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JP2005278269A - Drive controller for vehicle - Google Patents

Drive controller for vehicle Download PDF

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Publication number
JP2005278269A
JP2005278269A JP2004086107A JP2004086107A JP2005278269A JP 2005278269 A JP2005278269 A JP 2005278269A JP 2004086107 A JP2004086107 A JP 2004086107A JP 2004086107 A JP2004086107 A JP 2004086107A JP 2005278269 A JP2005278269 A JP 2005278269A
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Japan
Prior art keywords
storage device
power storage
switching
power
current
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Pending
Application number
JP2004086107A
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Japanese (ja)
Inventor
Masamichi Ogasa
正道 小笠
Hiroshi Samejima
博 鮫島
Yoshiteru Taguchi
義晃 田口
Takamitsu Yamamoto
貴光 山本
Keiichi Uesono
恵一 上園
Masanori Maruyama
真範 丸山
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Railway Technical Research Institute
Toyo Electric Manufacturing Ltd
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Railway Technical Research Institute
Toyo Electric Manufacturing Ltd
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Application filed by Railway Technical Research Institute, Toyo Electric Manufacturing Ltd filed Critical Railway Technical Research Institute
Priority to JP2004086107A priority Critical patent/JP2005278269A/en
Publication of JP2005278269A publication Critical patent/JP2005278269A/en
Pending legal-status Critical Current

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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
    • B60L9/22—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines polyphase 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • 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
    • 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
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by 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
    • B60L50/53—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
    • 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]
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/24—Coasting mode
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

【課題】 車両用駆動制御装置に付加する蓄電装置の充放電電流を制御するスイッチンング素子のスイッチング損失を低減化し、冷却器の小型化を図ること。
【解決手段】 力行時、インバータ５は、蓄電装置２あるいは直流電源８と蓄電装置２から受電しモータ６を駆動する。回生時は回生電力を蓄電装置２あるいは直流電源８と蓄電装置２へ回生する。また、停車、惰行時は、直流電源８で蓄電装置２を充電したり、蓄電装置２から直流電源８へ放電させる。蓄電装置２の充放電電流は、スイッチング素子１１，１２をスイッチングすることにより制御される。スイッチング素子１１，１２は、蓄電装置の充放電時の電流が、ある設定した電流よりも大きいとき、高いスイッチング周波数で動作し、電流が小さいときには、低いスイッチング周波数で動作する。また、蓄電装置２のみで力行・回生動作をする場合、スイッチング素子１１，１２のオン・オフの状態を固定する。
【選択図】 図１PROBLEM TO BE SOLVED: To reduce a switching loss of a switching element for controlling a charging / discharging current of a power storage device added to a vehicle drive control device and to reduce a size of a cooler.
During power running, an inverter 5 receives power from a power storage device 2 or a DC power supply 8 and the power storage device 2 and drives a motor 6. During regeneration, regenerative power is regenerated to the power storage device 2 or the DC power supply 8 and the power storage device 2. When the vehicle stops or coasts, the power storage device 2 is charged by the DC power supply 8 or discharged from the power storage device 2 to the DC power supply 8. The charge / discharge current of power storage device 2 is controlled by switching switching elements 11 and 12. Switching elements 11 and 12 operate at a high switching frequency when the current during charging / discharging of the power storage device is larger than a set current, and operate at a low switching frequency when the current is small. Further, when the power running / regenerative operation is performed only by the power storage device 2, the on / off states of the switching elements 11 and 12 are fixed.
[Selection] Figure 1

Description

本発明は鉄道車両用の駆動制御装置に関し、特に、蓄電装置を備えた鉄道車両用の駆動制御装置に関するものである。   The present invention relates to a drive control device for a railway vehicle, and more particularly to a drive control device for a rail vehicle provided with a power storage device.

電気車に二次電池、コンデンサなどの電力貯蔵装置を搭載し、モータの駆動電力の供給、回生電力の吸収を行い、き電線、架線の電圧の安定化、損失の低減化等を図った電気車の駆動システムが提案されている（例えば、特許文献１参照）。
図４は上記蓄電装置等の電力貯蔵装置を備えた電気車の駆動システムの構成を示す図である。
同図に示すように、架線１０１に対して、モータ１０５を駆動するインバータ１０２と、ＤＣ／ＤＣ変換器１０３が並列に接続され、ＤＣ／ＤＣ変換器１０３には、蓄電装置（電力貯蔵装置）１０４が接続されている。
ＤＣ／ＤＣ変換器１０３は、リアクトルＬ１，Ｌ２とスイッチング素子ＳＷ１，ＳＷ２と、コンデンサＣ１と、逆流防止スイッチＳＷ３から構成される。上記スイッチング素子ＳＷ１，ＳＷ２は、制御装置１０６により制御され、架線電圧が蓄電装置１０４の電圧より高い条件の元で、ＤＣ／ＤＣ変換器１０３のスイッチング素子ＳＷ１，ＳＷ２のオン時間とオフ時間の比率を制御することにより蓄電装置１０５の充放電電流を制御することができる。 An electric vehicle equipped with a power storage device such as a secondary battery or capacitor in an electric vehicle, supplying motor drive power and absorbing regenerative power, stabilizing the voltage of feeders and overhead lines, reducing loss, etc. A vehicle drive system has been proposed (see, for example, Patent Document 1).
FIG. 4 is a diagram illustrating a configuration of a drive system for an electric vehicle provided with a power storage device such as the power storage device.
As shown in the figure, an inverter 102 that drives a motor 105 and a DC / DC converter 103 are connected in parallel to the overhead line 101, and a power storage device (power storage device) is connected to the DC / DC converter 103. 104 is connected.
The DC / DC converter 103 includes reactors L1 and L2, switching elements SW1 and SW2, a capacitor C1, and a backflow prevention switch SW3. The switching elements SW1 and SW2 are controlled by the control device 106, and the ratio between the on time and the off time of the switching elements SW1 and SW2 of the DC / DC converter 103 under the condition that the overhead line voltage is higher than the voltage of the power storage device 104. By controlling the charging / discharging current of power storage device 105, it is possible to control.

