JP2012191715A - Control system of diesel car driving apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric diesel car driving apparatus that can reduce the exhaust gas and the fuel consumption by controlling the inverter device so that target engine operating point is set, the actual engine operating point may follow the target engine operating point.SOLUTION: An engine control device compares information of a power consumption total value "ΣP" 26 including the power consumption of the inverter device with the engine operating point "P(n)" 28, and if the engine operating point (corresponding to the power consumption total value "ΣP" 26) does not fall within the range of P(n)±δ, regulates the engine speed command value from an engine speed command part, generates the engine speed command regulated value "n**" 24 to make the engine operating point within the desired range of the operating point (within the range of P(n)±δp) and transmits it to the engine. The time response of the engine output is input to the inverter control device, and the torque of the main motor driven by the ac power of the inverter device is controlled.

Description

  The present invention includes an engine, a generator driven by the engine, a converter that converts AC power output from the generator into DC power, and an inverter device that converts the DC power to generate AC power. The present invention relates to a control system for an electric diesel vehicle drive device that includes a main motor that is driven by AC power and propels a vehicle, and that controls an engine and an inverter according to an engine operating point.

  Due to the global trend toward reducing environmental impact, there is a trend toward stricter fuel efficiency requirements and exhaust gas regulations for engines, especially engines that use fuels derived from oil and natural gas. On the other hand, along with recent technological innovation, the performance of the engine alone has been greatly improved by optimizing engine combustion, developing exhaust gas aftertreatment technology, and adopting electronic control.

  On the other hand, as the performance of the engine increases, the response performance when the engine blows up and the operating point in the steady state are also limited. Regardless of whether the engine control is in the transient state or the steady state More detailed operating point management is required than ever before.

  In an electric diesel vehicle drive device, the balance between the engine output that gives the driving force and all the loads of the device to which the generator driven by the engine such as the inverter device and auxiliary power supply supplies power It is required to make it. In order to achieve and maintain such a balance between output and load, close cooperative control between the engine speed control and the output control of the inverter and auxiliary power supply is performed, and the engine's extremely detailed operating point is achieved. Management is required.

  In addition, in order to avoid overload and engine stall due to a sudden increase in load, it is necessary to perform control such as quick load limitation and load interruption. Furthermore, for electric diesel vehicles, the engine response performance affects the acceleration performance of the train and the running time. Therefore, while maintaining the engine operating point, the engine output performance is fully utilized while Must be coordinated with the load of the inverter device and the load of the auxiliary power supply device.

  Patent Document 1 discloses an example of an invention that controls the main motor torque so that the vehicle load does not exceed the engine output in order to avoid engine stall in consideration of engine responsiveness for an electric diesel locomotive. There is something that was done. The internal combustion engine type electric locomotive control device disclosed in Patent Document 1 is configured to limit the main motor torque command value by a function of the rotational speed using the engine target rotational speed N1 determined by the notch signal and the current rotational speed N2. It has become. That is, according to the notch command output from the master controller, the engine speed command generator outputs the diesel engine speed command value to the diesel engine, the outputs of the master controller and engine speed command generator, and the diesel engine. The emphasis control unit that receives the actual rotational speed signal outputs a torque command value that matches the engine rotational speed, and the torque command limiter that receives the input of the torque command value and the torque limit value limits the upper limit. By outputting the torque command value to the inverter control device, control is performed so that the inverter device does not take too much load, thereby controlling the feed forward so that the load does not increase faster than the engine blows up. ing.

JP 2000-115907 A

  In the control method in the control device for an internal combustion engine type electric locomotive disclosed in Patent Document 1, it is possible to control the inverter load so as not to exceed the engine output in a transient state until the engine reaches the target rotational speed. It is difficult to specify the operating point until the target rotational speed is reached. In particular, when the notch is not gradually advanced but is put into the maximum notch in the master controller from the beginning, there is a concern that the actual operating point of the engine is greatly deviated from the ideal operating point. Further, in the configuration disclosed in Patent Document 1, the engine speed corresponds one-to-one according to the notch signal, and even in a steady state where the notch signal takes the same value, the auxiliary power supply load varies. When this occurs, the operating point of the engine may fluctuate and drive away from the ideal operating point.

Therefore, in an electric diesel vehicle drive device, the engine and the inverter device are determined so that the operation state of the engine operates at a desired operating point from the viewpoint of reducing exhaust gas and fuel consumption. There is a problem to be solved in terms of detailed coordinated operation point management.
The object of the present invention is to focus on operating point management in the steady state and transient state of the engine, and enables operation control of the engine at a desired operating point from the viewpoint of reducing exhaust gas and fuel consumption, for example. The present invention is to provide a control system for a diesel vehicle drive device.

  A control system for a diesel vehicle drive device according to the present invention includes an engine, a generator driven by the engine, a converter that converts AC power output from the generator into DC power, a main motor that propels the vehicle, A train control system including an inverter device that converts the DC power to generate AC power to drive the main motor, and sets an engine operating point that is a control target of the engine in advance, The inverter device is controlled such that an operating point follows the set engine operating point.

