Electric car control device and ac / DC electric car

Abstract

An electric car control device (1) is to be installed on an AC / DC electric car that comprises a principal transformer that has a primary winding and a plurality of secondary windings. The electric car control device (1) comprises: a plurality of principal conversion devices (71a, 71b) that include first power conversion devices (5a, 5b) that convert alternating-current power to direct-current power, second power conversion devices (6a, 6b) that convert direct-current power to power to be supplied to electric motors, and first opening / closing means (40a, 40b) that connect or disconnect the secondary windings and the first power conversion devices (5a, 5b); a second opening / closing means (43) that connects or disconnects the secondary windings such that the secondary windings are connected in series between the first opening / closing means (40a, 40b) and the secondary windings; and a control unit (100) that controls the first opening / closing means (40a, 40b) and the second opening / closing means (43). During travel through DC-electrified sections, the control unit (100) opens the first opening / closing means (40a, 40b) and closes the second opening / closing means (43).

Description

Electric vehicle control device and AC / DC hybrid electric vehicle

[0001] The present disclosure relates to an electric vehicle control device mounted on an AC / DC compatible electric vehicle.

[0002] Electrified railway lines are divided into feeding sections, which are the ranges to which power is supplied from each substation, and include DC electrified sections to which DC power is supplied and AC electrified sections to which AC power is supplied. Among railway lines on which electric vehicles run, there are lines that straddle both DC electrified sections and AC electrified sections, and electric vehicles that can run on both DC electrified sections and AC electrified sections (hereinafter referred to as AC / DC hybrid electric vehicles) are known. An example of an AC / DC hybrid electric vehicle is disclosed in Patent Document 1.

[0003] The AC / DC hybrid electric car disclosed in Patent Document 1 includes a pantograph, a power supply switching circuit, a main transformer, a filter reactor, a converter, and an inverter. The power supply switching circuit switches circuits within the AC / DC hybrid electric car depending on the section of the road it is traveling on. In an AC-electrified section, the power supply switching circuit connects the pantograph to the main transformer, and AC power collected by the pantograph from the overhead line is supplied to the converter via the main transformer. The AC power supplied to the converter is then converted to DC power and supplied to the inverter. In a DC-electrified section, the power supply switching circuit electrically connects the pantograph to the converter and inverter via the filter reactor, and DC power collected by the pantograph from the overhead line is supplied to the inverter. The filter reactor is provided to suppress electrical noise, such as harmonics generated by the inverter, from being transmitted to the overhead line when the AC / DC hybrid electric car travels in a DC-electrified section.

[0004] Japanese Patent Application Publication No. 8-65811

[0005] Although Patent Document 1 discloses a configuration in which an AC / DC compatible electric car is equipped with one main converter consisting of a converter and an inverter, an AC / DC compatible electric car generally has multiple main converters. When multiple main converters are connected in parallel to the secondary side of the main transformer, the AC / DC compatible electric car is configured so that the inverters of each of the multiple main converters are electrically connected to the overhead line. Specifically, an AC / DC compatible electric car has multiple secondary windings, which are windings on the secondary side of the main transformer, and is configured so that a main converter is connected to each secondary winding. Furthermore, an AC / DC compatible electric car has multiple configurations in which the inverters of the main converters are electrically connected to the overhead line via filter reactors.

[0006] However, when an AC / DC compatible electric vehicle has a configuration in which multiple main converters as described above are connected in parallel to the secondary side of the main transformer, the capacity of the filter reactor must be increased as the number of connected main converters increases, resulting in the problem of the filter reactor becoming larger.

[0007] The present disclosure has been made in view of the above, and aims to prevent an increase in the size of a filter reactor when a plurality of main converters are provided in an AC / DC compatible electric vehicle.

[0008] To solve the above-mentioned problems and achieve the object, an electric vehicle control device according to the present disclosure is mounted on an AC / DC hybrid electric vehicle capable of running on DC electrified sections and AC electrified sections and equipped with a main transformer having a primary winding and multiple secondary windings, and includes multiple main conversion devices, each having a first power conversion device, a second power conversion device, and a first switching device. The first power conversion device converts AC power supplied from a power supply line via the main transformer into DC power. The second power conversion device converts the DC power converted by the first power conversion device or the DC power supplied from the power supply line via the multiple secondary windings of the main transformer into power to be supplied to an electric motor that generates driving force for the AC / DC hybrid electric vehicle, and supplies the converted power to the electric motor. The first switching device electrically connects one of the multiple secondary windings of the main transformer to the first power conversion device, or electrically disconnects one of the multiple secondary windings of the main transformer from the first power conversion device. Furthermore, the electric vehicle control device includes second switching means that electrically connects or electrically disconnects the multiple secondary windings so that the multiple secondary windings are connected in series between the first switching means and the secondary windings, and a control unit that turns on or off the multiple first switching means and the second switching means, wherein the input sides of each of the multiple second power conversion devices are commonly connected between the multiple first switching means and the secondary windings, and the control unit turns off the multiple first switching means and turns on the second switching means when the AC / DC hybrid electric vehicle runs on a DC electrified section.

[0009] According to the present disclosure, even when a plurality of main converters are provided in an AC / DC compatible electric vehicle, it is possible to prevent the filter reactor from becoming large.