電気車が力行しているときは、蓄電装置１０４からインバータ１０２にエネルギーを供給し、回生時には、逆にインバータ１０２から蓄電装置１０４にエネルギーを供給する。 また、力行時にインバータ１０２が必要とする電流に対して蓄電装置１０４からの電流だけでは不足する場合には、不足分を架線１０１から供給し、回生時にインバータ１０２が発生した回生電流を蓄電装置だけでは吸収できない場合には、その余剰分を架線１０１に回生する。さらに、惰行、停車時には、上記架線１０１からＤＣ／ＤＣ変換器１０３を介して、蓄電装置１０４を充電する。
上記構成によれば、十分な容量の蓄電装置を用いることで、架線１０１に流れる電流を大幅に小さくすることができ、また、架線電圧が定格電圧から大きく変動するのを防止することができる。さらに、架線の損失を小さくすることができ、き電線、変電所などの設備費の低減化を図っることができる。
特開２００３−１８７０２号公報 When the electric vehicle is powering, energy is supplied from the power storage device 104 to the inverter 102, and conversely, during regeneration, energy is supplied from the inverter 102 to the power storage device 104. If the current from the power storage device 104 is insufficient for the current required by the inverter 102 during power running, the shortage is supplied from the overhead wire 101, and the regenerative current generated by the inverter 102 at the time of regeneration is supplied only to the power storage device. Then, if it cannot be absorbed, the surplus is regenerated on the overhead line 101. Further, when coasting or stopping, the power storage device 104 is charged from the overhead wire 101 via the DC / DC converter 103.
According to the above configuration, by using a power storage device having a sufficient capacity, the current flowing through the overhead wire 101 can be significantly reduced, and the overhead wire voltage can be prevented from greatly fluctuating from the rated voltage. Furthermore, the overhead wire loss can be reduced, and the equipment costs for feeders, substations, etc. can be reduced.
JP 2003-18702 A

以上のような蓄電装置を備えた電気車の駆動システムにおいては、力行、惰行、回生、停車の何れにおいてもスイッチング素子ＳＷ１，ＳＷ２が動作するため、定常的にスイッチング損失が発生する。このため、スイッチング素子ＳＷ１，ＳＷ２等を冷却するための冷却器が大型化するという欠点があった。
本発明は、上記従来技術の問題点を解決するためになされたものであって、その目的は、上記スイッチング損失を低減化しつつ、蓄電装置の能力を最大限利用することで、冷却器の小型化、蓄電装置の小型化を図ることである。 In the electric vehicle drive system provided with the power storage device as described above, the switching elements SW1 and SW2 operate in any of powering, coasting, regeneration, and stopping, so that switching loss occurs regularly. For this reason, there existed a fault that the cooler for cooling switching element SW1, SW2 etc. enlarged.
The present invention has been made to solve the above-described problems of the prior art, and an object of the present invention is to reduce the size of the cooler by making the best use of the capacity of the power storage device while reducing the switching loss. It is to reduce the size of the power storage device.

本発明は上記課題を解決するため、蓄電装置の充電、放電時の電流量が、ある設定した電流よりも大きいときには、蓄電装置の充放電電流を制御するスイッチング素子を、より高いスイッチング周波数で動作させ、小さいときにはより低いスイッチング周波数で動作させるように制御する。
また、インバータ、蓄電装置等からなる回路を架線から切り離し、蓄電装置のみで力行・回生動作をする場合には、蓄電装置とインバータ間に接続されたスイッチング素子をオン、蓄電装置と接地間に接続されたスイッチング素子をオフに固定し、インバータによって蓄電装置２の充放電電流を制御する。 In order to solve the above problems, the present invention operates a switching element that controls the charge / discharge current of a power storage device at a higher switching frequency when the amount of current during charging and discharging of the power storage device is larger than a certain set current. When it is small, it is controlled to operate at a lower switching frequency.
In addition, when a circuit composed of an inverter, a power storage device, etc. is disconnected from the overhead line and a power running / regenerative operation is performed only by the power storage device, the switching element connected between the power storage device and the inverter is turned on, and the power storage device is connected between the ground The switched switching element is fixed off, and the charge / discharge current of power storage device 2 is controlled by the inverter.

本発明においては、以下の効果を得ることができる。
（１）蓄電装置へ流れる電流によって蓄電装置の充放電電流を制御するスイッチング素子のスイッチング周波数を可変とし、電流が大きいとき、スイッチング周波数を上げるようにしたので、リップルを小さくすることができ、ピーク電流を抑えることができる。また、電流が小さいときにはスイッチング周波数を下げることにより、スイッチング損を小さくすることができる。
このため、スイッチング素子による発熱量を小さくすることができ、冷却器を小型化することが可能となる。
（２）さらに蓄電装置のみから充放電を行なう場合、一方のスイッチング素子をオン、他方のスイッチング素子をオフに固定することで、スイッチング損を無視できる程度まで小さくすることができ、冷却器を一層、小型化することができる。 In the present invention, the following effects can be obtained.
(1) Since the switching frequency of the switching element that controls the charging / discharging current of the power storage device is made variable by the current flowing to the power storage device and the switching frequency is increased when the current is large, the ripple can be reduced and the peak Current can be suppressed. Further, when the current is small, the switching loss can be reduced by lowering the switching frequency.
For this reason, the calorific value by a switching element can be made small and it becomes possible to reduce a cooler.
(2) Further, when charging / discharging only from the power storage device, by fixing one switching element on and the other switching element off, the switching loss can be reduced to a negligible level, and the cooler can be further reduced. Can be downsized.