  In order to solve the above problem, one of the desirable aspects of the present invention is that a desired engine operating point is set in advance, and when the engine speed increases, the engine output time variation dP / dt is calculated from the engine operating point. By calculating and controlling the main motor torque command value based on the engine output time variation dP / dt in the inverter device, the output rises along the desired engine operating point without sacrificing the response performance. It is a train control system characterized by enabling climbing. In the steady state, the inverter system load and auxiliary power supply load of the entire train are monitored, so that even if a deviation from the desired engine operating point occurs due to load fluctuations, it is driven on the preset engine operating point. Thus, the train control system has a function of adjusting the engine speed command.

  According to the present invention, the engine can be operated at a desired engine operating point without sacrificing the engine response performance even when the engine output increases transiently due to notch advancement or when the engine output changes due to load fluctuations in a steady state. Therefore, it is possible to prevent deterioration of the engine exhaust and to operate at the optimum fuel consumption point. Further, by setting the engine operating point upper limit value and the engine output limiter in addition to the desired engine operating point, an inverter device can be used when a sudden load increase occurs and the engine operating point exceeds the operating point. It is possible to avoid engine stall by quickly limiting or cutting off the load or the auxiliary power supply load.

It is a figure which shows the apparatus structure of one Embodiment in the control system of the diesel vehicle drive apparatus by this invention, and a control structure. It is a block diagram which shows the engine operating point in an engine operating point management part. It is a figure which shows the operating point adjustment method in an engine operating point adjustment part. It is a figure which shows the process of the engine speed adjustment value in an engine operating point adjustment part. It is a figure which shows the process at the time of an overload in an engine operating point adjustment part. It is a figure which shows the process in an engine response characteristic management part. It is a block diagram which shows the control structure of one Embodiment in an inverter control apparatus.

  Hereinafter, an embodiment of a control system for a diesel vehicle drive device according to the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing a first system embodiment in the present invention.
The output shaft of the engine 2 mounted on the vehicle 1 is connected to the input shaft of the generator 3, and the AC power generated by the generator 3 is converted into DC power having a constant voltage by the converter device 4. The DC power is supplied to one or a plurality of inverter devices (represented by the inverter device 5 here) and one or a plurality of auxiliary power devices (represented by the auxiliary power device 7 here). The inverter device 5 has a main circuit configuration of an electric diesel vehicle that drives one or a plurality of main motors 6A,. The control device that drives the main circuit is composed of an engine control unit 9, a converter control device 10, an auxiliary power supply control device 11, and an inverter control device 12.

  Although FIG. 1 is described with the same configuration as that of an electric diesel locomotive in which all devices are mounted on a single vehicle 1, a configuration in which each device is distributedly mounted on a plurality of vehicles is also possible. In this case, signal transmission of a plurality of devices straddling between vehicles can be performed by wiring, but a configuration using a vehicle control device is also possible.

Next, the operation of each control device will be described.
In the engine control unit 9, first, the engine speed command generation unit 18 receives the notch signal “N” 22 from the cab 8 and receives the engine speed command value “n *” corresponding to the notch signal “N” 22. 23 is generated. Next, the engine operating point adjustment unit 19, which will be described in detail later, is necessary from the engine operating point management unit 20 that stores the engine speed command value “n *” 23 and engine characteristics as a database function. Using the information of the engine speed “np” 27, the engine operating point “P (n)” 28, and the power consumption total value “ΣP” 26 from the power consumption calculating unit 38, the engine is driven at a desired operating point. Thus, the engine speed adjustment value “n **” 24 is output to the engine 2. The engine 2 performs constant rotation speed control using the engine rotation speed adjustment value “n **” 24 as a target value. Conversely, the actual engine speed “n” 25 is input from the engine 2 to the engine control unit 9.

  When the engine speed increases due to an increase in the notch signal “N” 22 or the like, the engine operating point management unit 20 causes the engine output speed change rate “dP (n) / dn at the actual engine speed“ n ”25. 31, that is, the engine output P (n) is differentiated with respect to the “n” 25 from the stored engine characteristics, and the rate of change in the actual engine speed “n” 25 is calculated to calculate the engine response characteristic management unit 21. Output to. The engine response characteristic management unit 21 receives the input of the actual engine speed “n” 25 and the engine output speed change rate “dP (n) / dn” 31 and receives the engine at the actual engine speed “n” 25. The engine output time change rate “dP (n) / dt” 32 is calculated using the time response characteristic, and the engine output time change rate “dP (n) / dt” 32 is transmitted to the inverter control device 12.

