the second control unit 52 outputs a gate signal GSI2 corresponding to the regenerative brake command CMD2 to the second inverter 24. The brake torque generated by the second motor 25 becomes regenerative power, is converted to DC power by the second inverter 24, and is supplied to the DC common unit 2. The direct-current power supplied to the direct-current common unit 2 is charged to the first storage battery 13 and the second storage battery 23.

When the first storage battery 13 and the second storage battery 23 are substantially fully charged, the host control unit 60 outputs the exhaust brake command CMD2 to the first control unit 51, the second control unit 52, and the engine control unit 54. To do. First control unit 51 and second control unit 52 output gate signals GSC1 and GSC2 corresponding to exhaust brake command CMD2 to first converter 12 and second converter 22, respectively. The first converter 12 and the second converter 22 drive the first generator 11 and the second generator 21, respectively. At this time, the first generator 11 and the second generator 21 operate as motors, and the regenerative power generated by the first motor 15 and the second motor 25 is consumed by the diesel engine 1. Here, when the regenerative power generated by the first motor 15 and the second motor 25 exceeds the power consumed by the exhaust brake of the diesel engine 1 (the increase of the regenerative power can be determined by the voltage increase of the DC common unit 2). A brake command BRK1 is output from the host control unit 60 to the brake control unit 56. The brake controller 56 generates a braking force by controlling a brake device 66 such as an air brake. If the regenerative power decreases, the output of the exhaust brake command CMD2 is stopped or controlled to zero.

<Stop>
When the vehicle decelerates and the speed of the vehicle decreases, only the air brake is controlled and the vehicle stops. Here, if the first storage battery 13 and the second storage battery 23 are sufficiently charged, the diesel engine 1 is stopped, the auxiliary power supply 34 is operated only by the DC power of the DC common unit 2, and the auxiliary power supply 34. Is supplied to the auxiliary machine 38.

FIG. 3 is a diagram illustrating an arrangement example in the railway vehicle of the diesel hybrid vehicle system according to the first embodiment. In the diesel hybrid vehicle system according to the first embodiment, as shown in the figure, the first inverter 14 is provided on one side separated by the DC common part 2 by providing the DC common part 2 at the center under the floor of the railway vehicle. The second inverter 24, the first converter 12, the second converter 22, and the auxiliary power supply device (SIV) 34 are provided, and the first storage battery 13, the second storage battery 23, The diesel engine 1, the first generator (GE1) 11, the second generator (GE2) 21 and the radiator 68 can be arranged. Also, with such an arrangement, the first generator 11 is mechanically connected to one side of the shaft forming the diesel engine 1 and the second generator 21 is mechanically connected to the other side of the shaft. The configuration can be easily realized. In addition, if the direct current terminals 2A and 2B are provided at both ends of the direct current common part 2 as shown in the figure, the connection with the adjacent vehicle becomes easy.

As described above, according to the vehicle control device and the diesel hybrid vehicle system of the first embodiment, two generators and two converters are provided, and the outputs of the two converters are connected to the DC common part. Since it was set as the structure, even if it is a case where one generator and one converter fail, the effect that vehicle operation equivalent to the time of normal can be continued is acquired. In addition, since it is configured to include two storage batteries and two inverters, even if one motor or one inverter fails, the vehicle can be operated with another motor or another inverter. This makes it possible to continue the operation of the vehicle, to back up when a device fails, and to improve the reliability of the vehicle.

Embodiment 2. FIG.
FIG. 4 is a diagram illustrating a configuration example of a diesel hybrid vehicle system including the vehicle control device according to the second embodiment of the present invention. In the first embodiment, the first generator 11 is connected to one side of the shaft forming the diesel engine 1 and the second generator 21 is connected to the other side of the shaft. Then, it is set as the structure which connects both the 1st generator 11 and the 2nd generator 21 to the one side of an axis | shaft. In addition, about another structure, it is the same as that of Embodiment 1 shown in FIG. 1, or is equivalent, The same code | symbol is attached | subjected to a common structure part, The description is abbreviate | omitted.

There are various restrictions in the space under the floor of a railway vehicle because many wires are installed and many devices other than those related to propulsion control are installed. For example, in the configuration of FIG. 3, even if the arrangement of the diesel engine 1, the first generator 11, or the second generator 21 is restricted, the arrangement of the diesel engine 1 and the first generator 11 is changed. Since the configuration of the second embodiment can be adopted by switching or replacing the arrangement of the diesel engine 1 and the second generator 21, it is possible to obtain an effect that the selection range and flexibility are widened in the arrangement configuration.