図１は、本発明の実施例の鉄道車両用の駆動制御装置の回路構成を示す図である。
図１において、直流電源８から供給される直流入力電圧は、架線１０、主スイッチ３、第１の平滑リアクトル４を介して、上記直流入力電圧の瞬時リプルを抑制する平滑コンデンサ７に供給される。平滑コンデンサ７の両端にはインバータ５が接続され、インバータ５によりモータ６が駆動される。
また、上記平滑コンデンサ７と並列に第１のスイッチング素子１１、第２のスイッチング素子１２の直列回路が接続され、上記第１と第２のスイッチング素子の接続点には、第２のリアクトル１を介して、二次電池、大容量コンデンサ等の蓄電装置２が接続されている。また、蓄電装置２の充放電電流を検出する電流検出器１３、およびインバータ５に流れる負荷／回生電流ＩＬを検出する電流検出器１４が設けられ、これらの検出器の出力は、充放電電流制御部２０に与えられる。
なお、上記平滑リアクトル３、スイッチング素子１１，１２、平滑コンデンサ７、インバータ５、リアクトル１、蓄電装置２から構成される回路を以下では主回路という。 FIG. 1 is a diagram showing a circuit configuration of a railroad vehicle drive control apparatus according to an embodiment of the present invention.
In FIG. 1, a DC input voltage supplied from a DC power supply 8 is supplied to a smoothing capacitor 7 that suppresses an instantaneous ripple of the DC input voltage via an overhead line 10, a main switch 3, and a first smoothing reactor 4. . An inverter 5 is connected to both ends of the smoothing capacitor 7, and the motor 6 is driven by the inverter 5.
In addition, a series circuit of a first switching element 11 and a second switching element 12 is connected in parallel with the smoothing capacitor 7, and a second reactor 1 is connected to a connection point between the first and second switching elements. A power storage device 2 such as a secondary battery or a large-capacity capacitor is connected to the battery. Further, a current detector 13 for detecting the charge / discharge current of the power storage device 2 and a current detector 14 for detecting the load / regenerative current IL flowing through the inverter 5 are provided, and the output of these detectors is a charge / discharge current control. Given to part 20.
In addition, the circuit comprised from the said smoothing reactor 3, the switching elements 11 and 12, the smoothing capacitor 7, the inverter 5, the reactor 1, and the electrical storage apparatus 2 is called a main circuit below.

同図において、力行時、インバータ５は、直流電源８から、或いは蓄電装置２から、或いは直流電源８と蓄電装置２から受電する。回生時はインバータ５からの回生電力を直流電源８へ、或いは蓄電装置２へ、或いは直流電源８と蓄電装置２へ回生する。
停車時、或いは惰行時は、蓄電装置２の充電深度により、直流電源８から蓄電装置２へ充電させる場合と、蓄電装置２から直流電源８へ放電させる場合がある。
蓄電装置２からいずれかの装置へ、或いは、いずれかの装置から蓄電装置２へ送電されるとき、充放電電流制御部２０によりスイッチング素子１１，１２がスイッチング制御され、蓄電装置２の充放電電流が制御される。 In the figure, during power running, the inverter 5 receives power from the DC power source 8, the power storage device 2, or the DC power source 8 and the power storage device 2. At the time of regeneration, the regenerative power from the inverter 5 is regenerated to the DC power source 8, the power storage device 2, or the DC power source 8 and the power storage device 2.
When the vehicle stops or coasts, depending on the charging depth of the power storage device 2, the DC power supply 8 may be charged from the DC power supply 8 or the power storage device 2 may be discharged to the DC power supply 8.
When power is transmitted from the power storage device 2 to any device or from any device to the power storage device 2, the switching elements 11 and 12 are subjected to switching control by the charge / discharge current control unit 20, and the charge / discharge current of the power storage device 2 is controlled. Is controlled.

蓄電装置２の放電量を制御する際には、スイッチング素子１１をオフ、スイッチング素子１２をオンにして、蓄電装置２から第２のリアクトル１を介してスイッチング素子１２に電流を流し、その後、スイッチング素子１１をオン、スイッチング素子１２をオフにする。これにより、蓄電装置２から第２のリアクトル１を介してスイッチング素子１２に流れていた電流は、蓄電装置２から、第２のリアクトル１、スイッチング素子１２を介してインバータ５に流れる。
したがって、上記スイッチング素子１１，１２のオン／オフを繰り返すことにより、蓄電装置２からの放電電流をインバータ５に供給することができる。また、上記第１のスイッチング素子１１と第２のスイッチング素子１２のオン時間とオフ時間の比を制御することにより、蓄電装置２からの放電電流を制御することができる。 When controlling the discharge amount of the power storage device 2, the switching element 11 is turned off and the switching element 12 is turned on to allow a current to flow from the power storage device 2 to the switching element 12 through the second reactor 1. The element 11 is turned on and the switching element 12 is turned off. Thus, the current that has flowed from the power storage device 2 to the switching element 12 via the second reactor 1 flows from the power storage device 2 to the inverter 5 via the second reactor 1 and switching element 12.
Therefore, the discharge current from the power storage device 2 can be supplied to the inverter 5 by repeatedly turning on / off the switching elements 11 and 12. Further, the discharge current from the power storage device 2 can be controlled by controlling the ratio of the on time and the off time of the first switching element 11 and the second switching element 12.