  The engine operating point adjustment unit 19 receives the engine operating point upper limit value “Po (n)” 29 and the engine output limiter value “Pm (n)” 30 from the engine operating point management unit 20 and the power consumption calculation unit 38. Using the information of the power consumption total value “ΣP” 26, when the operating point of the engine exceeds the upper limit of the overload, the load control command suitable for returning to the desired operating point is given to the inverter control device 12. It also has a function of providing “ΔP” 33. The engine operating point adjustment unit 19 also specifies a specific load of a part or all of the inverter devices in the train or the auxiliary power supply device when the engine operating point reaches the engine output limiter value “Pm (n)” 30. In contrast, it also has a function of transmitting the load shedding command “K” 34.

Next, the operation of the converter control device will be described.
Converter control device 10 has notch signal “N” 22 from cab 8, actual engine speed “n” 25 from engine 2, generator current detection value “I _G ” 35 from generator current detector 13, and Based on the DC voltage detection value “Ecf” 37 from the DC voltage detector 14, the converter device is driven by the converter device drive signal “PWMc” 36 so that the DC output voltage of the converter device 4 is controlled regardless of the load state. 4 is driven.

  Although FIG. 1 shows the configuration of the self-excited AC generator 3 and the converter device 4, the present invention can also be applied to a case of a winding synchronous generator having an excitation circuit and a diode rectifier. In this case, the DC voltage constant control equivalent to the converter control device 10 is similarly realized by adjusting the exciting current of the winding synchronous generator based on the DC voltage detection value “Ecf” 37 from the DC voltage detector 14. Is possible.

Next, the operation of the auxiliary power supply control device will be described.
The auxiliary power supply control device 11 outputs an auxiliary power supply device drive signal “PWMa” 42 to the auxiliary power supply device 7, and the auxiliary power supply device 7 receives the auxiliary power supply device drive signal “PWMa” 42, and its output is It is driven so as to be an AC voltage having a constant voltage and a constant frequency. Further, based on the auxiliary power input current detection value “I _APS ” 41 from the auxiliary power input current detector 17 and the DC voltage detection value “Ecf” 37 from the DC voltage detector 14, the power consumption of the auxiliary power device “P _APS “39” is calculated and transmitted to the power consumption calculator 38. Further, when the operating point of the engine 2 reaches the output limiter value “Pm (n)” 30, the load cutoff command “K” 34 is transmitted from the engine control unit 9 to the auxiliary power supply control device 11. If there is a specific load that can be cut off in response to the command K, the auxiliary power supply control device 11 outputs a cut-off command to the load to realize engine load reduction.

Next, the operation of the inverter control device 12 will be described.
In the inverter control device 12, the main motor torque command generation unit 44 calculates from the notch signal “N” 22 from the cab 8 and the main motor rotation speed detection value “fr” 53 obtained from the main motors 6 A,. A corresponding main motor torque command value “T *” 54 is generated from the vehicle speed. The main motor torque command adjustment unit 45 that receives the main motor torque command value “T *” 54 from the main motor torque command generation unit 44 will be described in detail later. When the engine output increases, the main motor torque change rate is increased. The main motor torque command adjustment value “T **” 55 is generated by controlling the main motor torque command value “T *” 54 based on the main motor torque time change rate “dT / dt” 57 from the calculation unit 48. When the engine operating point is overloaded, the main motor torque command value “T *” 54 is controlled by the main motor torque throttle amount “ΔT” 58 from the main motor torque throttle amount calculation unit 43. Thus, the main motor torque command adjustment value “T **” 55 is generated.

The inverter vector control calculation unit 46 generates an inverter device drive signal “PWMi” 51 based on the main motor torque command adjustment value “T **” 55 described above, and drives the inverter device 5 based on the drive signal “PWMi” 51. To do. In the main motor torque calculation unit 47, the main motor current detection value “I _M ” 52 obtained from the main motor current detector 16 and the main motor rotation speed detection value “fr” 53 obtained from the main motors 6A,. The motor torque “T” 56 is calculated. The main motor torque change rate calculation unit 48 calculates the engine output time change rate “dP (n) / dt” 32 transmitted from the engine control unit 9 and the main motor torque calculation unit 47. The main motor torque time change rate “dT / dt” 57 is generated from the main motor torque “T” 56.

  Although the details will be described later in the main motor torque throttle amount calculation unit 43, when the engine operating point becomes an overload state, a load limit command “ΔP” 33 transmitted from the engine control unit 9 and the motors 6A, 6A, ... A main motor torque throttle amount “ΔT” 58 is generated from the main motor rotation speed detection value “fr” 53 obtained from 6N.

  When the engine operating point reaches the output limiter, the load cutoff command “K” 34 transmitted from the engine control unit 9 is transmitted as a protection operation command, and the inverter vector control calculation unit 46 transmits the inverter device drive signal “PWMi”. By immediately shutting off 51, it is possible to realize a rapid load reduction of the engine 2 and to avoid engine stall.

The power consumption calculation unit 49 of the inverter control device 12 is based on the inverter input current detection value “I _INV ” 50 from the inverter input current detector 15 and the DC voltage detection value “Ecf” 37 from the DC voltage detector 14. Then, the inverter device power consumption “P _INV ” 40 is calculated and transmitted to the power consumption calculator 38.