Embodiment 3 FIG.
FIG. 5 is a diagram illustrating a configuration example of a diesel hybrid vehicle system according to Embodiment 3 configured to distribute the constituent devices to a plurality of vehicles. As shown in FIG. 5, in the third embodiment, the devices constituting the diesel hybrid vehicle system 80 are distributed to two vehicles, a vehicle 90A and a vehicle 90B. Specifically, in the vehicle 90 </ b> A, the diesel engine 1, the first generator 11, the second generator 21, the first storage battery 13, the first converter 12, the second converter 22, and the first auxiliary The power supply device (first SIV) 34A, the auxiliary machine 38A, and the first control unit 51 are arranged. In the vehicle 90B, the second storage battery 23, the first inverter 14, the second auxiliary power supply device (second SIV) 34B, auxiliary machine 38B, second inverter 24, first motor 15, second motor 25, and second control unit 52 are arranged. Further, both the vehicle 90A and the vehicle 90B are provided with the DC common part 2, and a connection as an interface for electrically connecting the DC common part 2 between the vehicle 90A and the vehicle 90B. Part 100 is provided.

According to the configuration of the third embodiment, the inverter device (the first inverter 14 and the second inverter 24) is arranged on the vehicle on which the motor is mounted like the vehicle 90B, and the motor is mounted like the vehicle 90A. Since the converter devices (the first converter 12 and the second converter 22) are arranged in a vehicle that has not been provided, an effect that the limited underfloor space can be effectively utilized is obtained. Moreover, since the direct current common part 2 can be used as an inter-vehicle interface, an effect that the configuration of the inter-vehicle interface can be simplified is obtained. Further, even if the arrangement configuration of the devices is different from the example of FIG. 5, there is no need to change the configuration in which the DC common part 2 is an inter-vehicle interface, so a part of the devices is placed on the roof or indoors. It is also possible to obtain the effect of increasing the degree of freedom of arrangement and organization of equipment.

Embodiment 4 FIG.
The fourth embodiment is an embodiment common to the first to third embodiments described above, and is an embodiment in which the PWM control mode is different between the first converter and the second converter. In the present embodiment, for example, the first converter is controlled in the asynchronous PWM mode, and the second converter is controlled in the 1-pulse PWM mode. Note that the first converter may be in a synchronous PWM mode using a plurality of pulses. Moreover, you may replace control of a 1st converter and a 2nd converter. By such control, the number of pulses of one converter can be reduced, so that it is possible to reduce the loss of the two converters together. Moreover, since the number of pulses of one converter can be reduced, the effect that the electric power generated by the generator can be efficiently supplied can be obtained.

Note that the configurations shown in the above first to fourth embodiments are examples of the configuration of the present invention, and can be combined with other known techniques, and can be combined without departing from the gist of the present invention. Needless to say, the configuration may be modified by omitting the unit.

In the first to fourth embodiments, a railway vehicle equipped with a diesel engine has been described as an example. However, a generator driven by an engine other than the diesel engine, a converter that converts generated power into direct current, and a power storage device (Vehicles equipped with lithium ion batteries, nickel metal hydride batteries, electric double layer capacitors, lithium ion capacitors, flywheels, etc.), hybrid construction machines (dump trucks, bulldozers, excavators, etc.) Alternatively, it can be used in the field of ships. Needless to say, the generator and the motor are not limited to types such as an induction motor and a synchronous motor.

As described above, the present invention provides a vehicle control device and a diesel hybrid vehicle system capable of continuing vehicle operation equivalent to normal operation even when one generator or one converter fails. Useful as.

DESCRIPTION OF SYMBOLS 1 Diesel engine 2 DC common part 2A, 2B DC terminal 11 1st generator (GE1)
12 1st converter 13 1st storage battery 14 1st inverter 15 1st motor (M1)
21 Second generator (GE2)
22 2nd converter 23 2nd storage battery 24 2nd inverter 25 2nd motor (M2)
34 Auxiliary power supply (SIV)
34A First auxiliary power supply (first SIV)
34B Second auxiliary power supply (second SIV)
38, 38A, 38B Auxiliary machine 41 1st contactor 42 2nd contactor 43 3rd contactor 44 4th contactor 45 5th contactor 46 6th contactor 47 7th contactor 50 Control unit 51 First control unit 52 Second control unit 53 Third control unit 54 Engine control unit 55 Storage battery monitoring unit 56 Brake control unit 60 Host control unit 62 Control unit group 64 Propulsion device group 66 Brake device 68 Radiator 71 ~ 77 Current detector 80 Diesel hybrid vehicle system 83 ~ 89

