JP2000004503A - Electric car control device - Google Patents

Abstract

(57) [Problem] To provide an electric vehicle control device capable of reducing harmonics, reducing the size and weight, and reducing the cost. SOLUTION: An overhead line 1 of an electric vehicle traveling in an AC overhead line section.
The AC power received through the current collector 2 and the transformer 4 is converted into DC power by a PWM converter device 5 having a circuit configuration of either a two-level system or a three-level system, and the circuit configuration of the PWM converter device 5 VV that is either a two-level or three-level circuit configuration different from
The power is converted into three-phase AC power by the VF inverter device 7 and output to the drive motor 8.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle control device for controlling a drive motor of an electric vehicle traveling on an AC overhead line section.

[0002]

2. Description of the Related Art Generally, a motor for driving an electric vehicle traveling in an AC overhead line section converts AC power supplied from an overhead line via a current collector into DC by a converter device, and converts the DC power into DC by the converter device. The DC power is converted into AC by an inverter device and supplied to a drive motor of an electric vehicle. Thus, the train is operated at a predetermined speed.

[0003] Some electric vehicle control devices include a PWM converter device as a converter device and a VVVF inverter device as an inverter device. In the electric vehicle control device including the PWM converter device and the VVVF inverter device, the DC power obtained by the PWM converter device is converted into the VVVF
The inverter converts the AC power into three-phase AC power and controls the speed of one or more driving motors connected to the output side of the VVVF inverter. This PWM converter device and V
An electric vehicle control device equipped with a VVF inverter device has a PWM
In the circuit configuration of both the converter device and the VVVF inverter device, there is a two-level system that does not have a neutral point,
There is a three-level system having a neutral point.

FIG. 4 is a block diagram of an electric vehicle control device including a two-level PWM converter device and a VVVF inverter device. Both the PWM converter device and the VVVF inverter device have a neutral point. It is a circuit configuration that does not have.

[0005] In FIG. 4, an AC voltage supplied from an overhead line 1 in an AC overhead line section via a current collector 2 and an AC circuit breaker 3 is stepped down by a transformer 4 and input to a PWM converter device 5. The PWM converter device 5 is composed of a main switching element capable of self-extinguishing and converts AC power into DC power. Then, it is smoothed by the filter capacitor 6 of the DC link circuit 9 and input to the VVVF inverter device 7. VVVF
The inverter device 7 controls the speed of one or more driving motors 8 connected to the output side.

In a two-level electric vehicle controller, FIG.
As shown in (1), the PWM converter device 5 is configured by connecting two main switching elements in series like QUC and QUX, and QVC and QYC, and controls the voltage of the DC link circuit. Also, the VVVF inverter device 7 has a main switching element of QU
And QX, QV and QY, and QW and QZ, respectively, are connected in series, and a variable voltage and a variable frequency power are supplied to the driving motor 8 to perform speed control.

Next, FIG. 5 is a configuration diagram of an electric vehicle control device provided with a three-level PWM converter device 5 and a VVVF inverter device 7. Both the PWM converter device 5 and the VVVF inverter device 7 are connected. , And a circuit configuration having a neutral point.

In FIG. 5, a three-level PWM converter device 5 has main switching elements CU1, CU2, CU3, C
U4 and four such as CV1, CV2, CV3, CV4 are connected in series to control the voltage of the DC link circuit 9. The connection point between the main switching elements CU1 and CU2 and the connection point between the main switching elements CU3 and CU4 are connected via two diodes CUP and CUN, and similarly, the connection point between the main switching elements CV1 and CV2. Main switching elements CV3, CV4
Are connected via two diodes CVP and CVN.

In this case, a connection point between the two series-connected diodes CUP and CUN and a connection point between the two series-connected diodes CVP and CVN are called a so-called neutral point.