In the power consumption calculation unit 38, all the inverter devices in the train (represented by the inverter device 5) and all the auxiliary power devices (represented by the auxiliary power device 7) to which the generator driven by the engine supplies power. ), And the power consumption of the engine accessory power “P _AUX ” 97 of the engine accessory 96 are summed, and the total power consumption value “ΣP” 26 is calculated and transmitted to the engine control unit 9.

  As described above, according to the control system for a diesel vehicle drive device of the present invention, a desired engine operating point is set, and the engine output time change rate “dP” is set between the engine control device 9 and the inverter control device 12. (N) / dt ”32, load reduction command“ ΔP ”33, load cutoff command“ K ”34, and power consumption total value“ ΣP ”26 are mutually transmitted to preset the desired engine operating point. The inverter device can be controlled so that the engine follows the operating point. Also, because the engine operating point is monitored by monitoring the engine operating point by setting the upper limit value and the output limiter for the engine operating point, the engine operating point exceeds the upper limit value and the output limiter due to a sudden load increase. In this case, the train control system can be realized by limiting or shutting down the load on the inverter device and shutting off the specific load on the auxiliary power supply device to avoid engine stall and quickly return to the desired operating point. it can.

  FIG. 2 is a diagram illustrating a configuration example of the engine operating point management unit 20 in the control system for the diesel vehicle driving apparatus according to the present invention.

  In the engine operating point management unit 20, a desired engine operating point “P (n)” 28 is set in a relationship between the engine output P and the engine speed n within the output range of the engine 2. As an example, some vehicle driving engines are designated to set the operating point so that the engine output is a power of the engine speed. Further, the engine operating point management unit 20 includes an engine operating point upper limit value “Po (n)” 29 and an engine output so that an engine stall does not occur when a sudden load increase that cannot catch up with the engine response occurs. The limiter “Pm (n)” 30 is set similarly. The engine output limiter “Pm (n)” 30 indicates the operating point (characteristic line) just before the engine stall, and the engine operating point upper limit value “Po (n)” 29 indicates the operating point in the previous state. Yes. With regard to the engine operating point “P (n)” 28, for example, the fuel consumption can be reduced if the operating point at which the fuel consumption is minimized, and the environmental performance is emphasized if the operating point at which the exhaust load is minimized. Control is feasible and is characterized by having a degree of freedom in setting.

In the engine operating point management unit 20, based on the actual engine speed “n” 25, the corresponding engine operating point output “P (n)” 28, the engine operating point upper limit “Po (n)” 29, the engine output limiter At the same time as outputting “Pm (n)” 30, the engine operating point output change rate “dP (n) / dn” 31 at the actual engine speed “n” 25 is calculated. The engine operating point management unit 20 also calculates the required engine speed np (= P ⁻¹ (ΣP)) from the inverse function of the engine operating point “P (n)” 28 based on the total power consumption “ΣP” 26. It also has a function to calculate, by separately setting the relationship between the engine output speed change rate “dP / dn” 31 and the actual engine speed “n” 25, so that the successive differential calculation of the engine operating point can be performed. It is possible to reduce the calculation load, and these operating point settings may be given as a table or an approximate polynomial, but any type can be used as long as equivalent input / output is provided. .

  The engine operating point is set based on the relationship between the engine output P and the engine speed n. However, the engine operating point may be expressed in various quantities related to the engine, the inverter device, and the main motor derived from the engine output and the vehicle configuration. Is possible.

  That is, according to the present invention, for example, a diesel vehicle drive that can set an engine operating point according to the purpose, such as an operating point that minimizes fuel consumption or an operating point that minimizes exhaust load, and can control the engine at a desired operating point. An apparatus control system can be constructed.

  FIG. 3 is a diagram showing an example of operating point adjustment in the engine operating point adjustment unit 19 in the control system of the diesel vehicle driving apparatus.

  The engine operating point adjustment unit 19 has a control target area P (n) ± with respect to a desired engine operating point (target engine operating point) “P (n)” 28 set in the engine operating point management unit 20. The engine operating point output fluctuation range “δp” 59 is set to be δp.

  The engine operating point adjustment unit 19 compares the operating point information of the total power consumption “ΣP” 26 from the power consumption calculating unit 38 and the engine operating point “P (n)” 28 from the engine operating point management unit 20. When the engine operating point (corresponding to the total power consumption value “ΣP” 26) is not within the range of P (n) ± δ (considering the total power consumption value “ΣP” 26 and the fluctuation range “δp” 59) The engine speed command value “n *” 23 from the engine speed command unit 18 is adjusted to obtain an engine operating point for the engine operating point “P (n)” 28. Is generated within the desired operating point range, that is, within the range of P (n) ± δp, and “n **” 24 is generated and transmitted to the engine 2. The engine operating point speed fluctuation range δn74 is a comparison between the engine operating speed command adjustment value “n **” 24 and the actual engine speed “n” 25 with respect to the engine operating point “P (n)” 28. In FIG. 2, a preset set value in which a deviation between the two is allowed.

