DE112020006442T5 - NOISE REDUCTION DEVICE AND ELECTRIC VEHICLE CONTROL DEVICE - Google Patents

Abstract

A noise reduction device (100) has a noise reduction unit (80) and a control unit (90). The noise reduction unit (80) comprises: a capacitor (50) whose negative side is electrically connected to a negative bus bar (2b) via a connecting conductor; and a switching circuit unit (40) in which an upper arm semiconductor element (41) is connected to a positive side of the capacitor (50) and a lower arm semiconductor element (42) is connected to a negative side of the capacitor (50). is. Further, the noise reduction unit (80) has a coil (30) in which one end is connected to a connection point between the upper arm semiconductor element (41) and the lower arm semiconductor element (42) and another end is electrically connected is with a positive bus bar (2a). The control unit (90) controls the switching circuit unit (40) according to a current flowing through the positive bus bar (2a) or the negative bus bar (2b).

Description

Area

The present invention relates to a noise reduction device that reduces a noise component current leaking from a power converter, and an electric vehicle control device to be installed in an electric vehicle and having the noise reduction device.

background

The electric vehicle controller includes a power converter that receives power supplied from a trolley wire and drives a main motor by utilizing the received power. The power converter internally has a converter element. By a switching operation of the conversion element of the power converter, a return current including a noise component current flows through a rail that is a return path to a substation serving as a power supply. An AC component present in the noise component stream may cause a malfunction of a rail safety device having an existing rail crossing control device and an on-rail detection device. Therefore, there is a case where it is necessary to reliably attenuate the AC component present in the noise component stream.

In view of the foregoing technical background, the following Patent Literature 1 discloses a configuration in which, in an electric vehicle control device configured to receive a DC voltage through a filter circuit composed of a filter coil and a filter capacitor, the filter circuit is the one Increased input impedance with respect to a power frequency of an AC power supply serving as a power supply of the DC voltage connected in parallel to an existing filter circuit.

citation list

patent literature

Patent Literature 1: Japanese Patent Application Laid-Open No. 2006-6002

abstract

Technical problem

In the conventional technique described above, a new filter circuit is added to reduce an AC component present in a noise component stream. However, in the entire filter circuit comprising the existing filter circuit and the additional filter circuit, it is desirable to reduce not only the noise component current but also an originally necessary DC current component, more specifically, a current of about several hundred [A] to one thousand [A] flows. Therefore, there arises a problem in which an additional circuit element needs to be increased in size, resulting in increase in vehicle weight and heat generation. For this reason, it is desirable to reduce the noise component current while avoiding increasing a size of the additional circuit element.

The present invention has been made in view of the foregoing, and an object thereof is to obtain a noise reduction device capable of reducing a noise component current while avoiding increasing a size of an additional circuit element.

the solution of the problem

In order to solve the problems described above and achieve the object, the present invention is a noise reduction device that is installed in an electric vehicle that has an inverter and a filter circuit disposed between a trolley wire and the inverter, and that reduces a noise component current , which leaks from the converter to the catenary or a rail. The inverter converts, into AC power to a load, DC power supplied through a positive bus bar electrically connected to the trolley wire and through a negative bus bar directly connected to the rail. The noise reduction device has a noise reduction unit and a control unit. The noise reduction unit has a capacitor whose negative side is electrically connected to the negative bus bar via a connecting conductor. Furthermore, the noise reduction unit includes a switching circuit unit including an upper arm semiconductor element and a lower arm semiconductor element connected in series by connecting the upper arm semiconductor element to a positive side of the capacitor and connecting the lower arm semiconductor element. Arm semiconductor element is connected to a negative side of the capacitor. Furthermore, the noise reduction unit includes a coil in which one end is connected to a connection point between the upper arm semiconductor element and the lower arm semiconductor element, and a other end is electrically connected to the positive bus bar. The control unit controls the switching circuit unit according to a current flowing through the positive bus bar into the negative bus bar.

Advantageous Effects of the Invention

According to the noise reduction device of the present invention, it is possible to reduce a noise component current while avoiding increasing a size of an additional circuit element.

character list

• 1 12 is a diagram showing a configuration example of a railway vehicle system including a noise reduction device according to a first embodiment.
• 2 12 is a diagram showing a configuration example of a control unit in the first embodiment.
• 3 12 is a block diagram showing an example of a hardware configuration that implements functions of an inverter control unit and the control unit in the first embodiment.
• 4 12 is a block diagram showing another example of a hardware configuration that implements functions of the converter control unit and the control unit in the first embodiment.
• 5 12 is a diagram showing a configuration example of a railway vehicle system including a noise reduction device according to a second embodiment.