In the VVVF inverter device 7, the main switching elements are IU1, IU2, IU3, IU4, IV1, IV2, IV3, IV
4, and four such as IW1, IW2, IW3, and IW4 are connected in series. Then, power of a variable frequency is supplied to the drive motor 8 with a variable voltage to perform speed control. The connection point of the main switching elements IU1 and IU2 and the connection point of IU3 and IU4 are connected by a circuit in which two diodes IUP and IUN are connected in series, and the connection point of the two diodes is
A so-called neutral point, and a connection point between the diodes IVP and IVN and a similarly connected diode of a circuit in which diodes IWP and IWN are connected in series is also a neutral point.

The filter capacitor 6 for smoothing the voltage of the DC link circuit 9 is a first capacitor 6
a and a second capacitor 6b connected in series and obtained by dividing the voltage of the DC link circuit 9 by 2 /
2 potential, so-called neutral potential.

The neutral points between the PWM converter device 5 and the VVVF inverter device 7 are connected to each other via the neutral point between the first capacitor 6a and the second capacitor 6b. .

As is well known, an electric vehicle control device for controlling an electric vehicle is usually installed in a limited space below the floor of the electric vehicle, so that it is necessary to reduce its size and weight. Therefore, the main switching elements constituting the PWM converter device 5 and the VVVF inverter device 7 use a so-called large-capacity semiconductor capable of controlling a large current at a high voltage.
It is necessary to minimize the number of constituent elements. From that point, the two-level scheme is advantageous.

On the other hand, since a higher harmonic current component is superimposed on the AC power supplied from the overhead line 1 to the electric vehicle, it is necessary to reduce the high frequency current component to a level lower than a malfunction level of a signal device or the like. Therefore, it is desirable that the PWM converter device 5 be configured to reduce the secondary current harmonic of the transformer 4.

Therefore, there is a method of improving the current waveform by making the main circuit configuration of the PWM converter device 3 a three-level system, and a method of obtaining the same effect by increasing the switching frequency of the main switching element.

The structures of the main switching elements constituting the PWM converter device 5 and the VVVF inverter device 7 include a pressure contact type and a module type. The pressure contact element has a smaller thermal resistance than the module element, for example, 1 /
It is a value of 2 or less. In addition, since there is no joint portion by soldering inside the switching element, there is no influence of heat wave caused by repeated operation and stoppage of the electric car, which is advantageous in extending the life and maintenance-free.

On the other hand, the module-type element is advantageous in comparison with the press-contact type element in that the element can be fixed only by screws, so that the structure can be simplified, and the cost of the switching element alone and its mounting portion can be reduced. is there.

When the main circuit configuration of each of the PWM converter device 5 and the VVVF inverter device 7 is a three-level system, the power supply voltage is obtained by dividing the power supply voltage by two in the DC link circuit 9 connecting these devices. A half potential, a so-called neutral potential, was connected between the two devices. This means that the capacitors 6a and 6b of each device are connected in parallel by connecting the neutral points of the two, and the voltage balance of the capacitors 6a and 6b, that is, the DC voltage is shared by 1/2 voltage. This is because the ratio of the data is improved. Therefore, the number of wires between the PWM converter device 5 and the VVVF inverter device 7 needs to be three.

[0019]

By the way, in the conventional electric vehicle control device, either the two-level system or the three-level system is selected for the PWM converter device 5 and the VVVF inverter device 7. Therefore, there are advantages and disadvantages of either the two-level system or the three-level system depending on the adopted system.

That is, there are advantages and disadvantages in terms of reducing harmonics, reducing the size and weight of the device, reducing the cost, and the number of wires between the devices. Particularly, the disadvantages are restricted in terms of the system configuration, and it is difficult to improve the disadvantages of the adopted method.

For example, in order to reduce the harmonic components of the current flowing through the overhead wire 1 to a specified value or less, it is advantageous to use a three-level system for the main circuit configuration of the PWM converter device 5. It is disadvantageous in terms of wave reduction. On the other hand, in the three-level system, the number of main switching elements is twice as large as that in the two-level system.