また、蓄電装置２への充電量を制御する際には、スイッチング素子１１をオン、スイッチング素子１２をオフにして、直流電源８あるいはインバータ５（回生時）からスイッチング素子１１、第２のリアクトル１を介して蓄電装置２へ電流を流し、その後、スイッチング素子１１をオフ、スイッチング素子１２をオンにする。これにより、第２のリアクトル１を介して流れていた電流は、第２のリアクトル１、蓄電装置２、第２のスイッチング素子１２を介して流れ、蓄電装置２が充電される。
したがって、上記スイッチング素子１１，１２のオン／オフを繰り返すことにより、直流電源８あるいはインバータ５（回生時）から蓄電装置２へ充電電流を供給することができる。また、上記同様、上記第１のスイッチング素子１１と第２のスイッチング素子１２のオン時間とオフ時間の比を制御することにより、蓄電装置２への充電電流を制御することができる。 Further, when the amount of charge to the power storage device 2 is controlled, the switching element 11 is turned on, the switching element 12 is turned off, and the switching element 11 and the second reactor 1 are switched from the DC power supply 8 or the inverter 5 (during regeneration). Then, a current is supplied to the power storage device 2 via the switch, and then the switching element 11 is turned off and the switching element 12 is turned on. Thereby, the current flowing through the second reactor 1 flows through the second reactor 1, the power storage device 2, and the second switching element 12, and the power storage device 2 is charged.
Therefore, the charging current can be supplied from the DC power supply 8 or the inverter 5 (during regeneration) to the power storage device 2 by repeatedly turning on / off the switching elements 11 and 12. Similarly to the above, the charging current to the power storage device 2 can be controlled by controlling the ratio of the on time and the off time of the first switching element 11 and the second switching element 12.

充放電電流制御部２０には、蓄電装置２の充放電電流ＩＳに加え、力行、惰行／停車、回生の走行モード、蓄電装置の充電深度等が入力され、充放電電流制御部２０は、これらの信号に基づき以下のように上記スイッチング素子１１，１２を制御する。
図２は、力行時、惰行／停車時、回生時における上記充放電電流制御部２０によるスイッチング素子１１，１２の制御を説明する図である。
力行時、前記したように、インバータ５は、直流電源８及び蓄電装置２のいずれか、又は両方から電力の供給を受けてモータ６を駆動する。
直流電源８と蓄電装置２の双方から電力を供給する場合、主スイッチ３を閉じ、充放電電流制御部２０による第１および第２のスイッチング素子１１，１２の上記オン／オフの繰り返し周波数（スイッチング周波数という）を高く設定する。これにより蓄電装置２からの電流のリップルが小さくなり、ピーク電流を抑えることができる。また、ピーク電流を抑えることができるので、スイッチング周波数が低くいとき（リプルが大）、大きな電流を蓄電装置２から取り出すことができる。
また、蓄電装置２のみから電力を供給する場合は、主スイッチ３を開き、直流電源８を主回路から切り離す。同時にスイッチング素子１１をオンにし、スイッチング素子１２をオフに固定する。なお、この場合、蓄電装置２からの放電電流は、インバータ５によって制御されることとなる。
インバータ５の直流入力電圧は蓄電装置２の電圧となるから、リップルは一切発生しない。さらに、スイッチング素子１１，１２においてスイッチング損失は発生しない。 In addition to the charging / discharging current IS of the power storage device 2, the charging / discharging current control unit 20 receives power running, coasting / stopping, regenerative travel mode, charging depth of the power storage device, and the like. Based on this signal, the switching elements 11 and 12 are controlled as follows.
FIG. 2 is a diagram illustrating control of the switching elements 11 and 12 by the charge / discharge current control unit 20 during power running, coasting / stopping, and regeneration.
During power running, as described above, the inverter 5 drives the motor 6 by receiving power from either or both of the DC power supply 8 and the power storage device 2.
When power is supplied from both the DC power supply 8 and the power storage device 2, the main switch 3 is closed, and the on / off repetition frequency (switching) of the first and second switching elements 11 and 12 by the charge / discharge current control unit 20 is switched. Set a high frequency). Thereby, the ripple of the current from the power storage device 2 is reduced, and the peak current can be suppressed. Further, since the peak current can be suppressed, a large current can be extracted from the power storage device 2 when the switching frequency is low (the ripple is large).
When power is supplied only from the power storage device 2, the main switch 3 is opened and the DC power supply 8 is disconnected from the main circuit. At the same time, the switching element 11 is turned on and the switching element 12 is fixed off. In this case, the discharge current from the power storage device 2 is controlled by the inverter 5.
Since the DC input voltage of the inverter 5 becomes the voltage of the power storage device 2, no ripple is generated. Further, no switching loss occurs in the switching elements 11 and 12.