Description of Embodiments

Hereinafter, a noise reduction device and an electric vehicle control device according to embodiments of the present invention will be described in detail with reference to the accompanying drawings. Note that the present invention is not limited by the following embodiments.

First embodiment.

1 12 is a diagram showing a configuration example of a rail system 150 including a noise reduction device 100 according to a first embodiment. The rail system 150 comprises an overhead line 1 , a current collector 2 , a switch 3 , a power converter unit 11 , a load 8 , a wheel 9 and a rail 10 . The electric vehicle control device according to the first embodiment is configured by the noise reduction device 100 and the power conversion unit 11.

The rail vehicle system 150 is a DC catenary type rail vehicle system. The overhead line 1 is connected to a substation (not shown). The substation and the power converter unit 11 are electrically connected via the current collector device 2, a positive bus bar 2a, a negative bus bar 2b, the switch 3, the wheel 9 and the rail 10.

A DC voltage is supplied to the overhead line 1 . A rated value of a general DC voltage is in a range of 600 V to 3000 V. The current collecting device 2 is provided in an electric vehicle, which is not illustrated. The current collector device 2 receives DC power supplied from the trolley wire 1 through a contact sliding with the trolley wire 1 . The received DC power is input to the switch 3 through the positive bus bar 2a. The switch 3 is a switch that opens and closes electrical connection between the trolley line 1 and the power conversion unit 11 . The switch 3 can be arranged inside the power converter unit 11 . The switch 3 switches whether or not power is supplied to the power converter unit 11 . During normal operation, the switch 3 is controlled in an ON state. In addition, when an inverter 6 is stopped or fails, the switch 3 is controlled in an OFF state.

Note that in 1 an electric wire of the trolley wire is shown as the trolley wire 1, and a pantograph-shaped current collector device is shown as the current collector device 2, but the present invention is not limited to these. The trolley wire 1 may be a third rail used in subways and the like. Accordingly, for the current collecting device 2, a current collecting device for the third rail can be used.

The power conversion unit 11 includes a filter coil 4a, a filter capacitor 4b arranged at a subsequent stage of the filter coil 4, and the inverter 6 having a plurality of semiconductor elements 6a. The filter coil 4a is a component in which a conductor is wound into a coil shape. The filter coil 4a and the filter capacitor 4b form a filter circuit 4 . The filter circuit 4 is arranged between the overhead line 1 and the converter 6 .

By a switching operation of the semiconductor element 6a provided in the converter 6, a return current having a noise component current flows through the rail 10 serving as a return path to the substation serving as a power supply. As described above, the AC component present in the noise component stream can cause a malfunction of a rail safety device having an existing rail crossing control device and an on-rail detection device. By attenuating the noise component current present in the reverse current, the filter circuit 4 reduces leakage of the AC component present in the noise component current into the trolley wire 1 and the rail 10. Furthermore, in addition to the DC component, an AC component voltage due to the rectification of waves generated in a rectifier of the substation is superimposed on the DC voltage output from the trolley line 1 . In a case where this AC component voltage is large, the filter circuit 4 reduces the noise component current caused by this AC component voltage from flowing to the trolley wire 1 and the rail 10.

Large electric power is required to drive an electric vehicle. Therefore, a large current flows through the filter coil 4a. To cope with this, a cross-sectional area of the conductor of the filter coil 4a made of aluminum or copper is increased. Furthermore, in order to ensure necessary inductance, the filter coil 4a is configured to be wound many times. In a case of a general commuter train, there is a danger that the filter coil 4a has a current capacity that can withstand a current of about several hundreds [A] to one thousand [A]. Therefore, the filter coil 4a is a heavy component of about 500 [kg].

The inverter 6 provided in the electric vehicle is generally configured to be a two-level or three-level three-phase inverter circuit by utilizing the plurality of semiconductor elements 6a.

The converter 6 is controlled by a converter control unit 7. A load 8 is connected to the converter 6.

In a case where the inverter 6 is an inverter of a propulsion control device, the load 8 is a main motor for driving the electric vehicle. The inverter control unit 7 performs driving and braking of the electric vehicle by driving the inverter 6 at a variable voltage and a variable frequency and performing power control or regenerative control of the main motor. In a case where the inverter 6 is an inverter of an auxiliary power supply device, the load 8 is an auxiliary machine including an air conditioning device, a lighting device, a safety device, a compressor, a battery, and a control power supply. The inverter control unit 7 supplies stable power to the load 8 by driving the inverter 6 with a constant voltage at a constant frequency.

