CN102361774B - 交流电动车辆的控制装置 - Google Patents
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Abstract
本发明提供一种交流电动车辆的控制装置,具备:转换器(3),将由交流高架电线经由变压器(2)输入的交流电压变换为直流电压;逆变器(4),将直流电压变换为交流电压;以及电动机(6),由逆变器(4)驱动及控制,其中,具备:扭矩指令运算部(11、12),对电动机(6)的扭矩指令值进行运算并输出到逆变器(4);以及辅助电源装置(7),向搭载于交流电动车辆的负载供给电力,当交流电压未施加到转换器(3)时,再生制动扭矩指令运算部(11)基于所述电动机的转子频率和所述辅助电源装置的输入电流以及所述辅助电源装置的输入电压,运算对应于辅助电源装置(7)的电力消耗的再生扭矩指令值TRQ1,逆变器(4)根据再生扭矩指令值TRQ1,将电动机(6)产生的再生电力供给辅助电源装置(7)。
Description
技术领域
本发明涉及交流电动车辆(AC Electric Vehicle)的控制装置,特别是涉及一种以简单的结构使辅助电源装置继续工作的交流电动车辆的控制装置,所述辅助电源装置(Static Inverter,以下简称为“SIV”)在离线(pantograph bounce)或节通过(section passage)等的高架电线电源消失时也对车辆供给电源。
背景技术
现有的交流电动车辆的控制装置的结构为,在作为推进控制装置的主变换装置(Converter-Inverter,以下简称为“CI”)的中间直流电路部连接有SIV。交流电动车辆的控制装置通过做成本结构而能共用SIV用的交流-直流变换器和CI的交流-直流变换器,也不需要主变压器的三次绕组,因此,能够实现作为电气产品整体的小型/轻量化。
另一方面,交流电动车辆的控制装置在交流电动车辆由离线或节通过等而导致高架电线电源消失时,通过停电检测功能使CI的工作停止是惯例,其结果是SIV也变为停止。但是,由于SIV是供给车辆的全部电源的装置,所以最好是尽可能不使其停止,进而为了避免停止,需要采取将连接于中间直流电路部的平滑用滤波电容器(以下,简称为“FC”)容量增大等的措施。
下述专利文献1中所示的现有技术中,通过将能量蓄积单元连接于中间直流电路部,执行使SIV的工作继续的方法。具体而言,能量蓄积单元以下述方式构成,即,具有由驱动运行或再生运行时吸收、蓄积能量的电容器构成的蓄积元件部,并且当变成离线或停电之类的动力不足的状态时,使用蓄积于蓄积元件部的能量,能继续运行。
专利文献1:日本特开2003-199354号公报。
但是,上述专利文献1所示的现有技术存在如下课题,即,存在为了使SIV在高架电线电源消失时继续工作,必须进行FC容量的增量化或能量蓄积单元的追加等的、硬件的大型化或追加设置的问题。
发明内容
本发明是鉴于上述问题而创立的,其目的在于,提供一种交流电动车辆的控制装置,其能避免硬件的大型化或追加设置,同时能使高架电线电源消失时的SIV的工作继续。
为了实现上述目的,本发明的交流电动车辆的控制装置具备:转换器,将由交流高架电线经由变压器输入的交流电压变换为直流电压;逆变器,将所述直流电压变换为交流电压;以及电动机,由所述逆变器驱动及控制,该交流电动车辆的控制装置的特征在于,具备:扭矩指令运算部,对所述电动机的扭矩指令值进行运算并输出到所述逆变器;以及辅助电源装置,向搭载于所述交流电动车辆的负载供给电力,当所述交流电压未施加到所述转换器时,所述扭矩指令运算部基于所述电动机的转子频率和所述辅助电源装置的输入电流以及所述辅助电源装置的输入电压,运算对应于所述辅助电源装置的电力消耗的再生扭矩指令值,所述逆变器根据所述再生扭矩指令值,将所述电动机产生的再生电力供给所述辅助电源装置。