Voltage detector

91, 92, 93, 94 Speed detector 100 Connection

Claims

A diesel engine,
First and second generators for generating AC power from the output of the diesel engine;
A first converter configured to be connectable to a DC common part in a vehicle, converting AC power generated by the first generator into DC power and outputting the DC power to the DC common part;
A second converter configured to be connectable to the DC common unit, converting AC power generated by the second generator into DC power and outputting the DC power to the DC common unit;
A first power storage device configured to be connectable to the DC common unit, charging DC power supplied from the DC common unit, or discharging DC power to the DC common unit;
A first auxiliary power unit configured to be connectable to the DC common part, converting DC power supplied from the DC common part into AC power and supplying the auxiliary machine;
A first control unit that controls each operation of the first converter, the second converter, and the first auxiliary power supply device, and controls charging and discharging of the first power storage device;
On the first vehicle,
First and second motors for generating driving force in the vehicle;
A first inverter configured to be connectable to a DC common unit in the vehicle, converting DC power supplied from the DC common unit into AC power and supplying the AC to the first motor;
A second inverter configured to be connectable to the DC common part, converting DC power supplied from the DC common part into AC power and supplying the second motor;
A first power storage device configured to be connectable to the DC common unit, charging DC power supplied from the DC common unit, or discharging DC power to the DC common unit;
A second auxiliary power unit configured to be connectable to the DC common unit, converting DC power supplied from the DC common unit into AC power and supplying the auxiliary power; and
A second control unit that controls each operation of the first inverter, the second inverter, and the second auxiliary power supply device, and controls charging and discharging of the second power storage device;
On a second vehicle,
A diesel hybrid vehicle system, wherein a DC common part of the first vehicle and a DC common part of the second vehicle are connected between vehicles.
A first converter configured to be connectable to a DC common part, converting AC power generated by a first generator that generates AC power from the output of a diesel engine into DC power, and outputting the DC power to the DC common part;
A second converter configured to be connectable to the DC common part and converting AC power generated by a second generator that generates AC power from the output of the diesel engine into DC power and outputting the DC power to the DC common part When,
A power storage device configured to be connectable to the DC common unit, charging DC power supplied from the DC common unit, or discharging DC power to the DC common unit;
A first inverter configured to be connectable to the direct current common unit, converting the direct current power supplied from the direct current common unit into alternating current power and supplying the first motor to generate driving force for the vehicle;
A second inverter configured to be connectable to the direct current common unit, converting the direct current power supplied from the direct current common unit into alternating current power and supplying the second motor to generate driving force for the vehicle;
A control unit that controls each operation of the first converter, the second converter, the first inverter, and the second inverter, and controls charging and discharging of the power storage device;
A vehicle control device comprising:
When the power running command is input, the control unit outputs DC power of the power storage device to the DC common unit, and at least one of the first inverter and the second inverter is connected to the DC 3. The vehicle according to claim 2, wherein the vehicle is connected to a common unit, and the vehicle is driven by operating at least one of the first inverter and the second inverter connected to the DC common unit. Control device.
When the engine start command is input, the control unit connects at least one of the first converter and the second converter to the DC common unit and a converter connected to the DC common unit. 3. The first generator and / or the second generator connected to each other is operated, and the generated power is converted into DC power and supplied to the DC common unit. Vehicle control device.
When operating the first generator and the second generator,
The said control part performs control which reduces the discharge electric power of the said electric power storage apparatus according to the electric power generated by the said 1st generator and / or the said 2nd generator. Vehicle control device.
When the regenerative brake command is input, the control unit connects the first inverter and the second inverter to the DC common unit, and generates regenerative power generated by the first motor and the second motor. 3. The electric power is converted into DC power by the first inverter and the second inverter, respectively, and the converted DC power is supplied to the DC common unit to charge the power storage device. The vehicle control device described in 1.
When the power storage device is substantially fully charged by charging regenerative power to the power storage device,
The control unit connects at least one of the first converter and the second converter to the DC common unit and the first power generation connected to the converter connected to the DC common unit. The machine and / or the second generator is operated as a motor, and regenerative power generated by the first motor and the second motor is consumed by the diesel engine. Vehicle control device.
The control unit, when operating both the first converter and the second converter, makes the PWM control mode different between the first converter and the second converter. The vehicle control device described in 1.