The converter control unit 7 performs switching control on the semiconductor element 6a provided in the converter 6 based on a command from a higher-order control system, which is not shown. With this control, the inverter 6 converts DC power held in the filter capacitor 4 b into AC power to be supplied to the load 8 .

To the converter control unit 7, a signal S6 output from a control unit 90 is input. In addition, the converter control unit 7 outputs a signal S3 to the control unit 90 and outputs a signal S7 to the switch 3 . To the switch 3, a signal S4 output from the control unit 90 is also input. Note that an operation of the unit by these signals S3, S4, S6 and S7 will be described later.

Next, the noise reduction device 100 will be described. The noise reduction device 100 has a noise reduction unit 80 and the control unit 90 that controls the noise reduction unit 80 . The noise reduction device 100 is a device that reduces a noise component current leaking from the inverter 6 of the trolley wire 1 or the rail 10 . The noise reducer 100 complements or enhances the function of the filter circuit 4 as described above. Although detailed functions will be described later, the noise reducer 100 can effectively reduce an AC component present in a noise component current superimposed on a reverse current and flowing.

The noise reduction unit 80 comprises a capacitor 50, a switching circuit unit 40, a coil 30, an opening and closing circuit unit 20, current detectors 60 and 70, and voltage detectors 81 and 82. In the following description, the current detector 60 may be referred to as a "first current detector", and the current detector 70 may be referred to as a "second current detector". Note that current detector 70 and voltage detector 82 can utilize existing detectors.

The switching circuit unit 40 includes an upper arm semiconductor element 41 and a lower arm semiconductor element 42 . The upper arm semiconductor element 41 and the lower arm semiconductor element 42 are connected in series. The upper arm semiconductor element 41 is connected to a positive side of the capacitor 50 . The lower arm semiconductor element 42 is connected to a negative side of the capacitor 50 . The negative side of the capacitor 50 is connected to the negative bus bar 2b via a connecting conductor 84. FIG. One end of the coil 30 is connected to a connection point between the upper arm semiconductor element 41 and the lower arm semiconductor element 42 . Another end of the coil 30 is connected to the positive bus bar 2 a via the opening and closing circuit unit 20 . This means that another end of the coil 30 is electrically connected to the positive bus bar 2a.

The control unit 90 controls the switching circuit unit 40 according to a current IS1 flowing through the positive bus bar 2a via the negative bus bar 2b.

The opening and closing circuit unit 20 is a switch that opens and closes electrical connection between the coil 30 and the positive bus bar 2a. The opening and closing circuit unit 20 has a circuit unit in which a circuit including a main switch 21 is mutually connected in parallel with a charging circuit in which a charging switch 22 and a charging resistor 23 are connected in series. To the opening and closing circuit unit 20, a signal S5 output from the control unit 90 is input. ON/OFF of the main switch 21 and the charging switch 22 is controlled by the signal S5.

In a case where the noise reduction device 100 is activated from a stopped state, it is necessary to charge the capacitor 50 . Therefore, first, only the charge switch 22 is controlled to be ON. Power from the positive bus bar 2a flows into the capacitor 50 via the charging switch 22 and the charging resistor 23, and the capacitor 50 is charged. When the charging of the capacitor 50 is completed, the main switch 21 is controlled to be ON. Note that the main switch 21 and the charging switch 22 are controlled by the signal S5 output from the control unit 90, as will be described later.

Similar to the filter coil 4a, the coil 30 is a component in which a conductor is wound in a coil shape. Wherein, a current flowing through the coil 30 is as small as several [A] at maximum. Therefore, the coil 30 can have a significantly smaller current capacity than the filter coil 4a. For this reason, the spool 30 is a small and lightweight component of about several [kg].

The current detector 60 detects a current ICH1 flowing through the coil 30 . A detection value ICH of the current ICH1 detected by the current detector 60 is input to the control unit 90 . In the following description, the detection value ICH can be referred to as a “first issue”. Note that a current flowing through the coil 30 and a current flowing through the connection conductor 84 have the same magnitude and opposite directions. Therefore, the current detector 60 can be arranged in the connection conductor 84 .