[0010] 1 is a block diagram showing an example of the configuration of an AC / DC hybrid electric car to which an electric car control device according to embodiment 1 is applied. FIG. 2 is a timing chart showing an example of the operation of the electric car control device according to embodiment 1. FIG. 3 is a diagram showing the flow of electricity when the AC / DC hybrid electric car according to embodiment 1 is running on a DC electrified section. FIG. 4 is a block diagram showing an example of the hardware configuration that realizes the functions of the control unit of the electric car control device and the train information management device according to embodiment 1. FIG. 5 is a block diagram showing another example of the hardware configuration that realizes the functions of the control unit of the electric car control device and the train information management device according to embodiment 1. FIG. 6 is a block diagram showing an example of the configuration of an AC / DC hybrid electric car to which an electric car control device according to embodiment 2 is applied. FIG. 7 is a timing chart showing an example of the operation of the electric car control device according to embodiment 2.

[0011] An embodiment of an electric vehicle control device according to the present disclosure will be described below with reference to the drawings. Note that the present invention is not limited to this embodiment. In the description, a universal electric vehicle may be abbreviated as an electric vehicle. In each drawing, components having the same or equivalent functions are designated by the same reference numerals or the same reference numerals with lowercase letters.

[0012] Embodiment 1. Figure 1 is a block diagram showing an example configuration of an AC / DC versatile electric car 2 to which an electric car control device 1 according to embodiment 1 is applied. The AC / DC versatile electric car 2 includes an electric car control device 1, a current collector 20, an AC / DC switch 21, a main transformer 3, electric motors Ma, Mb, and a train information management device 200. The electric car control device 1 includes main converters 71a, 71b, second switching means 43, and a control unit 100. The main converters 71a, 71b include first switching means 40a, 40b, first power converters 5a, 5b, filter capacitors FCa, FCb, and second power converters 6a, 6b.

[0013] The current collector 20 is a device, such as a pantograph or a current collector shoe, that acquires power from a power supply line 22. The power supply line 22 is, for example, an overhead line or a third rail.

[0014] The AC / DC transfer switch 21 has a vacuum circuit breaker VCB and a high-speed circuit breaker HB. The train information management device 200 controls the vacuum circuit breaker VCB and the high-speed circuit breaker HB, thereby switching the output destination of the power from the power supply line 22 acquired by the current collector 20. In this disclosure, the vacuum circuit breaker VCB and the high-speed circuit breaker HB are described as examples, but the AC / DC transfer switch 21 may also be switched by a switch. The vacuum circuit breaker VCB of the AC / DC transfer switch 21 has one end connected to the current collector 20 and the other end connected to the primary winding 31 of the main transformer 3. Furthermore, the high-speed circuit breaker HB has one end connected to the current collector 20 and the other end connected to a connection point 80 between the secondary winding 32b of the main transformer 3 and the first switching means 40b.

[0015] The main transformer 3 is a transformer having a primary winding 31 and multiple secondary windings 32a, 32b. In an AC electrified section, the main transformer 3 steps down the voltage of high-voltage AC power supplied from the power supply line 22 via the vacuum circuit breaker VCB of the AC / DC transfer switch 21, and outputs the stepped-down AC power from the secondary windings 32a, 32b to the first power conversion devices 5a, 5b via first switching devices 40a, 40b, respectively. One end of the primary winding 31 of the main transformer 3 is electrically connected to the current collector 20 via the AC / DC transfer switch 21, and the other end is grounded. The multiple secondary windings 32a, 32b of the main transformer 3 are electrically connected to the first power conversion devices 5a, 5b via the first switching devices 40a, 40b, respectively.

[0016] The first switching devices 40a, 40b include positive-side contactors 41a, 41b and negative-side contactors 42a, 42b. The first switching devices 40a, 40b electrically connect or disconnect the secondary windings 32a, 32b of the main transformer 3 and the first power conversion devices 5a, 5b under the control of the control unit 100. One end of each of the positive-side contactors 41a, 41b is connected to the positive-side terminals 81a, 81b of the secondary windings 32a, 32b of the main transformer 3, respectively, and the other end is connected to the input side of the first power conversion devices 5a, 5b, specifically, to AC inrush suppression circuits 51a, 51b, respectively, which will be described later. The negative contactors 42a, 42b have one end connected to the negative terminals 82a, 82b of the secondary windings 32a, 32b of the main transformer 3, respectively, and the other end connected to the negative terminals on the input side of the first power conversion devices 5a, 5b, respectively.

[0017] The second switching means 43 is, for example, a contactor, and is installed between the first switching means 40a, 40b and the secondary windings 32a, 32b of the main transformer 3. The second switching means 43 is connected to connection points 83a, 83b between the negative terminals 82a, 82b of the multiple secondary windings 32a, 32b and the negative contactors 42a, 42b of the first switching means 40a, 40b. The second switching means 43 electrically connects or disconnects the multiple secondary windings 32a, 32b under the control of the control unit 100 so that the multiple secondary windings 32a, 32b are connected in series.