The operation modes considered in the engine operating point adjustment unit 19 are the following four modes corresponding to (a) to (d) of FIG.
(A): When the engine is controlled within the range of the desired engine operating point, the current engine speed command adjustment value “n **” 24 is maintained.
(B): Since the total power consumption “ΣP” 26 is smaller than the desired engine operating point “P (n)” 28, it is within the range of the desired engine operating point (P (n) ± δp). When controlling to reduce the engine speed command adjustment value “n **” 24.
(C): Since the total power consumption “ΣP” 26 is larger than the desired engine operating point “P (n)” 28, it is within the range of the desired engine operating point (P (n) ± δp). When controlling to increase the engine speed command adjustment value “n **” 24.
(D): Since the total power consumption value “ΣP” 26 is larger than the desired engine operating point “P (n)” 28 and exceeds the engine maximum output, it is within the range of the desired engine operating point. In such a case, the load limit command “ΔP” 33 is transmitted to the inverter device 12 so as to be controlled within the range of the desired engine operating point.

  That is, according to the control system of the diesel vehicle drive device, when the load fluctuation occurs in the inverter device 5 or the auxiliary power supply device 7 in the steady state, or during the increase of the engine speed or after the completion of the increase, the desired engine operating point and actual Even when there is a difference between the operating points, it is possible to construct a control system that enables control on a desired engine operating point by adjusting the engine speed command adjustment value “n **”.

  FIG. 4 is a diagram showing a configuration example of a flowchart for adjusting the engine operating point in the engine operating point adjusting unit 19 in the control system of the diesel vehicle driving apparatus. The engine operating point adjustment unit 19 includes an input unit 60, comparison units 61 to 65, processing units 66 to 71, and output units 72 and 73, as will be described later.

First, in the input unit 60, the actual engine speed is n, the engine speed command is n *, the total power consumption is ΣP, the required engine speed is np (= P ⁻¹ (ΣP); The engine speed np when the total power consumption is ΣP). Although not shown, the engine operating point rotational speed fluctuation range is assumed to be δn, and the engine operating point output fluctuation range is assumed to be δp.
The comparison unit 61 determines whether the engine speed command value “n *” 23 generated by the engine speed command unit generation unit 18 has changed in response to the notch signal “N” 22 from the cab 8. Judge every time.
When the engine speed command value “n *” 23 changes, the processing unit 66 sets the changed command value “n *” 23 as the engine speed command adjustment value “n **” 24. The engine speed command adjustment value “n **” 24 is input from the output unit 72 to the engine 2. As described above, when the notch signal “N” 22 changes, the engine speed command “n **” 23 corresponding thereto is preferentially reflected in the engine speed command adjustment value “n **” 24. If there is no change in the engine speed command “n *” 23 in the comparison unit 61, the process proceeds to the next comparison unit 62.

The comparison unit 62 compares the engine rotational speed command adjustment value “n **” 24 with the actual engine rotational speed “n” 25, and the engine operating point rotational speed fluctuation range δn74 in which the deviation between the two is a preset value. It is determined whether it is larger (see FIG. 3). When the deviation between the two is larger than the engine operating point speed fluctuation range δn74 (comparison determination is “NO”), the actual engine speed “n” 25 does not catch up with the large command adjustment value “n **” 24. That is, it is determined that the engine is not blown up, and the engine speed command “n *” is made the engine speed command adjustment value “n **” in the processing unit 67, and the output unit 72 sends the engine 2 to the engine 2. Pass directly.
On the other hand, when the deviation between the two is smaller than the engine operating point rotational speed fluctuation range “δn” 74, it is determined that the engine response is complete (the engine has blown up according to the rotational speed command adjustment value), and the next The comparison unit 63 is shifted to.

The comparison unit 63 compares the power consumption total value “ΣP” 26 from the power consumption calculation unit 38 with the engine operating point “P (n)” 28 from the engine operating point management unit 20, and the deviation between the two is calculated. If it is smaller than the preset engine operating point output fluctuation range “δp” 59 (see FIG. 3), it can be determined that the engine operating point is within the desired operating point fluctuation range P (n) ± δp. The processing unit 68 maintains the current engine speed command adjustment value (previous value) “n **” 24 and passes it from the output unit 72 to the engine 2.
On the other hand, when the deviation between the two is larger than the engine operating point output fluctuation range “δp” 59, the process proceeds to the next comparison unit 64.