The current detector 70 detects the current IS1 flowing through the positive bus bar 2a. The current IS1 is also an input current to the filter circuit 4. A detection value IS of the current IS1 detected by the current detector 70 is input to the control unit 90. FIG. In the following description, the detection value IS can be referred to as a “second issue”. Note that a current flowing through the positive bus bar 2a and a current flowing through the negative bus bar 2b have the same magnitude and opposite directions. Therefore, the current detector 70 can be arranged in the negative bus bar 2b.

An example of the upper arm semiconductor element 41 and the lower arm semiconductor element 42 is the illustrated insulated gate bipolar transistor (IGBT) having an anti-parallel diode, but other switching elements can be used. Another example of the upper arm semiconductor element 41 and the lower arm semiconductor element 42 is a metal oxide semiconductor field effect transistor (MOSFET). In addition, not only silicon (Si), but also silicon carbide (SiC), gallium nitride (GaN), gallium oxide (Ga ₂ O ₃ ), diamond and the like, which are wide bandgap semiconductors, can be used as the material constituting the switching elements. If the upper arm semiconductor element 41 and the lower arm semiconductor element 42 are formed with a wide band gap semiconductor material, it is possible to achieve low loss and high speed switching.

To the switching circuit unit 40, signals S1 and S2 output from the control unit 90 are input. The signal S1 is a switching signal for controlling conduction of the upper arm semiconductor element 41. The signal S2 is a switching signal for controlling conduction of the lower arm semiconductor element 42.

The voltage detector 82 detects a trolley wire voltage, which is a voltage of the trolley wire 1 . A detection value ES of the trolley wire voltage detected by the voltage detector 82 is inputted through the control unit 90 .

The voltage detector 81 detects a capacitor voltage, which is a voltage across the capacitor 50 . A detection value ECH of the capacitor voltage detected by the voltage detector 81 is input to the control unit 90 .

The capacitor 50 keeps a DC voltage higher than the trolley line voltage under the control of the control unit 90. The capacitor 50 functions as the main power supply of the noise reduction device 100.

Next, a detailed configuration of the control unit 90 will be described. 2 12 is a diagram showing a configuration example of the control unit 90 according to the first embodiment. The control unit 90 has a first control unit 90a, a second control unit 90b, a third control unit 90c, a subtractor 90d, a divider 90e and a sequence control unit 91.

To the first control unit 90a, the detection value IS of the current IS1 detected by the current detector 70 is input. In the first control unit 90a, a DC component of the detection value IS of the current IS1 is clipped or removed, and a signal IAC* mainly including a noise component is generated. The signal IAC* represents a noise component flowing through the filter reactor 4a.

To the second control unit 90b, the detection value ECH of the capacitor voltage detected by the voltage detector 81 is input. In the second control unit 90b, a deviation DE between the detection value ECH and a signal ECH*, which is a command value of the capacitor voltage, is subjected to proportional-integral (PI) control, and a controlled value is generated as a signal DEP. The PI control is an arithmetic control with a proportional element and an integral element and is a general arithmetic method for operating the signal DEP.

The signal DEP is a signal for maintaining the detection value ECH of the capacitor voltage on the signal ECH* representing the command value of the capacitor voltage. In a case where the detection value ECH is larger than the signal ECH*, the signal DEP is generated such that the capacitor 50 is discharged. In a case where the detection value ECH is smaller than the signal ECH*, the signal DEP is generated such that a current flows in a direction of charging the capacitor 50 .

To the subtractor 90d, the IAC* signal and the DEP signal are input. In the subtractor 90d, the DEP signal is subtracted from the IAC* signal, and an operated value thereof is generated as the ICH* signal. The signal ICH* is a current command signal representing a command value of a current to flow through the coil 30 .

Note that in the following description, the ICH* signal, which is an output of the subtractor 90d, can be referred to as a "first signal" and the IAC* signal, which is an input of the subtracter 90d, as a "second signal". can be designated.

The detection value ES of the trolley line voltage and the detection value ICH of the current ICH1 detected by the current detector 60 are inputted to the divider 90e. In the divider 90e, the detection value ES is divided by the detection value ECH and an operated value thereof is generated as a signal EM. The signal EM is a signal representing a relationship between a voltage on an input side and a voltage on an output side of the switching circuit unit 40 . The input side is one side of the capacitor 50 and the output side is one side of the coil 30. The signal EM takes a value of 0 or more and 1 or less.