[0018] The first power conversion devices 5a, 5b are devices that convert input AC power into DC power and include AC inrush suppression circuits 51a, 51b and converters 52a, 52b. The AC inrush suppression circuits 51a, 51b include contactors and circuits (not shown) in which contactors and resistors are connected in parallel (see embodiment 2), and are circuits that suppress inrush currents of the input AC power. The contactors included in the AC inrush suppression circuits 51a, 51b are controlled by a control unit 100. The control unit 100 switches the circuits that supply power to the converters 52a, 52b by closing contactors that use resistors when the voltages of the filter capacitors FCa, FCb are equal to or lower than a predetermined threshold, and closing contactors that do not use resistors when the voltages of the filter capacitors FCa, FCb exceed the predetermined threshold. The converters 52a, 52b have switching elements (not shown) that convert the input AC power into DC power by turning the switching elements on and off, and output the converted DC power. In the AC electrified section, the first power conversion devices 5a, 5b receive AC power from the secondary windings 32a, 32b of the main transformer 3 via the first switching devices 40a, 40b, respectively.

[0019] The second power converters 6a, 6b convert input DC power into AC power and include DC inrush suppression circuits 61a, 61b and inverters 62a, 62b. The DC inrush suppression circuits 61a, 61b include contactors and circuits (not shown) in which contactors and resistors are connected in parallel, and are circuits for suppressing inrush currents of the input DC power. The contactors included in the DC inrush suppression circuits 61a, 61b are controlled by a control unit 100. The control unit 100 switches the circuits supplying power to the inverters 62a, 62b by closing contactors that use resistors when the voltages of the filter capacitors FCa, FCb are equal to or lower than a predetermined threshold, and by closing contactors that do not use resistors when the voltages of the filter capacitors FCa, FCb exceed the predetermined threshold. The inverters 62a, 62b have switching elements (not shown) that convert input DC power into three-phase AC power capable of operating the electric motors Ma, Mb by turning the switching elements on and off, and output the converted AC power. The input sides of the plurality of second power conversion devices 6a, 6b are commonly connected between the first switching means 40a and the secondary winding 32a of the main transformer 3. In the AC electrified section, the second power conversion devices 6a, 6b receive DC power converted by the first power conversion devices 5a, 5b. In the DC electrified section, the second power conversion devices 6a, 6b receive DC power supplied from the power supply line 22 via the plurality of secondary windings 32a, 32b and the second switching means 43.

[0020] The positive terminals on the input sides of the second power converters 6a and 6b are electrically connected in common to a positive terminal 81a of one secondary winding 32a of the plurality of secondary windings 32a and 32b. Specifically, in Fig. 1, the positive terminal 81a of the secondary winding 32a is electrically connected in common to the DC inrush suppression circuits 61a and 61b of the second power converters 6a and 6b.

[0021] The filter capacitors FCa and FCb smooth the DC voltage. The filter capacitors FCa and FCb are connected in parallel to an intermediate link between the first power conversion devices 5a and 5b and the second power conversion devices 6a and 6b. Specifically, one end of each of the filter capacitors FCa and FCb is connected to the positive terminals on the output side of the first power conversion devices 5a and 5b and the positive terminals on the input side of the second power conversion devices 6a and 6b, respectively. The other ends of the filter capacitors FCa and FCb are connected to the negative terminals on the output side of the first power conversion devices 5a and 5b and the negative terminals on the input side of the second power conversion devices 6a and 6b, respectively, and are grounded. In the DC electrification section, the secondary windings 32a, 32b of the main transformer 3 and the filter capacitors FCa, FCb form an LC filter, which reduces noise generated when the second power conversion devices 6a, 6b are operating and also reduces noise components contained in the input current from the power supply line 22. In the AC electrification section, the filter capacitors FCa, FCb can stabilize the intermediate link voltage, which is the voltage between the first power conversion devices 5a, 5b and the second power conversion devices 6a, 6b.

[0022] The electric motors Ma, Mb are AC motors that rotate by receiving a supply of AC power converted by the second power conversion devices 6 a, 6 b, and are, for example, induction motors, permanent magnet synchronous motors, synchronous reluctance motors, etc. In the present disclosure, an AC motor that operates on three-phase AC power will be described as an example, but the present disclosure is not limited to this.

[0023] The control unit 100 controls the electric vehicle control device 1. The control unit 100 closes or opens the first switching means 40a, 40b, the second switching means 43, the contactors in the AC inrush suppression circuits 51a, 51b, and the contactors in the DC inrush suppression circuits 61a, 61b. The control unit 100 also controls the power conversion of the first power conversion devices 5a, 5b and the second power conversion devices 6a, 6b by controlling the switching elements of the first power conversion devices 5a, 5b and the second power conversion devices 6a, 6b. The control unit 100 monitors the states of the vacuum circuit breaker VCB and high-speed circuit breaker HB of the AC / DC transfer switch 21, the states of the contactors in the first switching means 40a, 40b, and the state of the contactor in the second switching means 43.

[0024] The train information management device 200 is a device that manages vehicle information transmitted within the electric car 2, and is mounted on the electric car 2, communicating information with the control unit 100 via transmission lines, etc. The train information management device 200 transmits vehicle information to the control unit 100. The vehicle information includes an overhead line mode signal that indicates a control mode corresponding to the feeder line section in the direction of travel of the electric car 2. The overhead line mode signal includes an AC overhead line mode, which is a control mode corresponding to an AC electrified section, a DC overhead line mode, which is a control mode corresponding to a DC electrified section, and a dead section mode, which is a control mode corresponding to the dead section described above.