The comparison unit 64 compares the total power consumption value “ΣP” 26 from the power consumption calculation unit 38 with the lower limit value P (n) −δp of the engine operating point fluctuation range from the engine operating point management unit 20. When the total power consumption value “ΣP” 26 is smaller, it is determined that the actual engine operating point is below the desired engine operating point output fluctuation range, and the processing unit 69 determines the total power consumption value “ The required engine speed np = P ⁻¹ (ΣP) corresponding to “ΣP” 26 is set as the engine speed command adjustment value “n **” 24 and is passed from the output unit 72 to the engine 2. As a result, the actual engine speed “n” 25 decreases and the engine is driven within the engine operating point region.
On the other hand, when the total power consumption value “ΣP” 26 is larger than the lower limit value P (n) −δp of the engine operating point output fluctuation range in the comparison unit 64, that is, together with the determination result in the comparison unit 63. When the total power consumption “ΣP” 26 is larger than the upper limit value P (n) −δp of the engine operating point output fluctuation range, the engine is driven within the desired engine operating point output range. Increase in rotation speed is required.

The comparison unit 65 determines whether the actual engine speed “n” 25 is equal to the engine maximum speed “nmax” 75.
If they are not equal, the engine speed can be increased. Therefore, in the processing unit 70, the required engine speed “np = P ⁻¹ (ΣP)” 27 from the engine operating point management unit is The engine speed command adjustment value “n **” is set. Here, the minimum engine speed command is set so that the required engine speed “np” 27 does not exceed the engine maximum speed “nmax” 75. The adjustment value “n **” 24 is set and passed from the output unit 72 to the engine 2.

On the other hand, even if the actual engine speed “n” 25 is equal to the engine maximum speed “nmax” 75, the total power consumption “ΣP” 26 further changes the engine operating point output at the engine maximum speed “nmax” 75. When the width is larger than the upper limit value P (n) + δp, the processing unit 71 calculates the deviation P = ΣP−P (nmax), and the output unit 73 loads the load limit command “ΔP” 33 to the inverter device. As a result, the engine operating point is adjusted to be within a desired engine output fluctuation range P (n) ± δp.
Here, the processing unit 71 is described with emphasis on engine control on a desired engine operating point, but the engine operating point P (nmax) ± δp at the maximum engine speed “nmax” 75 and the engine maximum output If there is an output margin between them, the desired engine operating point deviates, but it is possible to control the engine without reducing the load of the inverter device up to the maximum engine output.

  FIG. 5 is a diagram showing a control example of the engine and the inverter device when an overload is generated in the engine in the control system of the diesel vehicle driving apparatus.

As shown in the left side (a) of FIG. 5, the actual engine speed 76 at time 0 is n ₀ , the engine output limit value 78 at time 0 is Po (n ₀ ), and the time 0 to the inverter control device 12 is set. , P ₀ , total power consumption value 82 at time 0 is ΣP ₀ , and required engine speed 84 at time 0 is np ₀ . Further, the actual engine speed 77 at time k is n _k , the engine output limit value 79 at time k is Po (n _k ), the load limit amount 81 at time k to the inverter control device 12 is P _k , time The total power consumption value 83 at _k is ΣP _k .

Here, the engine output rapidly increases due to a sudden load increase of the auxiliary power supply device 7 at time 0, and the total power consumption value “ΣP ₀ ” 82 at time 0 becomes the engine output limit value “Po” at time 0. If (n ₀ ) ”78 is exceeded, the necessary engine speed“ np ₀ (= P ⁻¹ (ΣP ₀ )) ”84 at time 0 from the engine operating point management unit 20 is changed to the engine speed command adjustment value“ n ** ”24, and a rotational speed increase command is issued to an operating point at which the total power consumption value“ ΣP ₀ ”82 at time 0 can be output on the desired operating point. In this state, until the completion of the increase in the engine speed, control is performed out of the desired engine operating point. Therefore, at time 0, the load limit command necessary to return to the desired engine operating point is
ΔP ₀ = ΣP ₀ −Po (n ₀ ) (1)
And the inverter motor 12 limits the main motor torque command value “T *” 54 based on the load limit command “ΔP ₀ ” 80 at time 0. As a result, the engine quickly recovers from the overload region to the desired operating point, but thereafter, as the engine speed increases, the output on the operating point that can be output by the engine increases. In accordance with the following equation (2), the load limit command “ΔP _k ” 81 at time k to the inverter device 12 is gradually reduced.
ΔP _k = ΔP _k−1 − {P (n _k ) −ΣP _k−1 } (2)

When an overload occurs in the engine output by this, the load limit of the inverter device 5 is performed to quickly limit the load up to the engine operating point, and after returning to the desired engine operating point, the desired output The load limitation of the inverter control device 12 is gradually released along the engine operating point. When the load limit “P _k ” 81 at time k becomes 0, the series of limiter operations is completed, and the engine speed command adjustment value “n **” 24 is set to the current actual engine speed “n”. Replaced with a value of 25 to hold the engine speed.

Instead of the above-described engine overload suppression, as a simple engine overload suppression control, a load limit command “P ₀ ” 80 at time 0 is transmitted to the inverter control device 12 based on the equation (1) to limit the load. After that, there is a control method in which the inverter control device 12 reduces the load limiting amount at a constant rate in consideration of the engine response time. According to this method, while the engine speed is increasing, the desired engine operating point is slightly deviated, but there is an advantage that the calculation can be simplified such that the sequential calculation as shown in Equation (2) is not necessary.

