CN106458037A - 电车控制装置 - Google Patents
电车控制装置 Download PDFInfo
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- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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Abstract
实施方式的电车控制装置具备:多个马达,能够对电车的车轮传递动力;以及逆变器,供给用于驱动多个马达的电力。控制部控制逆变器,并且在电车以预定的速度条件移动的状态下,比较在马达的驱动控制中使用的q轴电压前馈值VqFF和q轴电压指令值Vq*,在满足下式VqFF≥1.5·Vq*的情况下,检测为在马达与所述逆变器之间产生误布线,所以能够探测搭载于电车并驱动该电车的车轮的多台马达与逆变器之间的误布线。
Description
技术领域
本发明的实施方式涉及电车控制装置。
背景技术
搭载于电车的马达(电动机)和驱动该马达的逆变器一般情况下制造场所(制造商)不同,在电车上连接马达和逆变器的布线作业者也与它们的制造商不同的情形较多。因此,存在马达和逆变器被错误地电气布线(连接)的担心。
这样的问题不仅在电车的制造时发生,而且在马达或者逆变器的检验、更换时的作业中也可能发生。
但是,如果误布线,则马达会逆向旋转。
因此,以往,通过检测由于马达逆向旋转而发生的电流来检测马达与逆变器之间的误布线。
先行技术文献
专利文献
专利文献1:日本特开2010-213557号公报
发明的概要
发明所要解决的课题
但是,在电车上搭载多个马达那样的状况下,大多数的马达被正常地布线而正常地旋转的情况下,电车的车轮全部在同一方向上旋转。因此,即使被误布线的马达想要逆转,也被车轮的运动拉拽而转动,不会逆着被正常地布线的马达的运动而逆转。
因此,在上述以往的方法中,无法检测误布线,误布线所引起的过电流流入到该误布线的马达,存在损伤马达的担心。
因此,本发明是鉴于上述课题而完成的,其目的在于提供一种在搭载了多台马达的电车中,能够可靠地检测马达与逆变器之间的误布线的电车控制装置。
用于解决课题的手段
实施方式的电车控制装置具备:多个马达,能够对电车的车轮传递动力;以及逆变器,供给用于驱动多个马达的电力。控制部控制逆变器,并且在电车以预定的速度条件移动的状态下,比较在马达的驱动控制中使用的q轴电压前馈值VqFF和q轴电压指令值Vq*,在满足下式
VqFF≥1.5·Vq*
的情况下,检测为在马达与所述逆变器之间产生了误布线。
附图说明
图1是具备实施方式的电车控制装置的电车系统的概要结构图。
图2是控制部的概要结构框图。
图3是实施方式的动作说明图。
用于实施发明的方式
接下来,参照附图,说明实施方式。
图1是具备实施方式的电车控制装置的电车系统的概要结构图。
电车系统ET如图1所示,具备:架线1,供给交流电力;受电弓2,用于从架线1接受交流电力的供给;主切断器3,用于切断来自架线1的经由受电弓2的交流电力的供给;电车的车轮5,经由轨道4接地;操作盘6,设置有主控制器(Master controller)等,由驾驶员进行各种操作;以及显示盘7,显示车辆速度等各种信息。
另外,电车系统ET具备:变压器10,对从架线1供给的交流电力的电压进行变换;电流限制电阻器11,用于限制冲击电流;接触器12,将来自变压器10的电力供给到后级;以及电流限制电阻用接触器13,用于为了在接触器12闭合时限制冲击电流,在将接触器12设为闭合状态(ON状态)之前,构成包括电流限制电阻器11的闭合电路。
另外,电车系统ET具备:转换器14,将经由接触器12供给的交流电力变换为具有预定的电压的直流电力;逆变器(可变电压可变频率逆变器)15,将转换器14输出的直流电力变换为具有期望的频率以及电压的三相交流电力;以及电流传感器部16,具备检测逆变器15输出的三相交流电力的U相、V相以及W相各自的电流的多个电流传感器。
另外,电车系统ET具备:多个马达18a、18b,通过逆变器15驱动,向对应的车轮5传递动力;速度传感器19a、19b,针对多个马达18a、18b的各个,进行速度检测;以及控制部100,进行多个马达18a、18b的驱动控制。
图2是控制部的概要结构框图。
控制部100具备:3相/2相变换部110,从电流传感器部16被输入U相电流信号Iu、V相电流信号Iv以及W相电流信号Iw,进行3相/2相变换,求出d轴电流Id以及q轴电流Iq;以及电流指令运算部120,被输入磁通指令Φ*以及转矩指令T*,运算并输出d轴电流指令Id*以及q轴电流指令Iq*。