As a main switching element constituting the electric vehicle control device, a pressure contact type element is advantageous in terms of thermal resistance.
The mounting structure is complicated and disadvantageous in weight and cost as compared with the module type element. On the other hand, the module-type element is easy to mount, but is disadvantageous in terms of the life of the element as compared with the pressure welding type, since consideration must be given to the heat wave of the soldered portion.

When the main circuit configuration of each of the PWM converter device 5 and the VVVF inverter device 7 is a three-level system, the DC link circuit 9 between the two devices has two power supply voltage high and low voltage sides. In addition, it is necessary to add one wiring for connecting the neutral point potential, and to connect the wiring with a total of three wires.

The electric vehicle control device may not be able to store the PWM converter device 5 and the VVVF inverter device 7 in an integrated box structure due to restrictions on the fitting of the vehicle body. Further, there is a case where each device cannot be fitted to the same vehicle, but is fitted to a different electric vehicle composed of a plurality of vehicles. As described above, when the two units have different box configurations, the wiring between the two units is performed once through the outside of the unit, and the outfitting becomes complicated due to an increase in the number of wirings, thereby simplifying the wiring and reducing the weight. Problems in terms of cost reduction and cost reduction.

That is, the DC link circuit 9 between the PWM converter device 5 and the VVVF inverter device 7 connects the two devices once through the outside of the device by three outfitting lines including the neutral point potential. Will be wired. For example, when controlling four drive motors 8, a current of about 1000 A flows through these three outfitting wires, so that the wire diameter becomes large, which is a major problem in outfitting. Furthermore, considering that the outfitting line crosses different vehicles, it is much more advantageous to use two crossover lines of the DC link circuit 9.

An object of the present invention is to provide an electric vehicle control device capable of reducing harmonics, reducing the size and weight, and reducing the cost.

[0027]

An electric vehicle control device according to the present invention comprises a transformer for receiving AC power from a power line of an electric vehicle traveling in an AC overhead line section via a current collector, and the transformer. A PWM converter having a circuit configuration of a main switching element for converting AC power received at step 2 into DC power, which is either a two-level system having no neutral point or a three-level system having the neutral point. The circuit configuration of the device and a main switching element for converting DC power obtained by the PWM converter device into three-phase AC power and outputting the converted power to a driving motor is the two-level system or the three-level system.
A VVVF inverter device having a circuit configuration different from that of the PWM converter device among the circuit configurations of the level system, and a filter capacitor for smoothing a DC voltage obtained by the PWM converter device, the PWM converter device and the VVVF And a DC link circuit for connection with the inverter device.

In the electric vehicle control apparatus according to the first aspect of the present invention, the AC power received from the overhead line of the electric vehicle running in the AC overhead line section via the current collector and the transformer is either a two-level system or a three-level system. The power is converted into DC power by the PWM converter device having such a circuit configuration, and is smoothed by the filter capacitor of the DC link circuit. Then, it is converted into three-phase AC power by a VVVF inverter device having a circuit configuration of either a two-level system or a three-level system different from the circuit configuration of the PWM converter device and output to a driving motor.

An electric vehicle control device according to a second aspect of the present invention is the electric vehicle control device according to the first aspect, wherein the PW
The M converter device uses a pressure contact type device as a main switching device, and the VVVF inverter device uses a module type device as a main switching device.

In the electric vehicle control device according to the second aspect of the present invention, in addition to the operation of the first aspect of the invention, the life of the PWM converter device is extended by using a pressure contact type element as a main switching element. Inverter devices are made smaller and lighter by using modular elements.

An electric vehicle control device according to a third aspect of the present invention is the electric vehicle control device according to the first aspect, wherein the PW
The M converter device uses a module type device as a main switching device, and the VVVF inverter device uses a pressure contact type device as a main switching device.