[0025] Furthermore, the train information control device 200 controls the switching of the AC / DC transfer switch 21 based on operation information from the driver of the electric car 2 or the like. The train information control device 200 performs switching by closing or opening the vacuum circuit breaker VCB and the high-speed circuit breaker HB. The decision to open or close the vacuum circuit breaker VCB and the high-speed circuit breaker HB does not have to be made by a human decision such as a driver, but the feeder section in the traveling direction of the electric car 2 may be automatically determined based on route information, position information, kilometer distance, etc. included in the vehicle information. The route information is information about the route on which the electric car 2 runs. The position information is the position of the electric car 2 obtained, for example, by a GPS (Global Positioning System) provided in the electric car 2. In the present disclosure, the control unit 100 monitors the states of the vacuum circuit breakers VCB and high-speed circuit breakers HB of the AC / DC transfer switch 21, but the train information management device 200 may send information regarding the states of the vacuum circuit breakers VCB and high-speed circuit breakers HB to the control unit 100. The information regarding the states of the vacuum circuit breakers VCB and high-speed circuit breakers HB may include commands to close or open them. Note that in the present disclosure, an example is shown in which the train information management device 200 controls the closing or opening of the vacuum circuit breakers VCB and high-speed circuit breakers HB of the AC / DC transfer switch 21, but the control unit 100 may control some or all of the vacuum circuit breakers VCB and high-speed circuit breakers HB.

[0026] Next, an example of the operation of the control unit 100 of the electric vehicle control device 1 according to the first embodiment will be described. Railway tracks have sections at the boundaries of power feeding sections where power cannot be supplied. These sections are called "dead sections." When an electric vehicle 2 traveling on a railway track passes through a dead section, a power-off period occurs in which power supply from the power supply line 22 is interrupted. In a dead section at the boundary between a DC electrified section and an AC electrified section, the supplied power switches from AC power to DC power, or from DC power to AC power. Accordingly, the electric vehicle 2 switches circuits within the electric vehicle 2 so that it can continue traveling in a section in its direction of travel. This disclosure describes the switching operation when the power feeding section switches from an AC electrified section to a DC electrified section via a dead section.

[0027] 2 is a timing chart showing an example of the operation of the electric vehicle control device 1 according to embodiment 1. The operation when the electric vehicle 2 travels from an AC electrified section to a DC electrified section will be described with reference to FIGS.

[0028] Before time t1 in Figure 2, the electric car 2 is shown running in an AC electrified section. The overhead line mode signal of the vehicle information transmitted from the train information management device 200 to the control unit 100 indicates the AC overhead line mode. Under the control of the train information management device 200, the AC / DC transfer switch 21 has the vacuum circuit breaker VCB closed and the high-speed circuit breaker HB open. As a result, AC power supplied from the power supply line 22 is input to the main transformer 3 via the vacuum circuit breaker VCB. Furthermore, the contactors of the DC inrush suppression circuits 61a, 61b are open under the control of the control unit 100, electrically disconnecting the power supply line 22 from the second power converters 6a, 6b.

[0029] The control unit 100 controls the first switching means 40a, 40b and the second switching means 43 in response to a catenary mode signal in the vehicle information transmitted from the train information management device 200. Before time t1, the catenary mode signal is in the AC catenary mode. In the AC catenary mode, the control unit 100 closes both the positive-side contactors 41a, 41b and the negative-side contactors 42a, 42b of the first switching means 40a, 40b. The control unit 100 also opens the second switching means 43, electrically disconnecting the secondary windings 32a, 32b of the main transformer 3. As a result, one of the AC powers stepped down by the main transformer 3 is input to the first power converter 5a via the first switching means 40a, and the other is input to the first power converter 5b via the first switching means 40b. The control unit 100 controls the power conversion of the first power converters 5a and 5b and the second power converters 6a and 6b in the AC overhead line mode in response to the overhead line mode signal.

[0030] When the control unit 100 operates in the AC overhead line mode, AC power supplied to the electric car 2 from the power supply line 22 via the main transformer 3 is input to the first power conversion devices 5a, 5b via the first switching devices 40a, 40b of the electric car control device 1. The first power conversion devices 5a, 5b convert the input AC power into DC power and output it. The second power conversion devices 6a, 6b convert the DC power converted by the first power conversion devices 5a, 5b into power that can be supplied to the electric motors Ma, Mb and output the converted power. The electric motors Ma, Mb are then driven by the power supplied from the second power conversion devices 6a, 6b, allowing the AC / DC hybrid electric car 2 to run on AC electrified sections.

[0031] In the dead section, the electric car 2 is disconnected from the power supply line 22 and coasts. At time t1 before entering the dead section, the electric car 2 starts switching to a circuit for passing through the dead section. At time t1, the train information management device 200 controls the AC / DC transfer switch 21 based on the operation of the driver or the like, and opens the vacuum circuit breaker VCB and the high-speed circuit breaker HB so that both are in the open state. For example, the driver recognizes that a dead section is ahead from a sign or a screen display, and operates a switch or the like to switch the AC / DC transfer switch 21. This cuts off the power supply from the power supply line 22 to the electric car control device 1. Note that the train information management device 200 may automatically perform the switching operation based on the position information of the electric car 2, without the driver's operation.