The third control unit 90c of the third control unit 90c is inputted with the signal ICH* which is an output of the subtractor 90d which is the detection value ICH of the current ICH1, the signal EM which is an output of the divider 90e, and a signal S8 which is a Output of the sequence control unit 91 as will be described later. In the third control unit 90c, a deviation DI between the signal ICH* and the detection value ICH of the current ICH1 is subjected to PI control, and a controlled value is generated as a signal DIP. The signal DIP and the signal EM are added, and an operated value thereof is generated as the signal M*. The signal M* indicates a conduction ratio of the switching circuit unit 40 .

Furthermore, in the third control unit 90c, the signals S1 and S2 are generated by pulse width modulation (PWM) control on the signal M*. As described above, the signal S1 is a switching signal for controlling a line of the upper arm semiconductor element 41, and the signal S2 is a switching signal for controlling conduction of the lower arm semiconductor element 42. A known technique can be used for the PWM control. A triangular wave comparison method using a triangular wave as a comparison signal, a sawtooth comparison method using a sawtooth wave as a comparison signal, and the like are commonly used.

Next, the sequence control unit 91 will be described. The sequence control unit 91 receives the signal S3 output from the converter control unit 7 . The signal S3 is a signal representing an operation command or a stop command of the noise reduction unit 80 . In a case where the signal S3 is an operation command for commanding an operation of the noise reduction unit 80, the sequence control unit 91 sets the signal S8 ON to perform the PWM control and sets the signal S5 ON to control that the opening and closing circuit unit 20 is turned ON.

In a case where the signal S3 is a stop command for commanding a stop of the operation of the noise reduction unit, the sequence control unit 91 turns OFF the signal S8 for stopping executing the PWM control and turns the signal S5 OFF for controlling the opening - and closing circuit unit 20 is turned OFF.

Furthermore, in a case where the noise reduction unit 80 has failed, the sequence control unit 91 generates the signal S6 indicating the failure and sends it to the inverter control unit 7. In a case where the signal S6 indicates failure of the noise reduction unit, the stops Inverter control unit 7 controls operation of inverter 6 and controls switch 3 to be turned OFF by setting signal S7 to OFF by setting signal S7 to OFF. Note that the “case where the noise reduction unit 80 has failed” means a case where an error has occurred in one of the components of the noise reduction unit 80.

Furthermore, in a case where the noise reduction unit 80 has failed, the sequence control unit 91 generates the signal S4. The signal S4 is a signal for controlling the switch 3 to be turned OFF and is output to the switch 3 .

Note that in the configuration in the first embodiment, in a case where the noise reduction unit 80 has failed, the signal S4 for a control unit 90 and the signal S7 from the converter control unit 7 are output to the switch 3. Therefore, even in a case where not only the noise reduction unit 80 but also the control unit 90 has failed, the switch 3 can be reliably controlled to be turned OFF. Accordingly, reliability of the device can be improved.

Note that in the following description, the signals S3 and S7 output from the converter control unit 7 may be referred to as a “third signal” and a “seventh signal”, respectively. In addition, the signals S4, S5, S6, and S8 output from the sequence control unit 91 may be referred to as a “fourth signal,” a “fifth signal,” a “sixth signal,” and an “eighth signal,” respectively.

As described above, the noise reduction unit 80 according to the first embodiment includes: the capacitor 50 whose negative side is electrically connected to the negative bus bar 2b via the connection conductor 84; and the switching circuit unit 40 in which the upper arm semiconductor element is connected to the positive side of the capacitor 50 and the lower arm semiconductor element 42 is connected to the negative side of the capacitor 50. Further, the noise reduction unit 80 has the coil 30 , in which one end is connected to a connection point between the upper arm semiconductor element 41 and the lower arm semiconductor element 42 and another end is electrically connected to the positive bus bar 2a. Further, the control unit 90 includes the second control unit 90b that performs voltage feedback control such that the detection value ECH of the capacitor voltage matches the signal ECH* that is a command value of the capacitor voltage. By this voltage feedback control, the capacitor 50 can acquire the necessary power from the trolley line 1 side via the coil 30 and the switching circuit unit 40, and keep the capacitor voltage at the command value. This eliminates the need for a configuration to maintain the capacitor voltage by using another charging device or another power supply device. Therefore, it is possible to reduce a size and weight of the noise reduction device 100 and to simplify handling.