充分に力行した後、惰行するが、このとき、蓄電装置２の充電深度が設定した値より小さい場合、主スイッチ３を閉じ、直流電源８から蓄電装置２へ小電流で徐々に充電する。また、蓄電装置２の充電深度が設定した値より大きい場合、主スイッチ３を閉じ、蓄電装置２から直流電源８へと小電流で徐々に放電させる。
このとき、充放電電流制御部２０は、スイッチング素子１１，１２をスイッチング制御するが、スイッチング素子１１，１２におけるスイッチング周波数を低く抑える。これにより、スイッチング素子１１，１２のスイッチング損を小さく抑えることができる。
回生時、インバータ５から、直流電源８及び蓄電装置２のいずれか、又は両方へ電力の回生を行なう。
直流電源８と蓄電装置２の双方へ回生する場合は、主スイッチ３を閉じ、充放電電流制御部２０によるスイッチング素子１１，１２の周波数を高く設定する。これによりリップルが小さくなり、ピーク電流を抑えることができる。このため、スイッチング周波数が低いとき（リップル大）よりも大きな電力を回生することが可能となる。
蓄電装置２にだけ回生する場合、主スイッチ３を開き、直流電源８を主回路から切り離す。同時にスイッチング素子１１をオンにし、スイッチング素子１２をオフに固定する。よって、スイッチング素子１１，１２においてスイッチング損失は発生しない。 After powering sufficiently, coasting is performed. At this time, when the charging depth of the power storage device 2 is smaller than the set value, the main switch 3 is closed, and the DC power source 8 is gradually charged with a small current from the DC power source 8. When the charging depth of the power storage device 2 is larger than the set value, the main switch 3 is closed, and the power storage device 2 is gradually discharged from the power storage device 2 to the DC power source 8 with a small current.
At this time, the charge / discharge current control unit 20 performs switching control of the switching elements 11 and 12, but keeps the switching frequency in the switching elements 11 and 12 low. Thereby, the switching loss of the switching elements 11 and 12 can be suppressed small.
During regeneration, power is regenerated from the inverter 5 to one or both of the DC power supply 8 and the power storage device 2.
When regenerating to both the DC power supply 8 and the power storage device 2, the main switch 3 is closed and the frequency of the switching elements 11 and 12 by the charge / discharge current control unit 20 is set high. As a result, the ripple is reduced and the peak current can be suppressed. For this reason, it becomes possible to regenerate larger electric power than when the switching frequency is low (large ripple).
When regenerating only the power storage device 2, the main switch 3 is opened and the DC power supply 8 is disconnected from the main circuit. At the same time, the switching element 11 is turned on and the switching element 12 is fixed off. Therefore, no switching loss occurs in the switching elements 11 and 12.

停車時、蓄電装置２の充電深度が設定した値より小さい場合、主スイッチ３を閉じ、直流電源８から蓄電装置２へ充電する。このとき、充放電電流制御部２０は、スイッチング素子１１，１２をスイッチング制御するが、スイッチング素子１１，１２におけるスイッチング周波数を低く抑える。これにより、スイッチング素子１１，１２のスイッチング損を小さく抑えることができる。
また、蓄電装置２の充電深度が設定した値より大きい場合、主スイッチ３を閉じ、蓄電装置２から直流電源８へと小電流で徐々に放電する。このとき、充放電電流制御部２０は、スイッチング素子１１，１２をスイッチング制御するが、充放電電流制御部２０によるスイッチング素子１１，１２のスイッチング周波数を低く抑える。これにより、スイッチング素子１１，１２のスイッチング損を小さく抑えることができる。 When the vehicle is stopped, if the charging depth of the power storage device 2 is smaller than the set value, the main switch 3 is closed and the power storage device 2 is charged from the DC power supply 8. At this time, the charge / discharge current control unit 20 performs switching control of the switching elements 11 and 12, but keeps the switching frequency in the switching elements 11 and 12 low. Thereby, the switching loss of the switching elements 11 and 12 can be suppressed small.
When the charging depth of the power storage device 2 is larger than the set value, the main switch 3 is closed and the battery device 2 is gradually discharged from the power storage device 2 to the DC power source 8 with a small current. At this time, the charge / discharge current control unit 20 performs switching control of the switching elements 11 and 12, but keeps the switching frequency of the switching elements 11 and 12 by the charge / discharge current control unit 20 low. Thereby, the switching loss of the switching elements 11 and 12 can be suppressed small.

図３は、上記充放電電流制御部２０の構成例を示す図である。
同図において、２１ａ，２１ｂは駆動回路であり、駆動回路２１ａ，２１ｂがハイレベルの信号を出力すると、前記スイッチング素子１１，１２はオンになる。
２２はＰＷＭ信号発生回路であり、ＰＷＭ信号発生回路２２の出力は、第１の切換え手段２３を介して上記駆動回路２１ａ，２１ｂに接続されており、第１の切換え手段２３がＡ側に切換えられているとき、ＰＷＭ信号発生回路２２の出力が駆動回路２１ａ，２１ｂに与えられる。
また、第１の切換え手段２３がＢ側に切換えられているとき、駆動回路２１ａ，２１ｂには、それぞれ、＋Ｖ，０が与えられる。
したがって、第１の切換え手段２３がＢ側に切換えられると、駆動回路２１ａからハイレベルの信号が、駆動回路２１ｂからローレベルの信号が出力され、スイッチング素子１１はオン、スイッチング素子１２はオフとなる。 FIG. 3 is a diagram illustrating a configuration example of the charge / discharge current control unit 20.
In the figure, reference numerals 21a and 21b denote drive circuits. When the drive circuits 21a and 21b output a high level signal, the switching elements 11 and 12 are turned on.
Reference numeral 22 denotes a PWM signal generation circuit. The output of the PWM signal generation circuit 22 is connected to the drive circuits 21a and 21b via the first switching means 23, and the first switching means 23 is switched to the A side. In this case, the output of the PWM signal generation circuit 22 is given to the drive circuits 21a and 21b.
When the first switching means 23 is switched to the B side, + V and 0 are given to the drive circuits 21a and 21b, respectively.
Therefore, when the first switching means 23 is switched to the B side, a high level signal is output from the drive circuit 21a, and a low level signal is output from the drive circuit 21b. The switching element 11 is on and the switching element 12 is off. Become.