[0032] At time t2 when both the vacuum circuit breaker VCB and the high-speed circuit breaker HB are in the open state, the control unit 100 opens the positive contactors 41a and 41b of the first switching devices 40a and 40b, respectively, thereby electrically disconnecting the secondary windings 32a and 32b of the main transformer 3 from the first power converters 5a and 5b.

[0033] The train information control device 200 opens the vacuum circuit breaker VCB of the AC / DC transfer switch 21 at time t1, and also changes the overhead contactor mode signal in the vehicle information from AC overhead contactor mode to dead section mode as shown at time t3, and outputs the changed overhead contactor mode signal to the control unit 100. The control unit 100 controls the first power conversion devices 5a, 5b and the second power conversion devices 6a, 6b in the dead section mode in response to the overhead contactor mode signal. As shown at time t4, the control unit 100 opens the negative contactors 42a, 42b of the first switching means 40a, 40b, respectively, in the dead section mode in response to the overhead contactor mode signal output from the train information control device 200. Between time t5 and time t6, the electric car 2 runs on the dead section. In the timing chart of Figure 2, an example is shown in which the timings (times t2, t4) of the switching operations of the positive electrode side contactors 41a, 41b and the negative electrode side contactors 42a, 42b of the first opening / closing means 40a, 40b by the control unit 100 are different, but the timings of opening the positive electrode side contactors 41a, 41b and the negative electrode side contactors 42a, 42b of the first opening / closing means 40a, 40b may be simultaneous.

[0034] At time t7 when the electric car 2 passes through the dead section and enters the DC electrified section, the train information management device 200 changes the overhead line mode signal from the dead section mode to the DC overhead line mode based on the operation of the driver or the like, and outputs the changed overhead line mode signal to the control unit 100. At time t7, for example, the driver recognizes from a sign or a screen display that the car has passed through the dead section and entered the DC electrified section, and changes the overhead line mode signal by operating a switch or a display screen for switching. Note that the train information management device 200 may also perform the switching operation automatically based on the position information of the electric car 2, without the operation of the driver.

[0035] At time t8 when the catenary mode signal for the DC catenary mode is input to the control unit 100, the control unit 100 closes the second switching means 43 in the DC catenary mode in response to the catenary mode signal output from the train information management device 200. As a result, the second switching means 43 electrically connects the multiple secondary windings 32 a, 32 b of the main transformer 3.

[0036] At time t9, when the second switching means 43 is closed, the train information management device 200 controls the AC / DC transfer switch 21 and closes the high-speed circuit breaker HB based on the driver's operation. For example, the driver recognizes that the train has entered a DC electrified section from a sign or screen display and operates a switch to switch the AC / DC transfer switch 21. As a result, only the high-speed circuit breaker HB of the AC / DC transfer switch 21 is closed, and power supply from the power supply line 22 to the electric car control device 1 begins. The control unit 100 controls the first power conversion devices 5a, 5b and the second power conversion devices 6a, 6b in DC overhead line mode in response to the overhead line mode signal. Note that the train information management device 200 may automatically perform the switching operation based on information such as the position of the electric car 2, even without the driver's operation. Alternatively, the train information management device 200 may monitor the status of each contactor and prompt an operation instruction on a display (not shown) at time t9, when the second switching means 43 is closed.

[0037] 3 is a diagram showing the flow of electricity when the AC / DC compatible electric car 2 according to Embodiment 1 is running on a DC electrified section. The control unit 100 operates to switch the circuit from the power supply line 22 to the first power converters 5a, 5b and the second power converters 6a, 6b, and the DC power supplied from the power supply line 22 to the electric car 2 is input to the second power converters 6a, 6b via the multiple secondary windings 32a, 32b and the second switching means 43.

[0038] Fig. 4 is a block diagram showing an example of a hardware configuration that realizes the functions of the control unit 100 and the train information management device 200 of the electric car control device 1 according to embodiment 1. When realizing some or all of the functions of the control unit 100 and the train information management device 200 according to embodiment 1, the configuration can include a processor 900 that performs calculations, a memory 901 that stores programs read by the processor 900, and an interface 902 that inputs and outputs signals, as shown in Fig. 4 .

[0039] The processor 900 is an example of a computing unit. The processor 900 may be a computing unit called a microprocessor, a microcomputer, a CPU (Central Processing Unit), or a DSP (Digital Signal Processor). Examples of the memory 901 include non-volatile or volatile semiconductor memories such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), and EEPROM (Electrically EPROM), as well as magnetic disks, flexible disks, optical disks, compact disks, minidisks, and DVDs (Digital Versatile Discs).

[0040] The memory 901 stores programs that execute the functions of the control unit 100 and the train information management device 200 in the first embodiment. The processor 900 exchanges necessary information via the interface 902, executes the programs stored in the memory 901, and refers to the tables stored in the memory 901, thereby performing the above-described processing. The calculation results by the processor 900 can be stored in the memory 901.