In the electric vehicle control device according to the third aspect of the present invention, in addition to the operation of the first aspect of the invention, the PWM converter device uses a modular type device as a main switching device to reduce the size and weight of the vehicle, and The life of the inverter device is extended by using a press-contact type element.

According to a fourth aspect of the present invention, there is provided an electric vehicle control device, comprising: a transformer for receiving AC power from an overhead line of an electric vehicle traveling in an AC overhead line section via a current collector; and an AC power received by the transformer. A PWM converter device in which a main switching element for converting to DC power is a switching element of either a press-contact type element or a module type element;
The main switching element for converting the DC power obtained by the WM converter into three-phase AC power and outputting it to the driving motor is different from the switching element of the PWM converter of the press-contact type element or the module-type element. A VVVF inverter device, which is a switching element of either a pressure contact type element or the module type element, and the PW
The PWM converter and the VVVF having a filter capacitor for smoothing a DC voltage obtained by the M converter.
And a DC link circuit for connection with the inverter device.

According to a fourth aspect of the present invention, there is provided an electric vehicle control device, wherein AC power is received by a transformer from a power line of an electric vehicle traveling in an AC overhead line section via a current collector, and a main switching element is a press-contact type element or module. AC power is converted to DC power by a PWM converter device, which is one of the switching elements of the type. Then, the DC voltage obtained by the PWM converter device is smoothed by a filter capacitor of the DC link circuit, and the main switching device is a switching device of a press-contact type device or a module type device having a different type from the switching device of the PWM converter device. Converts the DC power to three-phase AC power and outputs it to the drive motor.

According to a fifth aspect of the present invention, there is provided the electric vehicle control device according to the fourth aspect, wherein the PW
The M converter device has the three-level circuit configuration, and the VVVF inverter device has the two-level circuit configuration.

According to a fifth aspect of the present invention, in addition to the operation of the fourth aspect, the electric vehicle controller according to the fifth aspect of the present invention provides a three-level PWM
The converter device reduces harmonics and uses a two-level VVVF
Reduce the size and weight of the inverter.

According to a sixth aspect of the present invention, there is provided the electric vehicle control device according to the fourth aspect, wherein the PW
The M-converter device has the two-level circuit configuration, and the VVVF inverter device has the three-level circuit configuration.

In the electric vehicle control device according to the sixth aspect of the present invention, in addition to the operation of the fourth aspect, a two-level PWM
A three-level VV with a compact and lightweight converter unit
Reduce harmonics with a VF inverter.

According to a seventh aspect of the present invention, there is provided an electric vehicle control device, comprising: a transformer for receiving AC power from an overhead line of an electric vehicle traveling in an AC overhead line section via a current collector; and an AC power received by the transformer. A PWM converter device in which a circuit configuration of a main switching element for converting to DC power is a three-level system having a neutral point, and a DC power obtained by the PWM converter device is converted into three-phase AC power. A VVVF inverter device in which the circuit configuration of the main switching element for outputting to the drive motor is the circuit configuration of the three-level system, a DC link circuit that connects between the PWM converter device and the VVVF inverter device, The PWM
A pair of PWM converter device-side filter capacitors connected in series via a neutral point of the converter device and smoothing the DC voltage of the DC link circuit, and the DC link circuit connected in series via a neutral point of the VVVF inverter device And a pair of filter capacitors for smoothing the DC voltage of the VVVF inverter device, and a wiring connecting a neutral point of the PWM converter device and a neutral point of the VVVF inverter device is omitted.

In the electric vehicle control device according to the present invention, the AC power received from the overhead line of the electric vehicle traveling in the AC overhead line section via the current collector and the transformer is a PWM circuit having a three-level circuit configuration. The DC power is converted into DC power by the converter device and smoothed by the filter capacitor on the PWM converter device side and the filter capacitor on the VVVF inverter device side of the DC link circuit. Then, it is converted into three-phase AC power by a VVVF inverter device having a circuit configuration of a three-level system and output to a driving motor. In this case, the wiring to connect the neutral point of the PWM converter and the neutral point of the VVVF inverter is omitted, and the neutral point potential compensation control is performed by the PWM converter and the VVVF inverter, respectively. Control the voltage balance at the point.