The load increase in the auxiliary power supply device 7 and the inverter device 5 is large, the engine output limit value “Po (n)” 29 preset in the engine operating point management unit 20 is exceeded, and the engine output limit “Pm (n)”. When it reaches 30, there is a concern of engine stall due to overload. In order to avoid this, the engine operating point adjustment unit 19 supplies power to the specific load of all or a part of the inverter devices 5 in the train or the auxiliary power supply device 7 to which the generator 3 driven by the engine 2 supplies power. Then, the inverter controller 12 or the auxiliary power controller 11 that has received the load interrupt command “K” 34 immediately performs a load interrupt protection operation.
As a result, engine stall is avoided, and the operation can be continued by performing a predetermined reset operation.

  On the other hand, as shown on the right side (b) of FIG. 5, the engine body has a desired operating point, has a function of recognizing the load state, and supplies a state signal (load signal “S” 85) to the outside. In the case of an engine that can perform the same function, the load signal “S” 85 can be used to realize an equivalent load suppression function and load cutoff function. The load signal 1 “S1” 86 corresponding to the desired engine operating point “P (n)” 28, the load signal 2 “S2” 87 corresponding to the engine operating point upper limit “Po (n)” 29, and the engine output limiter value Assuming that the load signal 3 “S3” 88 corresponding to “Pm (n)” 30 is used, the engine operating point adjustment unit 19 loads the load signal 1 “S1” 86, the load signal 2 “S2” 87, and the load signal 3 “S3”. A threshold value of 88 is set, and the engine speed adjustment value “n **” 24 is controlled so that the load signal “S” transmitted from the engine becomes the load signal 1 “S1” 86 normally. When the load signal “S” transmitted from the engine exceeds the load signal 2 “S2” 87, a load limit command “ΔP” 33 is generated from the load signal amount of the excess from the load signal 1 “S1” 86. In addition, when the load signal “S” transmitted from the engine exceeds the load signal 3 “S3” 88, the load cutoff command “K” 34 is generated and transmitted to the inverter device 12. A function equivalent to the control using the engine operating point management unit 20 can be realized.

  That is, according to the control system for the diesel vehicle drive device, when a sudden load increase occurs and the engine operating point exceeds the engine operating point upper limit value, the load limit of the inverter device is limited, It is possible to quickly return to the operating point of the engine, and when the operating point of the engine exceeds the output limiter, the specific load of all or part of the inverter device or auxiliary power supply device is shut off, thereby A control system capable of avoiding a stall can be realized.

  FIG. 6 is a diagram illustrating a configuration example of the engine response characteristic management unit 21 in the control system of the diesel vehicle driving apparatus.

The engine response characteristic management unit 21 has an engine speed and response time when the engine is controlled at a desired engine operating point “P (n)” 28 set in the engine operating point management unit 20 as a characteristic unique to the engine. The characteristic 89 is set, and the engine speed change rate “dn / dt” 90 corresponding to the actual engine speed “n” 25 is calculated. Alternatively, the engine response time characteristic 89 may be differentiated in advance and set as the engine speed change rate “dn / dt” 90 and the engine speed characteristic, or the engine speed change rate “ In the case where “dn / dt” 90 can be regarded as constant, simplification is possible by giving it as a constant. The engine response characteristic management unit 21 calculates the engine speed change rate “dn / dt” 90 at the actual engine speed “n” 25 calculated from the engine response time characteristic 89 and the engine operating point management unit 20. From the output speed change rate “dP (n) / dn” 31,
{DP (n) / dn} × {dn / dt} = dP (n) / dt (3)
Thus, the engine output time change rate “dP (n) / dt” 32 is calculated and transmitted to the inverter control device 12.

  According to the control system of the diesel vehicle drive system, the engine output time change rate calculated from the engine response characteristic when the engine output is increased along the desired engine operating point and the engine is controlled at the engine operating point. Since “dP (n) / dt” 32 is used to control the load increase of the inverter device 5, the engine is controlled at a desired operating point, and the engine response characteristics are not sacrificed. It is possible to construct a control system that realizes cooperative control.

  FIG. 7 is a diagram showing a configuration example of an internal configuration diagram of the inverter control device 12 in the control system of the diesel vehicle drive device.

First, a configuration method of the main motor torque change rate calculation unit 48 will be described below.
The engine output P can be described as follows using K as a proportional constant.
P = Pt + Pa (4)
Pt = K × M × F × V (5)
Here, P: engine output, Pt: drive device load, Pa: auxiliary power device load, F: tensile force, V: vehicle speed, M: number of main motors.
When the auxiliary power supply load Pa is constant and both sides of (4) and (5) are differentiated by time t,
dP / dt = dPt / dt
= K x M x d / dt (F x V)
= K * M * (V * dF / dt + F * dV / dt)
= K ′ × M × (V × dT / dt + T × dV / dt) (6)
Therefore,
dT / dt = {1 / (K ′ × M × V)} × dP / dt− (T / V) × dV / dt
(7)
It becomes. Here, K ′: proportional constant, T: main motor torque.