[0041] Furthermore, when realizing some of the functions of the control unit 100 and the train information management device 200 in the first embodiment, a processing circuit 903 shown in FIG. 5 can also be used. FIG. 5 is a block diagram showing another example of a hardware configuration that realizes the functions of the control unit 100 and the train information management device 200 of the electric car control device 1 according to the first embodiment. The processing circuit 903 corresponds to a single circuit, a composite circuit, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination thereof. Information input to the processing circuit 903 and information output from the processing circuit 903 can be exchanged via an interface 902.

[0042] In addition, some of the processing in the control unit 100 and the train information management device 200 may be performed by the processing circuit 903, and the processing that is not performed by the processing circuit 903 may be performed by the processor 900 and the memory 901.

[0043] As described above, according to this embodiment, the electric vehicle control device 1 includes a plurality of main converters 71a, 71b, each of which includes first power converters 5a, 5b that convert AC power into DC power, second power converters 6a, 6b that convert the DC power into power to be supplied to an electric motor, and first switching means 40a, 40b that connects or disconnects the secondary windings 32a, 32b of the main transformer 3 and the first power converters 5a, 5b. The electric train is provided with second switching means 43 that connects or disconnects the multiple secondary windings 32a, 32b so that the multiple secondary windings 32a, 32b are connected in series between the stages 40a, 40b and the secondary windings 32a, 32b, and a control unit 100 that controls the first switching means 40a, 40b and the second switching means 43, and the control unit 100 opens the multiple first switching means 40a, 40b and closes the second switching means 43 when traveling in a DC electrified section. As a result, the DC power obtained from the power supply line 22 is input to each of the second power conversion devices 6a, 6b via the multiple secondary windings 32a, 32b and the second switching means 43. Therefore, even when multiple power conversion devices, each consisting of the first power conversion devices 5a, 5b and the second power conversion devices 6a, 6b, are connected in parallel to the AC / DC hybrid electric vehicle 2, the impedance of the multiple secondary windings 32a, 32b of the main transformer 3 can be utilized, making it possible to reduce the reactor capacity of the first power conversion devices 5a, 5b and, as a result, to prevent the filter reactor from becoming larger.

[0044] Furthermore, according to this embodiment, when the electric vehicle control device 1 is running on a DC electrified section, power is supplied to the second power converters 6a, 6b without passing through the first power converters 5a, 5b. Therefore, when the electric vehicle control device 1 is running on a DC electrified section, it can perform regenerative operation by operating the electric motors Ma, Mb as generators during braking without being affected by the circuit configuration of the first power converters 5a, 5b. The regenerative power generated in the second power converters 6a, 6b during braking is supplied to the power supply line 22 via the DC inrush suppression circuits 61a, 61b, the multiple secondary windings 32a, 32b of the main transformer 3, the second switching means 43, the high-speed circuit breaker HB, and the current collector 20 so that it can be used as driving power for other electric vehicles connected to the power supply line 22.

[0045] In the first embodiment, the operation of the electric car control device 1 when the electric car 2 travels from a DC electrified section to an AC electrified section is similar to the operation in Fig. 2 described above, in that the control unit 100 and train information management device 200 of the electric car control device 1 perform control to electrically disconnect the electric car control device 1 of the electric car 2 from the power supply line 22 before the electric car 2 enters the dead section, and after the electric car 2 has passed the dead section, they perform control to switch to a circuit that allows the electric car 2 to travel in an AC electrified section and to electrically connect the electric car 2 to the power supply line 22. An example of the operation is described below.

[0046] The states of the contactors of the electric car 2 traveling in a DC electrified section are shown from time t9 onwards in Figure 2. Before the electric car 2 enters the dead section, the train information management device 200, based on operation by the driver or other person, opens the high-speed circuit breaker HB of the AC / DC transfer switch 21, opening both the vacuum circuit breaker VCB and the high-speed circuit breaker HB. After high-speed circuit breaker HB is opened, the control unit 100 opens the contactors of the DC inrush suppression circuits 61a, 61b, electrically disconnecting the power supply line 22 from the second power converters 6a, 6b. Thereafter, based on operation on the screen by the driver or other person, the train information management device 200 changes the overhead contact mode signal in the vehicle information from the DC overhead contact mode to the dead section mode and outputs the changed overhead contact mode signal to the control unit 100. The control unit 100 opens the second switching means 43 to set the dead section mode in response to the overhead line mode signal output from the train information management device 200, and electrically disconnects the multiple secondary windings 32 a, 32 b of the main transformer 3. In this state, the electric car 2 coasts through the dead section.

[0047] When the electric car 2 passes through a dead section and enters an AC electrified section, the train information management device 200 changes the overhead line mode signal from the dead section mode to the AC overhead line mode based on the operation of the driver or the like, and outputs the changed overhead line mode signal to the control unit 100. The control unit 100 closes the negative contactors 42a, 42b of the first switching means 40a, 40b to set the AC overhead line mode in response to the overhead line mode signal output from the train information management device 200. Then, based on the operation of the driver or the like, the train information management device 200 closes the vacuum circuit breaker VCB of the AC / DC transfer switch 21. After the vacuum circuit breaker VCB is closed, the control unit 100 closes the positive contactors 41a, 41b of the first switching means 40a, 40b. This starts power supply from the power supply line 22 to the first power converters 5a, 5b of the electric car control device 1. The control unit 100 controls the first power converters 5a, 5b and the second power converters 6a, 6b in the AC overhead line mode, thereby enabling the electric vehicle 2 to run in an AC electrified section.