Furthermore, the control unit 90 also includes the third control unit 90c that performs current feedback control such that the detection value ICH of the current ICH1 through the coil 30 flowing through the coil 30 becomes matches the signal ICH*, which is a command value of a current to flow through the coil 30. Due to the current feedback control, the noise reduction unit 80 can generate a current having the same magnitude as an opposite phase to the noise component current included in the current IS1 flowing through the filter coil 4a. As a result, noise component currents at points of the current collector 2 and the wheel 9 cancel each other, so that the noise component current can be reduced. In addition, due to the actions of the coil 30 and the switching circuit unit 40, the trolley line voltage can be boosted and supplied to the capacitor 50, so that a voltage higher than the trolley line voltage can be maintained. As a result, it is possible to hold the high-voltage power without having an external power supply device or the like, so that it is possible to effectively reduce leakage of the noise component current to the trolley wire 1 and the rail 10 while reducing a size and weight of the noise reduction unit 80 is reduced.

In addition, from the noise reduction unit 80, only a current having the same magnitude and opposite phase to the noise component current is sent to the positive bus bar 2a and the negative bus bar 2b, and an inflow of a DC current necessary for driving the Electric vehicle is avoided. As a result, a weight of the upper arm semiconductor element 41, the lower arm semiconductor element 42, the catalyst 50, and the coil 30, which are additional circuit elements, can be reduced to about several tens [kg] in total. In a case where, in order to obtain an equivalent noise reduction effect, an inductance value of the filter coil 4a is increased, a capacitance of the filter capacitor 4b is increased, or a new filter switch is added, an increase of several hundreds [kg] is expected. Therefore, by utilizing the method of the first embodiment, it is possible to reduce the noise component current while avoiding increasing the size of additional circuit elements.

Furthermore, the inverter control unit 7 is configured to be able to command operation and stop of the noise reduction device 10 . Therefore, the operation of the inverter 6 and the operation of the noise reduction device 100 can be linked. As a result, because the noise reduction device 100 operates only when the inverter 6 operates, it is possible to eliminate useless operation and operate the noise reduction device 100 effectively.

In addition, in a case where the noise reduction unit 80 has failed, the opening and closing circuit unit 20 can be controlled to be turned OFF by the control unit 90. As a result, it is possible to prevent leakage of an unwanted noise component current to the trolley wire 1 or the rail 10 to avoid.

In addition, in a case where the noise reduction unit 80 has failed, the switch 3 can be controlled to be turned OFF by the control unit 90 or the converter control unit 7, and the operation of the converter 6 can also be stopped. Therefore, the inverter 6 does not continue operation without noticing the failure of the noise reduction unit 80. As a result, it is possible to prevent unnecessary noise component current from flowing out to the trolley wire 1 or the rail 10 .

Note that, as in 1 As illustrated, it is important that the other end of the coil 30 is electrically connected to the positive bus bar 2a at a connection point between the current collector device 2 and the filter coil 4a. For example, when the other end of the coil 30 is connected to the positive bus bar 2a at a connection point of the filter coil 4a and the inverter 6, most of the current ICH1 generated by the noise reduction device 100 is absorbed by the filter capacitor 4b. Therefore, the noise component current cannot flow and a desired effect cannot be exhibited.

Next, a hardware configuration for implementing the functions of the converter control unit 7 and the control unit 90 in the first embodiment will be described with reference to FIG 3 and 4 . 3 12 is a block diagram showing an example of a hardware configuration that implements the function of the converter control unit 7 and the control unit 90 in the first embodiment. 4 12 is a block diagram showing another example of a hardware configuration that implements the function of the inverter control unit 7 and the control unit 90 in the first embodiment.

To implement some or all of the functions of the converter control unit 7 and the control unit 90 in the first embodiment, a configuration as shown in FIG 3 shown, comprising a processor 300 that performs arithmetic work, a memory 302 that stores a program to be read by the processor 300, and a Has interface 304 that inputs and outputs signals.

The processor 300 may be an arithmetic means such as an arithmetic device, a microprocessor, a computer, a central processing unit (CPU), or a digital signal processor (DSP). Furthermore, examples of memory 302 may be non-volatile or volatile semiconductor memory such as random access memory (RAM), read only memory (ROM), flash memory, erasable programmable ROM (EPROM), or electronic EPROM ( EEPROM, registered trademark), a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk and a digital versatile disk (DVD).

The memory 302 stores a program for executing the functions of the inverter control unit 7 and the control unit 90 in the first embodiment. The processor 300 exchanges necessary information through the interface 304, the processor 300 executes a program stored in the memory 302, and the processor 300 refers to a table stored in the memory 302, thereby performing the processing described above can be carried out. A processing result by processor 300 may be stored in memory 302 .