[0041]

Embodiments of the present invention will be described below. FIG. 1 is a configuration diagram of the electric vehicle control device according to the first embodiment of the present invention. This first embodiment is a PW
The M converter device 5 has a three-level circuit configuration having a neutral point, and the VVVF inverter device 7 has a two-level circuit configuration having no neutral point.

In FIG. 1, the AC voltage supplied from the overhead line 1 in the AC overhead line section via the current collector 2 and the AC circuit breaker 3 is stepped down by the transformer 4 and input to the PWM converter device 5. The PWM converter device 5 is a main switching element capable of self-extinguishing and is configured in a three-level system, and converts AC power into DC power.

The three-level PWM converter device 5
Main switching elements CU1, CU2, CU3, CU4, and CV
1, four such as CV2, CV3 and CV4 are connected in series to control the voltage of the DC link circuit 9. And
A connection point between the main switching elements CU1 and CU2 and a connection point between the main switching elements CU3 and CU4 are connected to two diodes CUP and CUN.
, And likewise the main switching elements CV1, CV
The connection point of V2 and the connection point of the main switching elements CV3 and CV4 are connected via two diodes CVP and CVN. Two diodes CU connected in series in this case
Connection point between P and CUN, two diodes connected in series
The connection point between CVP and CVN is the neutral point.

The filter capacitor 6 for smoothing the voltage of the DC link circuit 9 is a first capacitor 6
a and a second capacitor 6b connected in series and obtained by dividing the voltage of the DC link circuit 9 by 2 /
2 potential, so-called neutral potential.

The PWM converter 5 controls three levels of voltage, that is, a DC link voltage and a half potential (so-called neutral point potential) obtained by dividing the DC link voltage by two. . The VVVF inverter device 7 has main switching elements QU and QX, QV and QY, QW and QZ.
The two are connected in series as described above, and a variable voltage and a variable frequency power are supplied to the driving motor 8 to perform speed control.

With such a configuration, it is possible to improve so as to reduce the harmonics of the waveform of the alternating current (so-called secondary current) flowing between the secondary winding of the transformer 4 and the electric wire. The harmonic current component superimposed on the supplied AC power can be reduced to a level lower than a malfunction level of a signal device or the like.

In the first embodiment, the main switching element constituting the VVVF inverter device 7 is of a two-level type, and a so-called large-capacity semiconductor capable of controlling a large current at a high voltage can be used. 7, the number of elements constituting the device 7 is minimized, and the size and weight can be reduced. That is,
Usually, it is possible to adopt a configuration suitable for fitting in a limited space below the floor.

FIG. 2 is a configuration diagram of an electric vehicle control device according to a second embodiment of the present invention. In the second embodiment, the PWM converter device 5 has a two-level circuit configuration without a neutral point, and the VVVF inverter device 7 has a three-level system circuit configuration with a neutral point. .

In FIG. 2, the PWM converter device 5 comprises:
The main switching elements are 2 like QUC and QUX, QVC and QYC
Each of them is connected in series, and controls the voltage of the DC link circuit 9. The VVVF inverter device 7 is configured by connecting four main switching elements in series, such as IU1, IU2, IU3, IU4, IV1, IV2, IV3, IV4, and IW1, IW2, IW3, and IW4. Then, power of a variable frequency is supplied to the drive motor 8 with a variable voltage to perform speed control. The connection point of the main switching elements IU1 and IU2 and the connection point of IU3 and IU4 are
The two diodes IUP and IUN are connected by a series-connected circuit, and the connection point between the two diodes is called a so-called neutral point.
The neutral point is also the connection point of the same diode in a circuit in which P, IVN, and diodes IWP, IWN are connected in series.