ＰＷＭ信号発生回路２２には、第２の切換手段２４を介して発振器２５ａ，２５ｂが接続されている。発振器２５ａ，２５ｂは、周波数が異なる三角波信号を出力し、発振器２５ａの出力信号の周波数ｆ１は、発振器２５ｂの出力信号の周波数ｆ２より高い（ｆ１＞ｆ２）。なお、周波数ｆ１は、この周波数で前記スイッチング素子１１，１２を駆動したとき、前記主回路に流れる電流リプルがほとんど問題とならないように周波数に設定される。
上記第２の切換え手段２４がＡ側に切り換わっているとき、発振器２５ａの出力がＰＷＭ信号発生回路２２に与えられ、Ｂ側に切り換わっているとき、発振器２５ｂの出力がＰＷＭ回路２２に与えられる。
ＰＷＭ信号発生回路２２にはコントローラ２６が出力するレベル信号が与えられ、ＰＷＭ信号発生回路２２は、上記発振器２５ａ，２５ｂが出力する三角波信号と上記コントローラ２６が出力するレベル信号を比較し、スイッチング素子１１，１２をＰＷＭ制御するためのオン／オフ信号を出力する。
また、コントローラ２６は、充放電電流設定値と蓄電装置２の充放電電流ＩＳとの偏差信号に応じてＰＷＭ信号発生回路２２に出力するレベル信号を変化させ、上記充放電電流ＩＳが充放電電流設定値に等しくなるように制御する。 Oscillators 25 a and 25 b are connected to the PWM signal generation circuit 22 via second switching means 24. The oscillators 25a and 25b output triangular wave signals having different frequencies, and the frequency f1 of the output signal of the oscillator 25a is higher than the frequency f2 of the output signal of the oscillator 25b (f1> f2). The frequency f1 is set to a frequency so that the current ripple flowing in the main circuit hardly becomes a problem when the switching elements 11 and 12 are driven at this frequency.
When the second switching means 24 is switched to the A side, the output of the oscillator 25a is given to the PWM signal generating circuit 22, and when the second switching means 24 is switched to the B side, the output of the oscillator 25b is given to the PWM circuit 22. It is done.
The PWM signal generation circuit 22 is supplied with a level signal output from the controller 26. The PWM signal generation circuit 22 compares the triangular wave signal output from the oscillators 25a and 25b with the level signal output from the controller 26, and the switching element. An on / off signal for PWM control of 11 and 12 is output.
Further, the controller 26 changes a level signal output to the PWM signal generation circuit 22 in accordance with a deviation signal between the charge / discharge current set value and the charge / discharge current IS of the power storage device 2, and the charge / discharge current IS is changed to the charge / discharge current IS. Control to be equal to the set value.

制御モード切換え部２７には、力行、惰行／停車、回生の走行モード、蓄電装置の充電深度、蓄電装置２の充放電電流ＩＳ、負荷／回生電流ＩＬが入力され、制御モード切換え部２７は、これらの信号に基づき、前記図２に示した条件を判断し、主スイッチ３の開閉信号を出力するとともに、第１及び第２の切換え手段２３，２４を切り換える。また、蓄電装置２の放電時と充電時で、前記したようにスイッチング素子１１，１２の切換えタイミングは放電モード、充電モードに切り換えられる。
すなわち、以下のように主スイッチ３を開閉するとともに、前記切換え手段ＳＷ１，ＳＷ２を切り換える。 Power mode, coasting / stopping, regenerative travel mode, charging depth of power storage device, charge / discharge current IS of power storage device 2, load / regenerative current IL are input to control mode switching unit 27. Based on these signals, the conditions shown in FIG. 2 are judged, an open / close signal of the main switch 3 is output, and the first and second switching means 23 and 24 are switched. Further, as described above, the switching timing of the switching elements 11 and 12 is switched between the discharge mode and the charge mode when the power storage device 2 is discharged and charged.
That is, the main switch 3 is opened and closed and the switching means SW1 and SW2 are switched as follows.

（１）力行時
負荷電流ＩＬが蓄電装置の放電電流の上限値を超えている場合、主スイッチ３を閉じ、第１の切換え手段２３、第２の切換え手段２４をＡ側に切り換える。また、前記コントローラ２６に与えられる充放電信号設定値は、蓄電装置２から供給可能な最大の放電電流値に設定され、スイッチング素子１１，１２の切換えタイミングは放電モードになる。
これにより、発振器２５ａの出力がＰＷＭ信号発生回路２２に与えられ、ＰＷＭ信号発生回路２２は高い周波数のスイッチング信号を発生し、スイッチング素子１１，１２は、高い周波数でスイッチング制御される。また、インバータ５は、直流電源８及び蓄電装置２の両方から電力の供給を受け、モータ５が駆動される。
また、負荷電流ＩＬが蓄電装置の放電電流の上限値以下の場合、主スイッチ３を開き、第１の切換え手段２３をＢ側に切り換える。
これにより、直流電源８は主回路から切り離される。またスイッチング素子１１はオン、スイッチング素子１２をオフに固定され、蓄電装置２からの放電電流がインバータ５に供給される。 (1) Powering When the load current IL exceeds the upper limit value of the discharge current of the power storage device, the main switch 3 is closed and the first switching means 23 and the second switching means 24 are switched to the A side. The charge / discharge signal set value given to the controller 26 is set to the maximum discharge current value that can be supplied from the power storage device 2, and the switching timing of the switching elements 11 and 12 is set to the discharge mode.
As a result, the output of the oscillator 25a is given to the PWM signal generation circuit 22, the PWM signal generation circuit 22 generates a high-frequency switching signal, and the switching elements 11 and 12 are subjected to switching control at a high frequency. Further, the inverter 5 is supplied with electric power from both the DC power supply 8 and the power storage device 2, and the motor 5 is driven.
When the load current IL is equal to or lower than the upper limit value of the discharge current of the power storage device, the main switch 3 is opened and the first switching means 23 is switched to the B side.
Thereby, the DC power supply 8 is disconnected from the main circuit. The switching element 11 is turned on and the switching element 12 is fixed off, and the discharge current from the power storage device 2 is supplied to the inverter 5.