另外,控制部100具备:反馈(FB)电压运算部111,被输入d轴电流Id、q轴电流Iq、d轴电流指令Id*以及q轴电流指令Iq*,运算并输出d轴反馈电压VdFB以及q轴反馈电压VqFB;以及前馈(FF)电压运算部121,被输入d轴电流指令Id*以及q轴电流指令Iq*,运算并输出d轴前馈电压VdFF以及q轴前馈电压VqFF。
另外,控制部100具备:第1加法部112,对d轴反馈电压VdFB加上d轴前馈电压VdFF而输出d轴电压指令Vd*;第2加法部113,对q轴反馈电压VqFB加上q轴前馈电压VqFF而输出q轴电压指令Vq*;以及驱动控制部114,根据d轴电压指令Vd*以及q轴电压指令Vq*,生成PWM控制信号SPWM,并输出到逆变器15。
另外,控制部100具备:放大器115,将q轴电压指令Vq*放大为1.5倍,作为比较电压Vqc(=1.5·Vq*)输出;误布线探测部122,根据比较电压Vqc以及q轴前馈电压VqFF,检测误布线,输出误布线检测输出信号SER;以及车速检测部123,根据速度传感器19a、19b的输出,检测电车的车速。
此处,说明误布线探测部122的结构。
误布线探测部122具备差分运算部130,该差分运算部130进行比较电压Vqc和q轴前馈电压VqFF的差分运算,输出差分电压VV*(=VqFF-Vqc)。
另外,误布线探测部122具备比较器(比较部)131,该比较器(比较部)131判别差分电压VV*是否为0以上,在0以上即
VqFF≥Vqc
的情况下,将误布线探测信号SED设为“H”电平。
进而,误布线探测部122具备AND电路132,该AND电路132被输入在主控制器中的陷波(notch)位置是三陷波(检查、检验时的最大陷波位置)以下的情况下为“H”电平的陷波位置信号SNP、以及在电车的速度是30km/hr(在检查、检验时被容许的最高速度)以下地移动的情况下为“H”电平的移动探测信号SMV、以及误布线探测信号,取它们的逻辑积,输出误布线检测输出信号SER。
接下来,说明实施方式的动作。
以下,假设是对逆变器15经由布线连接了所有马达18a、18b的状态。
在该状态下,操作人员将主切断器3设为断开状态(OFF状态),并且通过未图示的运转装置使受电弓2运转,接触到架线1。
接下来,操作人员将电流限制电阻用接触器13设为闭合状态(ON状态),将电流限制电阻器11构成为包括变压器10以及转换器14的闭合电路。
其结果,成为主切断器3的两端电压的差变小的状态(电流限制电阻器11的电压下降量的电压差),所以在被抑制了冲击电流的发生的状态下,操作人员能够将主切断器3设为闭合状态。
然后,当主切断器3被设为闭合状态时,变压器10对从架线1供给的交流电力的电压进行变换,供给到转换器14。
转换器14被供给由变压器10进行了电压变换的来自架线1的交流电力,将被供给的交流电力变换为具有预定电压的直流电力而输出到逆变器15。
逆变器15根据从后面详述的驱动控制部114输入的PWM控制信号SPWM,将转换器14输出的直流电力变换为具有期望的频率以及电压的三相交流电力(U相、V相、W相),供给到马达18a、18b。
与其并行地,电流传感器部16检测U相电流、V相电流以及W相电流,作为U相电流信号Iu、V相电流信号Iv以及W相电流信号Iw,输出到控制部100的3相/2相变换部110。
另外,车速检测部123根据速度传感器19a、19b的输出,检测电车的车速,将在电车的速度是30km/hr(=预先设定为在检查、检验时被容许的最高速度的值)以下地移动的情况下为“H”电平的移动探测信号SMV,输出到AND电路132。
另外,在驾驶台的主控制器中的陷波位置是三陷波(=预先设定为检查、检验时的最大陷波位置的值)以下的情况下为“H”电平的陷波位置信号SNP被输入到AND电路132。
控制部100的3相/2相变换部110从电流传感器部16被输入U相电流信号Iu、V相电流信号Iv以及W相电流信号Iw,进行3相/2相变换,求出d轴电流Id以及q轴电流Iq而输出到反馈电压运算部111。
与其并行地,电流指令运算部120被输入磁通指令Φ*以及转矩指令T*,运算d轴电流指令Id*以及q轴电流指令Iq*,输出到反馈电压运算部111以及前馈(FF)电压运算部121。
由此,反馈电压运算部111根据输入的d轴电流Id、q轴电流Iq、d轴电流指令Id*以及q轴电流指令Iq*,运算d轴反馈电压VdFB以及q轴反馈电压VqFB并输出到驱动控制部114。
另外,前馈(FF)电压运算部121根据输入的d轴电流指令Id*以及q轴电流指令Iq*,运算d轴前馈电压VdFF以及q轴前馈电压VqFF,将d轴前馈电压VdFF输出到第1加法部112,将q轴前馈电压VqFF输出到第2加法部113以及误布线探测部122的差分运算部130。
第1加法部112对d轴反馈电压VdFB加上d轴前馈电压VdFF,将d轴电压指令Vd*输出到驱动控制部114。另外,第2加法部113对q轴反馈电压VqFB加上q轴前馈电压VqFF,将q轴电压指令Vq*输出到驱动控制部114以及放大器115。