The filter capacitor 6 for smoothing the voltage of the DC link circuit 9 includes a first capacitor 6
a and a second capacitor 6b connected in series and obtained by dividing the voltage of the DC link circuit 9 by 2 /
2 potential, so-called neutral potential.

The VVVF inverter device 7 uses three levels of voltage, that is, a DC link voltage and a half potential (so-called neutral point voltage) obtained by dividing the DC link voltage by two, The three-phase AC power is supplied to the drive motor 8 to control the speed of the electric vehicle.

With such a configuration, it is possible to reduce the harmonic components of the current (so-called motor current) of the three-phase AC power supplied from the VVVF inverter device 7 to the driving motor 8, thereby reducing the distortion of the motor current waveform. Become. Therefore, the electromagnetic distortion noise generated by the drive motor 8 can be reduced by about 6 dB at the time of starting the electric vehicle, for example, as compared with the case where the VVVF inverter device 7 is configured by a two-level system.

Further, since the motor current flows through the outfitting wiring of the electric car, if there is a concern about the influence of radiation noise (so-called direct noise) from the outfitting wiring to signal equipment, etc.
The level method has less distortion of the motor current, can reduce the noise level, and can prevent the occurrence of induction failure.

Further, in the second embodiment, since the main switching element constituting the PWM converter device 5 is of a two-level system, a so-called large-capacity semiconductor capable of controlling a large current at a high voltage can be used. For this reason, the number of elements constituting the PWM converter device 5 is minimized, and the size and weight can be reduced. This makes it suitable for fitting in a limited space below the floor of the electric vehicle.

Next, the press-contact type element and the module type element as main switching elements constituting the PWM converter device 5 and the VVVF inverter device 7 have the following features, respectively.

First, since the thermal resistance of the press-contact type element is not more than ２ of the thermal resistance of the module type element, the loss generated from the main switching element (specifically, the steady-state loss,
When the switching loss is the same, the press-contact type element can reduce the cooling part. That is, it is possible to reduce the cooling capacity of the cooling unit for suppressing the heat generation of the main switching element by a small amount of the element thermal resistance. Conversely, if the cooling capacity is the same, a large-capacity pressure contact type element can be used.

The energizing current per main switching element is, for example, 1200 A for a module type element and 40,000 A or more for a press-contact type element, which is the largest practically used. The press contact type element is also advantageous in terms of the number of elements to be used.

On the other hand, the pressure contact type element needs to press the element from both sides with a predetermined pressure contact force (2000 kgf or more) to cool the element, whereas the module type element to the cooling section with about four screws. Can be installed. Therefore, since the structure of the module type device can be simplified, the size and weight of the device as a whole and the cost can be reduced. VVVF inverter device 7 with a particularly large number of main switching elements
It is better to use a module element.

Therefore, in the case of an electric car control device in which one or two drive motors 8 are connected to one VVVF inverter device 7 and speed control is performed individually, the number of VVVF inverter devices 7 is reduced. Since the number of main switching elements increases and the number of main switching elements increases, a module type element that can be simplified in size and reduced in size and weight is used.

That is, when the number of VVVF inverter devices 7 increases, a pressure contact type device is used for the PWM converter device 5 and a module type device is used for the VVVF inverter device 7.

Next, due to recent harmonic regulations, it has been necessary to reduce harmonic components flowing through the overhead line 1. As a countermeasure, a PWM converter device capable of reducing harmonics is used as a converter device. 5 is being adopted. That is, in a case where a phase control rectifier is used as a converter in an existing electric vehicle control device, the phase control rectifier is replaced with a PWM converter device 5 capable of reducing harmonics. In this existing electric vehicle control device, the VVVF inverter device 7 that controls the drive motor 8 is often configured by a pressure contact type element (for example, a GTO thyristor) and a two-level system.