In addition, to implement some of the functions of the converter control unit 7 and the control unit 90 in the first embodiment, the processing circuit 303 shown in FIG 4 is shown to be used. The processing circuitry 303 corresponds to a single circuit, a composite circuit, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or a combination of these. Information input to the processing circuit 303 and information output from the processing circuit 303 can be acquired through the interface 304, respectively.

Note that some processing of the inverter unit 7 and the control unit 90 can be performed by the processing circuit 303 , and the processing that is not performed by the processing circuit 303 can be performed by the processor 300 and the memory 302 .

Second embodiment.

5 15 is a diagram showing a configuration example of a railway vehicle system 150A including a noise reduction device 100A according to a second embodiment. In the 150A rail vehicle system used in 5 is shown in relation to the configuration of the rail vehicle system 150 shown in FIG 1 1, the noise reducer 100 is replaced with the noise reducer 100A, and the switch 3 is replaced with the charging circuit unit 3A. Furthermore, in the noise reduction device 100A, the opening and closing circuit unit 20 is removed in the configuration of the noise reduction device 100 shown in FIG 1 is shown. In 5 For example, the other end of the coil 30 is changed to be connected in a connection point between the charging circuit unit 3A and the filter coil 4A on the positive bus bar 2a. Furthermore, the signals S4, S5 and S7 are changed to be output to the charging circuit unit 3A instead of to the switch 3. Other configurations are identical or equivalent to those of FIG 1 . The identical or equivalent configuration units are denoted by the same reference numerals, and redundant description is omitted.

In the first embodiment, because the switch 3 and the opening and closing circuit unit 20 are installed for the purpose of opening and closing the switches, they are not essential parts of the present invention. In addition, a general electric vehicle is provided with a charging circuit for initially charging the filter capacitor 4b having a large capacity. The charging circuit unit 3A of FIG 5 corresponds to this charging circuit.

Similar to the opening and closing circuit unit 20, the charging circuit unit 3A has a circuit unit in which a circuit including a main switch 3A1 is mutually connected in parallel with a charging circuit in which a charging switch 3A2 and a charging resistor 3A3 are connected in series. In the charging circuit unit 3A, ON/OFF of the main switch 3A1 and the charging switch 3A2 is controlled by the signals S4 and S5 output from the control unit 90 and the signal S7 output from the converter control unit 7 . Note that a configuration and an operation of the control unit 90 are equivalent to those of the first embodiment, and a description thereof is also omitted here.

Note that the configuration shown in the above embodiment is an example of the contents of the present invention and can be combined with other known techniques, and it is also possible to omit part of the configuration and add change without departing from the subject matter of the present invention.

For example are in 1 the control unit 90 and the inverter control unit 7 are described as separate components, but the present invention is not limited thereto. Both control units can be integrated into one control unit.

Furthermore, the noise reduction device 100 has been described as a device that is internal to the electric vehicle control device, but the present invention is not limited thereto. The noise reduction device 100 and the power conversion unit 11 need only be electrically connected, and the noise reduction device 100 can be configured as a device outside the electric vehicle control device.

Furthermore, in the present specification, the contents of the invention have been described in consideration of application to the electric vehicle control device, but the application field is not limited thereto. Needless to say, the invention can be applied to various related fields.

Reference List

1

catenary;

2

current collector device;

2a

positive bus bar;

2 B

negative bus bar;

3

Switch;

3A

charging circuit unit;

3A1

main switch;

3A2

charge switch;

3A3

load resistance;

4

filter circuit;

4a

filter coil;

4b

filter capacitor;

6

converter;

6a

semiconductor element;

7

converter control unit;

8th

Load;

9

Wheel;

10

Rail;

11

power converter unit;

20

opening and closing circuit unit;

21

main switch;

22

charge switch;

23

load resistance;

30

Kitchen sink;

40

switching circuit unit;

41

upper arm semiconductor element;

42

lower arm semiconductor element;

50

Capacitor;

60, 70

current detector;

80

noise reduction unit;

81, 82

voltage detector;

84

connecting conductors;

90

control unit;

90a

first control unit;

90b

second control unit;

90c

third control unit;

90d

subtractor;

90e

divider;

91

sequence control unit;

100, 100A

noise reduction device;

150.150A

rail vehicle system;

300

Processor;

302

Storage;

303

processing circuit;

304

Interface.