（２）惰行／停車時
蓄電装置２の充電深度が低い場合、主スイッチ３を閉じ、第１の切換え手段２３をＡ側、第２の切換え手段２４をＢ側に切り換える。また、前記充放電信号設定値は、蓄電装置２を充電する際の比較的小さな充電電流設定値に設定され、スイッチング素子１１，１２の切換えタイミングは充電モードとなる。
これにより、発振器２５ｂの出力がＰＷＭ信号発生回路２２に与えられ、ＰＷＭ信号発生回路２２は低い周波数のスイッチング信号を発生し、スイッチング素子１１，１２は、低い周波数でスイッチングする。また、蓄電装置２は直流電源８により充電される。
また、蓄電装置２の充電深度が高い場合、主スイッチ３を閉じ、第１の切換え手段２３をＡ側、第２の切換え手段２４をＢ側に切り換える。また、前記充放電信号設定値は、蓄電装置２を放電させる際の比較的小さな放電電流設定値に設定され、スイッチング素子１１，１２の切換えタイミングは放電モードとなる。
これにより、発振器２５ｂの出力がＰＷＭ信号発生回路２２に与えられ、ＰＷＭ信号発生回路２２は低い周波数のスイッチング信号を発生し、スイッチング素子１１，１２は、低い周波数でスイッチングする。また、蓄電装置２の充電エネルギーは直流電源８へ放電される。 (2) During coasting / stopping When the charging depth of the power storage device 2 is low, the main switch 3 is closed, and the first switching means 23 is switched to the A side and the second switching means 24 is switched to the B side. The charge / discharge signal set value is set to a relatively small charge current set value when charging the power storage device 2, and the switching timing of the switching elements 11 and 12 is set to the charge mode.
As a result, the output of the oscillator 25b is given to the PWM signal generation circuit 22, the PWM signal generation circuit 22 generates a low-frequency switching signal, and the switching elements 11 and 12 switch at a low frequency. Further, the power storage device 2 is charged by a DC power supply 8.
When the charging depth of the power storage device 2 is high, the main switch 3 is closed, and the first switching means 23 is switched to the A side and the second switching means 24 is switched to the B side. The charge / discharge signal set value is set to a relatively small discharge current set value when discharging the power storage device 2, and the switching timing of the switching elements 11 and 12 is set to the discharge mode.
As a result, the output of the oscillator 25b is given to the PWM signal generation circuit 22, the PWM signal generation circuit 22 generates a low-frequency switching signal, and the switching elements 11 and 12 switch at a low frequency. Further, the charging energy of the power storage device 2 is discharged to the DC power supply 8.

（３）回生時
インバータ５からの回生電流ＩＬが蓄電装置の充電電流の上限値を超えている場合、主スイッチ３を閉じ、第１の切換え手段２３、第２の切換え手段２４をＡ側に切り換える。また、前記コントローラ２６に与えられる充放電信号設定値は、蓄電装置２に供給可能な最大の充電電流値に設定され、スイッチング素子１１，１２の切換えタイミングは充電モードとなる。
これにより、発振器２５ａの出力がＰＷＭ信号発生回路２２に与えられ、ＰＷＭ信号発生回路２２は高い周波数のスイッチング信号を発生し、スイッチング素子１１，１２は、高い周波数でスイッチング制御される。また、インバータ５からの回生電流は、直流電源８及び蓄電装置２の両方に供給される。
また、回生電流ＩＬが蓄電装置２の充電電流の上限値以下の場合、主スイッチ３を開き、第１の切換え手段２３をＢ側に切り換える。
これにより、直流電源８は主回路から切り離される。またスイッチング素子１１はオン、スイッチング素子１２をオフに固定され、インバータ５から回生電流は、蓄電装置２に供給される。 (3) During regeneration When the regenerative current IL from the inverter 5 exceeds the upper limit value of the charging current of the power storage device, the main switch 3 is closed and the first switching means 23 and the second switching means 24 are set to the A side. Switch. The charge / discharge signal set value given to the controller 26 is set to the maximum charge current value that can be supplied to the power storage device 2, and the switching timing of the switching elements 11 and 12 is set to the charge mode.
As a result, the output of the oscillator 25a is given to the PWM signal generation circuit 22, the PWM signal generation circuit 22 generates a high-frequency switching signal, and the switching elements 11 and 12 are subjected to switching control at a high frequency. Further, the regenerative current from the inverter 5 is supplied to both the DC power supply 8 and the power storage device 2.
Further, when the regenerative current IL is less than or equal to the upper limit value of the charging current of the power storage device 2, the main switch 3 is opened and the first switching means 23 is switched to the B side.
Thereby, the DC power supply 8 is disconnected from the main circuit. Further, the switching element 11 is turned on and the switching element 12 is fixed off, and the regenerative current is supplied from the inverter 5 to the power storage device 2.