Therefore, in such an existing electric vehicle control device, the VVVF inverter device 7 is diverted as it is,
As a converter device for converting an alternating current to a direct current, a PWM converter device 5 of a module type element (for example, an IGBT thyristor) capable of setting a high switching frequency by a three-level method in order to reduce harmonics is used.

As described above, when the converter device of the existing electric vehicle control device is replaced with a PWM converter device 5 from a phase control rectifier device, a module type element is used as the PWM converter device 5 and the VVVF inverter device 7 is used. Use a crimping element.

Thus, in the conventional electric vehicle control device, when the harmonic reduction on the AC overhead line is performed, only the converter device for converting AC into DC is updated to obtain the maximum harmonic reduction effect. Cost can be significantly reduced.

Next, a third embodiment of the present invention will be described. FIG. 3 is a configuration diagram of an electric vehicle control device according to a third embodiment of the present invention. This third embodiment is shown in FIG.
In contrast to the conventional example of the three-level system shown in FIG. 3, a pair of capacitors 6a and 6b on the PWM converter device side and a pair of capacitors on the VVVF inverter device side are provided on the PWM converter device 5 side and the VVVF inverter device 7 side of the DC link circuit 9, respectively. 6c and 6d. The neutral point of the PWM converter device 5 and the neutral point of the VVVF inverter device 7 are not connected.

In FIG. 3, the PWM converter device 5 and the VVVF inverter device 7 are both of a three-level system, and a pair of PWM converter devices connected in series via a neutral point are connected to the PWM converter device 5 side of the DC link circuit 9. The capacitors 6a and 6b are connected, and the VVVF of the DC link
A pair of VVVF inverter-side capacitors 6c and 6d connected in series via a neutral point are also connected to the inverter side. Then, a configuration is adopted in which a half of the power supply voltage obtained by dividing the DC power supply voltage (so-called neutral point potential) is not connected between the two devices.

When the main circuit configuration of both the PWM converter device 5 and the VVVF inverter device 7 is of a three-level system, the DC link circuit 9 divides the power supply voltage by two to obtain a half potential (so-called neutral voltage). Point potential).

Therefore, in the third embodiment, the PWM
The neutral point potential compensation control of the converter device 5 and the VVVF inverter device 7 controls the voltage balance of the neutral point potential formed by voltage division on the high voltage side and the low voltage side.
That is, the voltage balance of the divided neutral point voltage is controlled as a voltage difference to about 10% of the DC link circuit 9 voltage.

For example, if the voltage of the DC link circuit 9 is DC2000
For V, high voltage side 1100V, low voltage side around neutral point
It is controlled to 900V, that is, about 200V as the voltage difference. As a result, the neutral point potential is not connected between the two devices, and the voltage balance can be maintained.

As an effect of this, when the PWM converter device 5 and the VVVF inverter device 7 cannot be housed in an integrated box structure due to restrictions on the fitting of the electric vehicle to the vehicle body,
When each device cannot be equipped on the same vehicle but is mounted on a different electric vehicle composed of a plurality of vehicles, the number of outfitting lines between the devices and between vehicles is reduced from the conventional three to two. Can be reduced to

This means that, for example, when controlling four drive motors 8, it is possible to reduce the number of outfitting wires having a large diameter through which a current of about 1000 A flows, thereby reducing the number of man-hours and costs for outfitting, and reducing the space for outfitting wiring. Can be reduced.

[0072]

As described above, according to the present invention, in the electric vehicle control device for controlling the electric vehicle traveling in the AC overhead line section, the main circuit configuration of the PWM converter device and the VVVF inverter device is a two-level system. By selecting one of the three-level systems and selecting one of the insulation displacement type and the module type as the main switching element that composes the device, and reducing the number of outfitting lines between each device, Waves can be reduced, the size and weight of the device can be reduced, and the cost can be reduced. Also, it is possible to reduce the number of outfitting wiring and the number of wiring steps.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an electric vehicle control device according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram of an electric vehicle control device according to a second embodiment of the present invention.