Claims (11)

A noise reduction device installed in an electric vehicle and intended to reduce a noise component current leaking from an inverter to a trolley wire or a rail, the electric vehicle comprising: the inverter for converting, into AC power to a load, a direct current (DC ) power supplied through a positive bus bar electrically connected to the trolley wire and through a negative bus bar electrically connected to the rail; and a filter circuit which is arranged between the trolley line and the converter, and wherein the noise reduction device comprises: a noise reduction unit, having a capacitor whose negative side is electrically connected to the negative bus bar via a connecting conductor, a switching circuit unit comprising an upper arm semiconductor element and a lower arm semiconductor element connected in series, the upper arm semiconductor element being connected to a positive side of the capacitor, the lower arm semiconductor element being connected to a negative side of the capacitor, and a coil in which one end is connected to a connection point between the upper arm semiconductor element and the lower arm semiconductor element and another end is electrically connected to the positive bus bar; and a control unit for controlling the switching circuit unit according to a current flowing through the positive bus bar or the negative bus bar. noise reduction device claim 1 , wherein a voltage higher than a voltage of the overhead line is held in the capacitor. noise reduction device claim 1 or 2 comprising: a first current detector for detecting a current flowing through the coil or the connection conductor; and a second current detector for detecting a current flowing through the positive bus bar or the negative bus bar, wherein the control unit controls the switching circuit unit such that a first output, which is an output of the first current detector, matches a first signal that is generated based on a second output that is an output of the second current detector. noise reduction device claim 3 , wherein the second output is input to the control unit, and the first signal is generated based on a second signal obtained by removing a DC component present in the second output. Noise reduction device according to one of Claims 1 until 4 , wherein the electric vehicle has an inverter control unit for controlling an operation of the inverter, the control unit is configured to receive a third signal that commands an operation of the noise reduction unit input from the inverter control unit, and circuit control is performed on the upper-arm semiconductor element and the lower arm semiconductor element in a case where an operation of the switching circuit unit is commanded by the third signal. Noise reduction device according to one of Claims 1 until 5 , wherein the electric vehicle has a switch to open and close an electrical connection between the trolley line and the inverter, at a previous stage of the filter circuit, and in a case where a failure occurs in one of the components of the noise reduction components, the control unit fourth signal is generated to turn OFF the switch and output the fourth signal to the switch. Noise reduction device according to one of Claims 1 until 6 , comprising: an opening and closing circuit unit for opening and closing an electrical connection between the coil and the positive bus bar, wherein in a case where a fault occurs in one of the components of the noise reduction unit, the control unit outputs a fifth signal for controlling the opening and closing circuit unit to be turned OFF and outputs the fifth signal to the opening and closing circuit unit. noise reduction device claim 7 wherein the opening and closing circuit unit is installed in the noise reduction device. Electric vehicle control device, comprising: the noise reduction unit after claim 8 ; and a power converter unit installed with the converter, the filter circuit and a converter control unit for controlling an operation of the converter, wherein the electric vehicle has a switch for opening and closing an electrical connection between the trolley line and the converter, in a preceding stage of the filter circuit, the control unit generates a sixth signal including information on whether or not a fault has occurred in the noise reduction unit, and outputs the sixth signal to the converter control unit, and in a case where the sixth signal indicates a fault of the noise reduction unit, the converter control unit generates a seventh signal to turn OFF the switch and outputs the seventh signal to the switch. Electric vehicle control device, comprising: after the noise reduction device claim 6 ; and a power converter unit connected to the converter, the filter circuit and a converter control unit for controlling an operation of the inverter is installed, the filter circuit having a filter capacitor, the electric vehicle having a charging circuit unit for charging the filter capacitor, and in a case where a failure occurs in one of the components of the noise reduction unit, the control unit a fifth signal for controlling of the charging circuit unit to be turned OFF and outputs the fifth signal to the charging circuit unit. Electric vehicle control device, comprising: after the noise reduction device claim 6 ; and a power converter unit installed with the converter, the filter circuit, and a converter control unit for controlling an operation of the converter, the filter circuit having a filter capacitor, the electric vehicle having a charging circuit unit for charging the filter capacitor, the control unit generating a sixth signal containing information about it whether or not a fault has occurred in the noise reduction unit and outputs the sixth signal to the converter control unit, and in a case where the sixth signal indicates a fault of the noise reduction unit, the converter control unit generates a seventh signal for turning OFF the charging circuit unit, and that seventh signal to the charging circuit unit outputs.

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