なお、上記実施例では、力行／回生時と惰行／停車時で、スイッチング素子１１，１２のスイッチング周波数を切り換える場合について説明したが、必ずしも、力行／回生時と惰行／停車時でスイッチング周波数を切り換える必要はなく、蓄電装置２の充放電電流値に応じて、上記スイッチング周波数を切り換えるようにしてもよい。また、上記実施例では、スイッチング周波数の切換えを２段階に切り換える場合について説明したが、スイッチング周波数を３段階以上切り換えたり、充放電電流に応じて連続的にスイッチング周波数を変更するようにしてもよい。
また、上記ではコントローラ２６を設け、充放電電流設定値と充放電電流ＩＳとの偏差により、スイッチング素子１１，１２を制御する場合について説明したが、上記コントローラ２６は必須のものではなく、その他の制御手段を設けてもよい。
さらに、上記実施例では、三角波信号と入力レベル信号を比較してＰＷＭ信号を発生するＰＷＭ信号発生回路によりスイッチング素子１１，１２を制御する場合について説明したが、その他の手段によりスイッチング素子１１，１２のオン／オフを制御するようにしてもよい。また、上記充放電電流制御部をコンピュータで構成し、上記制御をソフトウェアにより実現することもできる。 In the above embodiment, the switching frequency of the switching elements 11 and 12 is switched between powering / regeneration and coasting / stopping. However, the switching frequency is not necessarily switched between powering / regeneration and coasting / stopping. It is not necessary, and the switching frequency may be switched according to the charge / discharge current value of the power storage device 2. In the above embodiment, the switching frequency is switched in two stages. However, the switching frequency may be switched in three stages or more, or the switching frequency may be changed continuously according to the charge / discharge current. .
In the above description, the controller 26 is provided and the switching elements 11 and 12 are controlled by the deviation between the charge / discharge current set value and the charge / discharge current IS. However, the controller 26 is not essential, and other Control means may be provided.
Furthermore, in the above embodiment, the case where the switching elements 11 and 12 are controlled by the PWM signal generation circuit that generates the PWM signal by comparing the triangular wave signal and the input level signal has been described. However, the switching elements 11 and 12 are controlled by other means. May be controlled on / off. The charge / discharge current control unit may be configured by a computer, and the control may be realized by software.

本発明は蓄電装置を備えた車両用駆動制御装置に関するものであり、スイッチング損失を低減しつつ、蓄電装置の能力を最大限利用することで、冷却器の小型化、及び蓄電装置の小型化に寄与する、蓄電装置を備えた車両用駆動制御装置を提供することができる。   The present invention relates to a vehicle drive control device provided with a power storage device, and reduces the switching loss and maximizes the capacity of the power storage device, thereby reducing the size of the cooler and the power storage device. A vehicle drive control device including a power storage device can be provided.

本発明の実施例の車両用駆動制御装置の構成を示す図である。It is a figure which shows the structure of the drive control apparatus for vehicles of the Example of this invention. 本発明の実施例における力行時、惰行／停車時、回生時における制御を説明する図である。It is a figure explaining the control at the time of the power running, coasting / stopping, and regeneration in the Example of this invention. 充放電電流制御部の構成例を示す図である。It is a figure which shows the structural example of a charging / discharging electric current control part. 従来例を示す図である。It is a figure which shows a prior art example.

符号の説明Explanation of symbols

1 平滑リアクトル
2 蓄電装置
3 主スイッチ
4 平滑リアクトル
5 インバータ
6 モータ
7 平滑コンデンサ
8 直流電源
11 スイッチング素子
12 スイッチング素子
20 充放電電流制御部 1 Smoothing reactor
2 Power storage device
3 Main switch
4 Smoothing reactor
5 Inverter
6 Motor
7 Smoothing capacitor
8 DC power supply
11 Switching element
12 Switching element
20 Charge / discharge current controller

Claims (2)

直流電源を入力とし、直流を交流に変換するインバータと、
前記インバータにより駆動されるモータ負荷と、
前記インバータの入力に対して並列に接続された直流入力電圧の瞬時リプルを抑制する平滑コンデンサと、
前記直流電源の電流を平滑化する第１の平滑リアクトルと、
前記直流電源と上記第１の平滑リアクトル間に設けられたスイッチと、
前記平滑コンデンサと並列に接続された第１のスイッチング素子と第２のスイッチング素子の直列回路と、
上記第１と第２のスイッチング素子の接続点に、第２のリアクトルを介して接続された蓄電装置と、
上記第１及び第２のスイッチング素子を制御する制御手段を備えた車両用駆動装置であって、
上記制御手段は、第１及び第２のスイッチング素子をスイッチング制御して、上記蓄電装置の充放電電流を制御し、
上記蓄電装置の充放電電流が，あらかじめ設定した電流値よりも大きいとき、第１及び第２のスイッチング素子を第１のスイッチング周波数でスイッチング制御し、
蓄電装置の充放電電流が設定した電流値よりも小さいとき、第１及び第２のスイッチング素子を上記第１の周波数より低い第２のスイッチング周波数でスイッチング制御する
ことを特徴とする車両用駆動制御装置。 An inverter that takes a DC power supply as input and converts DC to AC;
A motor load driven by the inverter;
A smoothing capacitor that suppresses instantaneous ripple of a DC input voltage connected in parallel to the input of the inverter;
A first smoothing reactor for smoothing a current of the DC power supply;
A switch provided between the DC power source and the first smoothing reactor;
A series circuit of a first switching element and a second switching element connected in parallel with the smoothing capacitor;
A power storage device connected to a connection point of the first and second switching elements via a second reactor;
A vehicle drive device comprising a control means for controlling the first and second switching elements,
The control means performs switching control of the first and second switching elements to control the charge / discharge current of the power storage device,
When the charge / discharge current of the power storage device is larger than a preset current value, the first and second switching elements are switched at the first switching frequency,
When the charge / discharge current of the power storage device is smaller than a set current value, the first and second switching elements are subjected to switching control at a second switching frequency lower than the first frequency. apparatus. 前記制御手段は、前記直流電源と上記第１の平滑リアクトル間に設けられたスイッチが開かれ、蓄電装置のみで力行・回生動作をする際、第１のスイッチング素子をオン、第２のスイッチング素子をオフに固定する
ことを特徴とする請求項１の記載の車両用駆動制御装置。 The control means turns on the first switching element when the switch provided between the DC power source and the first smoothing reactor is opened, and the power running / regenerative operation is performed only by the power storage device, and the second switching element. The vehicle drive control device according to claim 1, wherein the vehicle is fixed off.
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