FIG. 3 is a configuration diagram of an electric vehicle control device according to a third embodiment of the present invention.

FIG. 4 is a configuration diagram of an electric vehicle control device including a conventional two-level PWM converter device and a VVVF inverter device.

FIG. 5 is a configuration diagram of an electric vehicle control device provided with a conventional three-level PWM converter device and a VVVF inverter device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Overhead wire 2 Current collector 3 AC circuit breaker 4 Transformer 5 PWM converter device 6 Filter capacitor 7 VVVF inverter 8 Driving motor 9 DC link circuit

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference)

Claims (7)

[Claims] 1. A transformer for receiving AC power from an overhead line of an electric vehicle traveling in an AC overhead line section via a current collector, and a main switching element for converting AC power received by the transformer into DC power. Circuit configuration has no neutral point 2
A PWM converter device having a circuit configuration of either a level system or a three-level system having the neutral point,
The circuit configuration of the main switching element for converting the DC power obtained by the converter device into the three-phase AC power and outputting the converted power to the driving motor is the two-level system or the three-level system circuit configuration of the PWM converter device. A VVVF inverter device having a circuit configuration different from the circuit configuration,
The PWM converter device has a filter capacitor for smoothing the DC voltage obtained by the PWM converter device, and the VVV
An electric vehicle control device, comprising: a DC link circuit for connecting to an F inverter device. 2. The electric vehicle control device according to claim 1, wherein the PWM converter device uses a press-contact type device as a main switching device, and the VVVF inverter device includes:
An electric vehicle control device, wherein a module-type element is used as a main switching element. 3. The electric vehicle control device according to claim 1, wherein the PWM converter device uses a modular device as a main switching device, and the VVVF inverter device uses a press-contact type device as a main switching device. An electric vehicle control device, characterized in that: 4. A transformer for receiving AC power from an overhead line of an electric vehicle traveling in an AC overhead line section via a current collector, and a main switching element for converting AC power received by the transformer into DC power. A PWM converter device, which is a switching device of either a press-contact type device or a module type device, and DC power obtained by the PWM converter device
The main switching element for converting into phase AC power and outputting to the drive motor is any of the press-contact type element or the module-type element of the press-contact type element or the module-type element, which is different from the switching element of the PWM converter device. A VVVF inverter device as a switching element, and a DC link circuit having a filter capacitor for smoothing a DC voltage obtained by the PWM converter device and connecting the PWM converter device and the VVVF inverter device. An electric vehicle control device, characterized in that: 5. The electric vehicle control device according to claim 4, wherein the PWM converter device has the three-level circuit configuration, and the VVVF inverter device has the two-level circuit configuration. Electric vehicle control device. 6. The electric vehicle control device according to claim 4, wherein the PWM converter device has the two-level circuit configuration, and the VVVF inverter device has the three-level circuit configuration. Electric vehicle control device. 7. A transformer for receiving AC power from an overhead line of an electric vehicle traveling in an AC overhead line section via a current collector, and a main switching element for converting the AC power received by the transformer into DC power. A PWM converter device having a three-level circuit configuration having a neutral point;
The circuit configuration of the main switching element for converting the DC power obtained by the WM converter device into three-phase AC power and outputting it to the driving motor is the circuit configuration of the three-level system.
VVVF inverter device, the PWM converter device and the V
A DC link circuit connecting between the VVF inverter device and a pair of PWs connected in series via a neutral point of the PWM converter device to smooth the DC voltage of the DC link circuit;
An M converter device-side filter capacitor, and a pair of VVVF inverter device-side filter capacitors connected in series via a neutral point of the VVVF inverter device to smooth the DC voltage of the DC link circuit. An electric vehicle control device, wherein wiring for connecting a neutral point and a neutral point of the VVVF inverter device is omitted.