驱动控制部114根据d轴电压指令Vd*以及q轴电压指令Vq*,生成PWM控制信号SPWM,输出到逆变器15。
另一方面,放大器115将输入的q轴电压指令Vq*放大为1.5倍,作为比较电压Vqc(=1.5·Vq*)输出到误布线探测部122的差分运算部130。此处,将放大器115的放大率设为1.5倍的原因在于,针对存在实际输入的可能性的各种q轴电压指令Vq*,根据实验结果确认了能够可靠地区分正常时和异常时。即,这是因为确认了:如果是VqFF≥1.5·Vq*,则能够可靠地判别为异常,如果是VqFF<1.5·Vq*,则能够可靠地判别为正常。
误布线探测部122的差分运算部130进行比较电压Vqc和q轴前馈电压VqFF的差分运算,将差分电压VV*(=VqFF-Vqc)输出到比较器131。
图3是实施方式的动作说明图。
由此,比较器131判别差分电压VV*是否为设置值α(=0)以上,在差分电压VV*是0以上即
VqFF≥Vqc(=1.5·Vq*)
的情况下,将“H”电平的误布线探测信号SED输出到AND电路132。
AND电路132被输入误布线探测信号SED、陷波位置信号SNP以及移动探测信号SMV,取它们的逻辑积,输出误布线检测输出信号SER。
由此,AND电路132在差分电压VV*是0以上即
VqFF≥Vqc
、进而电车的速度是30km/hr(=预先设定为在检查、检验时被容许的最高速度的值)以下、并且、驾驶台的主控制器中的陷波位置是3个陷波(=预先设定为检查、检验时的最大陷波位置的值)以下的情况下,输出“H”电平的误布线检测输出信号SER。
因此,误布线探测部122在检查、检验时(速度30km/hr以下并且陷波位置是三陷波以下)、且VqFF≥Vqc的情况下,视为被进行了误布线,输出“H”电平的误布线检测输出信号SER。
另一方面,比较器131在差分电压VV*小于0即
VqFF<Vqc(=1.5·Vq*)
的情况下,将“L”电平的误布线探测信号SED输出到AND电路132。
AND电路132被输入误布线探测信号SED、陷波位置信号SNP以及移动探测信号SMV,取它们的逻辑积而输出“L”电平的误布线检测输出信号SER,所以可知马达18a、18b和逆变器15被正常地布线。
因此,能够可靠并且容易地检测马达18a、18b和逆变器15的误布线。
在该情况下,能够将误布线检测输出信号SER输出到其他控制部、设置在驾驶室中的显示盘7、驾驶员或检查、检验时的作业者(操作人员)持有的具有显示部的操作装置、或者、操作盘6等,通知给驾驶员或者检查、检验时的作业者(操作人员)。
因此,驾驶员、作业者能够容易地得知误布线。
在以上的说明中,具有电流限制电阻器11、接触器12、电流限制电阻用接触器13、转换器14、逆变器15、电流传感器部16、第1马达18a、第2马达18b、控制部100的电路仅设置了1个系统,但还能够构成为对变压器10设置多个系统。
虽然说明了本发明的若干实施方式,但这些实施方式是作为例子而提示的,并不想限定发明的范围。这些新的实施方式能够按照其他各种方式实施,能够在不脱离发明的要旨的范围内,进行各种省略、置换、变更。这些实施方式、其变形包含于发明的范围、要旨内,并且包含于权利要求记载的发明和其均等的范围内。
Claims (8)
1.一种电车控制装置,具备:
多个马达,能够对电车的车轮传递动力;
逆变器,供给用于驱动所述多个马达的电力;以及
控制部,控制所述逆变器,并且在所述电车以预定的速度条件移动的状态下,比较在所述马达的驱动控制中使用的q轴电压前馈值VqFF和q轴电压指令值Vq*,在满足下式
VqFF≥1.5·Vq*
的情况下,检测为在所述马达与所述逆变器之间产生了误布线。
2.根据权利要求1所述的电车控制装置,其特征在于,
所述预定的速度条件是所述电车的速度为预定的检查、检验时容许速度以下。
3.根据权利要求2所述的电车控制装置,其特征在于,
所述检查、检验时容许速度是30km/hr。
4.根据权利要求1所述的电车控制装置,其特征在于,
所述控制部具备误布线探测部,该误布线探测部在检测到产生了所述误布线的情况下,输出误布线检测输出信号。
5.根据权利要求4所述的电车控制装置,其特征在于,
所述误布线探测部具备输出禁止部,在不满足预定的信号输出条件的情况下,所述输出禁止部禁止所述误布线检测输出信号的输出。
6.根据权利要求5所述的电车控制装置,其特征在于,
所述预定的信号输出条件是,所述电车的速度为预定的检查、检验时容许速度以下,并且陷波位置被设为预定的检查、检验时陷波位置范围。
7.根据权利要求6所述的电车控制装置,其特征在于,
所述检查、检验时陷波位置范围是陷波3以下。
8.根据权利要求1至7中的任意一项所述的电车控制装置,其特征在于,
具备在产生了所述误布线的情况下通知其意思的通知部。
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