根据本发明,实现了下述效果,即,在因离线等而导致高架电线电源消失时,由于具备:具有第一运算处理部和第二运算处理部中的任一个的再生制动扭矩指令运算部,所以,能避免硬件的大型化或追加设置,同时能使高架电线电源消失时的SIV的工作继续。其中,上述第一运算处理部基于SIV输入电流、直流电压、以及转子频率对补偿SIV的电力消耗的第一再生扭矩指令值进行运算;上述第二运算处理部基于直流电压及直流电压指令对直流电压变为恒定的第二再生扭矩指令值进行运算。
附图说明
图1是以实施方式1的再生制动扭矩指令运算部的结构为主体表示的功能框图;
图2是以实施方式2的再生制动扭矩指令运算部的结构为主体表示的功能框图。
符号说明
1 受电弓;
2 主变压器;
3 转换器;
4 逆变器;
5 滤波电容器;
6 主电动机;
7 辅助电源装置;
8 电流传感器;
9 接触器;
10 中间直流电路部;
11 再生制动扭矩指令运算部;
12 驱动扭矩指令/再生制动扭矩指令运算部;
13 开关;
21 减法器;
22 乘法器;
23 除法器;
24 PID运算器;
25 增益加法器;
26 加法器;
30 第一运算处理部;
31 第二运算处理部;
Ec* 直流电压指令(直流电压基准);
EcO 直流电压;
FM 转子频率(电动机的频率);
Isv SIV输入电流;
TP1 第一再生扭矩指令值;
TP2 第二再生扭矩指令值;
TRQ1、TRQ2 再生扭矩指令值。
具体实施方式
以下,基于附图对涉及本发明的交流电动车辆的控制装置的实施方式详细进行说明。另外,该实施方式并不是限定该发明。
实施方式1
(交流电动车辆的控制装置的结构)
图1是以实施方式1的再生制动扭矩指令运算部的结构为主体表示的功能框图,上段部表示交流电动车辆的驱动系统,下段部表示形成再生扭矩的控制系统的再生制动扭矩指令运算部11(以下,简称为“运算部11”)、以及驱动扭矩指令/再生制动扭矩指令运算部12(以下,简称为“运算部12”)。
交流电动车辆的驱动系统作为主要的构成部,具有输入来自交流高架电线的交流电的受电弓1、以从受电弓1供给的交流电为输入的主变压器2、施加主变压器2的交流电压且将交流电压变换成直流电压的转换器3、将从转换器3输出的直流电压变换成三相交流的逆变器4、设置于逆变器4的直流输出侧且使转换器3的直流电压平滑化的FC5、由逆变器4的交流电压驱动的主电动机6、连接于中间直流电路部10的辅助电源装置(以下简称为“SIV”)7、设置于SIV7的输入侧且得到负载电流的电流传感器(以下简称为“CT”)8、以及作为切离主变压器2与转换器3的开闭部的接触器9而构成。
变压器2的初级侧的一端经由受电弓1连接于交流高架电线,另一端经由未图示的车轮连接于作为接地电位的轨道。即,构成为经由交流高架电线、受电弓1、车轮及轨道接受从未图示的变电所输送的电力。而且,交流电动车辆的控制装置在电动车辆的驱动时,进行上述的电力变换,进而驱动主电动机6,但是,在制动时,主电动机6作为发电机而起作用,逆变器4作为电气制动模式进行工作,使再生制动起作用。
(再生制动扭矩指令运算部)
运算部11作为主要结构,具有第一运算处理部30、第二运算处理部31、以及加法器26而构成。进而,第一运算处理部30具有乘法器22、除法器23、及增益加法器25而构成,第二运算处理器31具有减法器21及PID运算器24而构成。这样构成的运算部11在高架电线电源消失时运算用于使SIV7继续工作的再生扭矩指令值TRQ1。运算部12运算正常时的驱动扭矩指令值或再生扭矩指令值。开关3切换运算部11及运算部12的各输出。
以下,说明高架电线电源消失时的交流电动车辆的控制装置的工作。在因离线或节通过等原因而使高架电线电源消失时,通过未图示的停电检测器检测高架电线电源的消失,转换器3停止工作,接触器9被打开。另一方面,逆变器4作为电气制动模式继续工作,开关13从正常时切换到停电时,由运算部11进行运算且输出用于控制逆变器4的再生扭矩指令值TRQ1。
接着,详细说明第一运算处理部30及第二运算部31的工作。在第一运算处理部30中,乘法器22将从CT8得到的输入到SIV7的SIV输入电流Isv与从FC5检测出的直流电压EcO相乘,求出SIV7所消耗的电力。