[0048] Embodiment 2. In embodiment 1, the first switching means 40a, 40b and the AC inrush suppression circuits 51a, 51b are configured as separate units, but in embodiment 2, a configuration will be described in which the positive electrode side contactors 41a, 41b of the first switching means 40a, 40b in embodiment 1 are configured as part of the AC inrush suppression circuits 51a, 51b. Descriptions of content that overlaps with embodiment 1 will be omitted as appropriate, and only differences will be described.

[0049] 6 is a block diagram showing an example configuration of an AC / DC dual-mode electric car 2A to which an electric car control device 1A according to embodiment 2 is applied. The AC / DC dual-mode electric car 2A is equipped with the electric car control device 1A. The electric car control device 1A is equipped with negative-side contactors 42a, 42b of the first switching means, second switching means 43, first power conversion devices 5a, 5b, filter capacitors FCa, FCb, second power conversion devices 6a, 6b, and a control unit 100A.

[0050] The AC inrush suppression circuits 51a, 51b of the first power conversion devices 5a, 5b of the first embodiment shown in Fig. 1 are generally configured by connecting contactors 511a, 511b and resistors 512a, 512b in parallel with contactors 513a, 513b, as shown in Fig. 6. The contactors 511a, 511b and resistors 512a, 512b are provided as circuits for suppressing inrush current when charging the filter capacitors FCa, FCb, and the contactors 513a, 513b are provided as circuits for inputting power to the first power conversion devices 5a, 5b after the filter capacitors FCa, FCb are charged. For ease of understanding, the contactors 511a, 511b will be referred to as "charging contactors," the resistors 512a, 512b will be referred to as "charging resistors," and the contactors 513a, 513b will be referred to as "input contactors." In the second embodiment, the charging contactors 511a, 511b and the input contactors 513a, 513b are the positive side contactors 511a, 511b, 513a, 513b of the first switching means. That is, the electric vehicle control device 1A according to the second embodiment has the first switching means composed of the positive side contactors 511a, 511b, 513a, 513b and the negative side contactors 42a, 42b. The positive side contactors 511a, 511b, 513a, 513b of the first switching means also function as the AC inrush suppression circuits 51a, 51b.

[0051] The charging contactors 511a, 511b and the input contactors 513a, 513b are controlled by the control unit 100A. When charging the filter capacitors FCa, FCb, such as when starting the electric vehicle 2A, the control unit 100A closes the charging contactors 511a, 511b and opens the input contactors 513a, 513b. This allows power supplied from the power supply line 22 to charge the filter capacitors FCa, FCb via the charging contactors 511a, 511b and the charging resistors 512a, 512b, thereby suppressing inrush current during charging. When the charging of the filter capacitors FCa, FCb reaches a preset voltage value and charging is completed, the control unit 100A opens the charging contactors 511a, 511b and closes the input contactors 513a, 513b.

[0052] Next, an example of the operation of the control unit 100A of the electric vehicle control device 1A according to the second embodiment will be described. Fig. 7 is a timing chart showing an example of the operation of the electric vehicle control device 1A according to the second embodiment. The operation when an AC / DC compatible electric vehicle 2A travels from an AC electrified section to a DC electrified section will be described using Figs. 6 and 7. Note that the operation of the control unit 100A and the train information management device 200 is basically the same as in Fig. 2, and only the operations that differ from Fig. 2 will be described here.

[0053] Before time t1 in Figure 7, the electric car 2A is shown traveling in an AC electrified section, as in Figure 2. The charging contactors 511a and 511b are closed by the control unit 100 to charge the filter capacitors FCa and FCb when the electric car 2A starts traveling, and are opened after the filter capacitors FCa and FCb are charged. The input contactors 513a and 513b are opened by the control unit 100 when the filter capacitors FCa and FCb are charging, and are closed by the control unit 100 after the filter capacitors FCa and FCb are charged. Here, it is assumed that the filter capacitors FCa and FCb have completed charging, and the charging contactors 511a and 511b are open, and the input contactors 513a and 513b are closed. As a result, AC power supplied from the power supply line 22 is input to the first power conversion devices 5a and 5b via the vacuum circuit breaker VCB, the main transformer 3, and the input contactors 513a and 513b, which also serve as the first switching means.

[0054] Similar to time t1 in FIG. 2 , at time t1 in FIG. 7 , the train information management device 200 controls the AC / DC transfer switch 21 based on the driver's operation to open both the vacuum circuit breaker VCB and the high-speed circuit breaker HB, thereby opening the vacuum circuit breaker VCB. When both the vacuum circuit breaker VCB and the high-speed circuit breaker HB are open at time t1 before entering the dead section, the control unit 100A opens the input contactors 513a and 513b at time t2. This is the same as the open state of the positive contactors 41a and 41b of the first switching means 40a and 40b in the first embodiment. This electrically disconnects the secondary windings 32a and 32b of the main transformer 3 from the first power converters 5a and 5b. From time t3 onward, the operation is the same as that shown in FIG. 2 .