除法器23通过以主电动机6的转子频率FM(相当于车辆速度)除SIV7的电力消耗而将输出扭矩相当量进行输出。增益加法器25对该输出扭矩相当量加上增益G1。其结果是,补偿SIV7的电力消耗的第一再生扭矩指令值TP1输出到加法器26。而且,在这里,直流电压EcO的检测部位只要是中间直流电路部10即可,并不限定于FC5。
在第二运算处理部31中,减法器21求出作为直流电压基准的规定的直流电压指令Ec*与直流电压EcO的偏差,PID运算器24基于该偏差得到将施加于SIV7的直流电压EcO的值保持为恒定的第二再生扭矩指令值TP2。而且,虽然作为一例使用PID运算器24,但并不限定于此,也可以是PD运算器等。第一再生扭矩指令值TP1和第二再生扭矩指令值TP2通过加法器26相加,得到用于SIV7继续工作的扭矩指令值即再生扭矩指令值TRQ1。
这样,涉及本实施方式的交流电动车辆的控制装置,在对转换器3未施加交流电压时,运算部11运算对应于SIV7的电力消耗的再生扭矩指令值TRQ1,且将该再生扭矩指令值TRQ1输出到逆变器4,逆变器4根据再生扭矩指令值TRQ1,将电动机6产生的再生电力向中间直流电路部10供给。因此,SIV7即使在高架电线电源消失的情况下,也能够继续进行工作。
如上述说明,涉及本实施方式的交流电动车辆的控制装置,在因离线等而导致高架电线电源消失时,由于具备:具有第一运算处理部30和第二运算处理部31的运算部11,所以不用增大FC5的容量或者追加能量蓄积单元等的特殊硬件(未图示),就能通过逆变器4的控制,将与SIV7的电力消耗量相称的再生电力量供给中间直流电路部10,因此,能精确控制SIV7,使其继续进行工作,其中,上述第一运算处理部30基于SIV输入电流Isv、直流电压EcO、及电动机6的转子频率FM,运算补偿SIV7的电力消耗的再生扭矩指令值TRQ1;上述第二运算处理部31基于直流电压EcO及直流电压指令EC*,运算直流电压EcO变为恒定的再生扭矩指令值TRQ2。另外,由于能有效利用再生电力而使SIV7继续进行工作,所以与现有技术相比,能减少来自高架电线的能量供给量,且能削减能量消耗量。
实施方式2
涉及实施方式2的交流电动车辆的控制装置以即便从实施方式1的运算部11省略第一运算处理部30或第二运算处理部31的任一个,也能得到与实施方式1相同的效果的方式来构成。下面,说明本实施方式的交流电动车辆的控制装置的结构及工作。另外,关于与实施方式1相同的部分,使用相同的符号,省略详细的说明。
图2是以实施方式2的再生制动扭矩指令运算部的结构为主体表示的功能框图。图2中,如上所述,省略了图1所示的第一运算处理部30和加法器26。例如,在SIV7耗电的情况下,转换器3在非工作状态下,由于直流电压EcO下降,因此,如果根据该直流电压EcO下降而增加逆变器4的再生电力量,则变为与实施方式1相同的功能。
以下,说明高架电线电源消失时的交流电动车辆的控制装置的具体的工作。因离线或节通过等原因而发生高架电线电源消失的情况下,通过未图示的停电检测器检测高架电线电源的消失,转换器3停止工作,接触器9被打开。另一方面,逆变器4作为电气制动模式继续工作,开关13从正常时切换到停电时。在第二运算部31与实施方式1相同,减法器21求出直流电压指令Ec*与直流电压EcO的偏差,PID运算器24基于该偏差得到再生扭矩指令值TRQ2。
而且,本实施方式的交流电动车辆的控制装置的结构并不限定于省略第一运算处理部30和加法器26的情况,也可以代替第二运算处理部31而由第一运算处理部30构成。即,在高架电线电源消失时转换器3停止工作的情况下,由于以SIV7的电力消耗为主,所以即便没有第二运算处理部31,也能通过第一运算处理部30得到相同的功能,这是不言而喻的。
如上述说明,涉及本实施方式的交流电动车辆的控制装置,在因离线等而导致高架电线电源消失时,由于具有第一运算处理部30或第二运算处理部31的任一个,所以,与实施方式1一样,能使SIV7继续工作,并且由于能省略CT8,所以与实施方式1相比能做成更简单化的装置结构。另外,在仅由第一运算处理部30构成的情况下,装置进一步简单化,并且能实现向SIV7恰当的供给电力。另外,在仅由第二运算处理部31构成的情况下,由于只根据电压信息生成再生扭矩指令TRQ2,所以装置进一步简单化,同时能实现迅速向SIV7供给电力。
而且,实施方式1及2所示的交流电动车辆的控制装置表示的是本发明内容的一例,当然,也能进一步与其它公知的技术相组合,在不脱离本发明宗旨的范围内,也可以省略一部分等而变更来构成。
产业上的可利用性
如上所述,本发明可适用于交流电动车辆的控制装置,特别是作为以简单的结构使高架电线电源消失时也对车辆供给电源的辅助电源装置继续工作的发明而有用。
Claims (3)
1.一种交流电动车辆的控制装置,具备:转换器,将由交流高架电线经由变压器输入的交流电压变换为直流电压;逆变器,将所述直流电压变换为交流电压;以及电动机,由所述逆变器驱动及控制,
该交流电动车辆的控制装置的特征在于,具备:
扭矩指令运算部,对所述电动机的扭矩指令值进行运算并输出到所述逆变器;以及
辅助电源装置,向搭载于所述交流电动车辆的负载供给电力,
当所述交流电压未施加到所述转换器时,所述扭矩指令运算部基于所述电动机的转子频率和所述辅助电源装置的输入电流以及所述辅助电源装置的输入电压,运算对应于所述辅助电源装置的电力消耗的再生扭矩指令值,
所述逆变器根据所述再生扭矩指令值,将所述电动机产生的再生电力供给所述辅助电源装置。
2.根据权利要求1所述的交流电动车辆的控制装置,其特征在于,
所述扭矩指令运算部对补偿所述辅助电源装置的电力消耗的再生扭矩指令值进行运算,
所述逆变器根据所述再生扭矩指令值,向所述辅助电源装置供给所述再生电力。
3.根据权利要求2所述的交流电动车辆的控制装置,其特征在于,
所述扭矩指令运算部对补偿所述辅助电源装置的电力消耗的第一再生扭矩指令值和将施加于所述辅助电源装置的直流电压的值保持为恒定的第二再生扭矩指令值进行运算,
所述逆变器根据所述第一再生扭矩指令值及所述第二再生扭矩指令值,向所述辅助电源装置供给所述再生电力。
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WO2014136220A1 (ja) | 2013-03-06 | 2014-09-12 | 三菱電機株式会社 | 電気車用主変換装置 |
JP6139236B2 (ja) * | 2013-04-16 | 2017-05-31 | 株式会社東芝 | 電気機関車制御装置 |
FR3024613B1 (fr) * | 2014-08-04 | 2017-10-06 | Alstom Transp Tech | Module d'alimentation electrique d'un bloc moteur, systeme de traction et vehicule electrique associe |
CN104527444B (zh) * | 2014-12-16 | 2017-01-11 | 株洲南车时代电气股份有限公司 | 一种用于地铁车辆的供电系统及方法 |
KR101605990B1 (ko) * | 2015-03-25 | 2016-03-23 | 영남대학교 산학협력단 | 인버터 벡터 구동 시스템 및 그것을 이용한 커패시터 용량 추정 방법 |
WO2017056588A1 (ja) * | 2015-10-01 | 2017-04-06 | 株式会社東芝 | 鉄道車両用電力変換装置 |
CN108725211B (zh) * | 2018-06-25 | 2023-06-20 | 西南交通大学 | 一种磁浮列车三相供集电装置 |
JP7278926B2 (ja) * | 2019-11-05 | 2023-05-22 | 株式会社日立製作所 | 電動機の制御装置、電動車両、電動機の制御方法 |
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