[0055] As explained above, according to this embodiment, in the electric vehicle control device 1A, the positive electrode side contactors 41a, 41b of the first switching means 40a, 40b in embodiment 1 are replaced by the charging contactors 511a, 511b and the input contactors 513a, 513b that are part of the AC inrush suppression circuits 51a, 51b. This eliminates the need to separately provide the positive electrode side contactors 41a, 41b of the first switching means 40a, 40b in the electric vehicle control device 1A, making it possible to reduce the size of the electric vehicle control device 1A.

[0056] In this disclosure, the AC / DC hybrid electric cars 2, 2A are described as examples each including two main converters 71a, 72b and two secondary windings 32a, 32b of the main transformer 3. However, the configuration may include three or more main converters 71a, 72b and three or more secondary windings 32a, 32b. In this case, the second switching means is configured so that the secondary windings of the main transformer 3 are connected in series in the DC electrified section. In other words, in this disclosure, the number of main converters 71a, 72b and the multiple secondary windings 32a, 32b of the main transformer 3 is N (N is an integer of 2 or greater), and the number of second switching means may be one or more and N-1 or less. As a result, even when three or more power conversion devices, each consisting of a first power conversion device and a second power conversion device, are connected in parallel to an AC / DC hybrid electric vehicle, the impedance of multiple secondary windings can be utilized, thereby reducing the reactor capacity of the first power conversion device and, as a result, preventing the filter reactor from becoming larger.

[0057] In the present disclosure, the filter reactors are omitted on the input side of the second power conversion devices 6 a, 6 b, but filter reactors may be provided. Even in this case, this embodiment makes it possible to utilize the impedance of the multiple secondary windings 32 a, 32 b of the main transformer 3, thereby reducing the capacity of the filter reactors provided on the input side of the second power conversion devices 6 a, 6 b, and as a result, it is possible to prevent the filter reactors from becoming larger.

[0058] The configurations shown in the above embodiments are examples of the content, and can be combined with other known technologies, or embodiments of the present disclosure can be combined with each other, and part of the configuration can be omitted or modified within the scope of the gist of the present disclosure.

[0059] 1, 1A Electric vehicle control device, 2, 2A AC / DC dual-mode electric vehicle, 3 Main transformer, 5a, 5b First power conversion device, 6a, 6b Second power conversion device, 20 Current collector, 21 AC / DC transfer switch, 31 Primary winding, 32a, 32b Secondary winding, 40a, 40b First switching means, 41a, 41b Positive side contactor, 42a, 42b Negative side contactor, 43 Second switching means, 51a, 51b AC inrush suppression circuit, 52a, 52b Converter, 61a, 61b DC inrush suppression circuit, 62a, 62b Inverter, 71a, 71b Main conversion device, 83a, 83b Connection point, 81a, 81b Positive side terminal, 82a, 82b Negative side terminal, 100, 100A Control unit, 200 Train information control device, 511a, 511b charging contactors, 512a, 512b charging resistors, 513a, 513b input contactors, VCB vacuum circuit breaker, HB high-speed circuit breaker, FCa, FCb filter capacitors, Ma, Mb electric motors.

Claims

1. An electric vehicle control device mounted on an AC / DC hybrid electric vehicle capable of running on DC electrified sections and AC electrified sections and equipped with a main transformer having a primary winding and multiple secondary windings, the electric vehicle control device comprising multiple main converters each having: a first power conversion device that converts AC power supplied from a power supply line via the main transformer into DC power; a second power conversion device that converts the DC power converted by the first power conversion device or the DC power supplied from the power supply line via the multiple secondary windings of the main transformer into power to be supplied to an electric motor that generates driving force for the AC / DC hybrid electric vehicle, and supplies the converted power to the electric motor; and first switching means that electrically connects one of the multiple secondary windings of the main transformer to the first power conversion device, or electrically disconnects the one secondary winding from the first power conversion device; an input side of each of the second power conversion devices is commonly connected between the first switching means and the secondary windings, and the control unit opens the plurality of first switching means and closes the second switching means when the AC / DC compatible electric vehicle runs on the DC electrified section.

2. An electric vehicle control device as described in claim 1, wherein, when the power section switches from the AC electrified section to the DC electrified section, the control unit opens the plurality of first switching means before entering a dead section, which is a section where no electricity flows in the power supply line located at the boundary between the AC electrified section and the DC electrified section, and closes the second switching means after passing through the dead section.

3. An electric vehicle control device according to claim 1 or 2, wherein the number of the plurality of secondary windings is N (N is an integer of 2 or greater), and the number of the second switching means is 1 or greater and N-1 or less.

4. An electric vehicle control device as claimed in any one of claims 1 to 3, wherein the first power conversion device has an inrush suppression circuit equipped with a contactor and a resistor on the input side, and part of the first switching means is the contactor of the inrush suppression circuit of the first power conversion device.

5. An AC / DC hybrid electric vehicle comprising: an electric vehicle control device according to any one of claims 1 to 4; a current collector for taking in power from the power supply line; an AC / DC switch connected to the primary winding of the main transformer and to a connection point between the first switching means and the secondary winding, respectively, and switching the supply destination of the power obtained from the current collector to either the primary winding or the connection point; the main transformer having the primary winding and a plurality of secondary windings; and a plurality of electric motors that rotate upon receiving power from the electric vehicle control device.

Images