In the equation (6), especially when the vehicle departs from a station or the like, the second term becomes dominant because the vehicle speed is near 0, and in the case of repowering when a notch is made at a certain speed, It shows that the term becomes dominant.
From the equation (7), the engine output time change rate “dP / dt” 32, the main motor torque “T” 56 calculated from the main motor current detection value “I _M ” 52 by the main motor torque calculation unit 47, and From the vehicle speed “V” 94 calculated from the detected value “fr” 53 of the main motor by the speed calculator 91 and the change rate (acceleration) dV / dt of the vehicle speed, the main motor torque time change rate “dT”. / Dt "57 is calculated.

Next, a configuration method of the main motor torque reduction amount calculation unit 43 will be described below.
The main motor torque reduction amount “T” 58 can be described as follows.
P = C × T × V × M
Because
T = C ′ × P / V / M (8)
Here, C and C ′ are proportional constants, M is the number of main motors, and V is a vehicle speed.
Based on the load limit command “P” 33 and the vehicle speed “V” 94, the main motor torque throttle amount “T” 58 is calculated based on the equation (8).

In FIG. 7, the main motor torque command adjustment unit 45 includes a main motor torque startup control unit 92 and a main motor torque limiter 93. The former main motor torque start-up control unit 92 calculates the main motor torque command “T *” 54 generated by the main motor torque command generation unit 44 by the main motor torque change rate calculation unit 48. Control is performed using a torque time change rate “dT / dt” 57 to temporarily generate a main motor torque command adjustment provisional value “T ***” 95. Thereafter, the latter main motor torque limiter 93 determines the main motor torque command adjustment provisional value “T ***” 95 based on the main motor torque throttle amount “T” 58 calculated by the main motor torque throttle amount calculator 43. And the main motor torque command adjustment value “T **” 55 is generated. When the engine is not in an overload state, torque restriction is not performed in the main motor torque limiter 93, and the main motor torque command adjustment temporary value “T ***” 95 is directly used as the main motor torque command adjustment value “T *”. * "Is output as 55. In the inverter vector control calculation unit 46, based on the main motor torque command adjustment value “T **” 55, the main motor current detection value “I _M ” 52, and the vehicle speed “V” 94, the inverter device drive signal “PWMi” 51 And the inverter device 5 is driven.

  On the other hand, when the engine operating point exceeds a preset engine output limiter “Pm (n)” 30, a load cutoff command “K” 34 is transmitted from the engine control unit 9. Inverter vector control calculation unit 46, when load cutoff command “K” 34 is transmitted, stops inverter device drive signal “PWMi” 51 immediately and performs load cutoff to prevent engine stall due to overload. Build a protection system.

  In this figure, the block diagram is shown with the main motor torque as the controlled variable, but the control system can be constructed with the same concept even when the main motor current is the controlled variable.

  According to the control system for a diesel vehicle drive device according to the present invention, an engine operating point that is an engine control target is set in advance, and the inverter device is controlled so that the engine follows the operating point, thereby rapidly increasing the load. When the engine operating point exceeds the engine operating point upper limit value, it is possible to quickly return to the desired operating point by limiting the load of the inverter device. When the operating point exceeds the output limiter, a train control system capable of avoiding engine stall can be realized by shutting off a specific load of all or some of the inverter devices or the auxiliary power supply device.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Engine 3 ... Alternator 4 ... Converter apparatus 5 ... Inverter apparatus 6A, 6N ... Main motor 7 ... Auxiliary power supply apparatus 8 ... Driver's cab 9 ... Engine control part 10 ... Converter control apparatus 11 ... Auxiliary power supply control apparatus DESCRIPTION OF SYMBOLS 12 ... Inverter control apparatus 13 ... Generator current detector 14 ... DC voltage detector 15 ... Inverter input current detector 16 ... Main motor current detector 17 ... Auxiliary power supply input current detector 18 ... Engine speed command generation part 19 ... Engine operating point adjustment unit 20 ... Engine operating point management unit 21 ... Engine response characteristic management unit 22 ... Notch signal 23 ... Engine speed command 24 ... Engine speed command adjustment value 25 ... Real engine speed 26 ... Total power consumption 27 ... required engine speed 28 ... engine operating point 29 ... engine operating point upper limit 30 ... engine output limiter value 31 ... Engine output speed change rate 32 ... Engine output time change rate 33 ... Load limit command 34 ... Load cutoff command 35 ... Generator current 36 ... Converter device drive signal 37 ... DC voltage detection value 38 ... Power consumption calculator 39 ... Auxiliary power supply Device power consumption 40 ... Inverter power consumption 41 ... Auxiliary power supply input current detection value 42 ... Auxiliary power device drive signal 43 ... Main motor torque throttle amount calculation unit 44 ... Main motor torque command generation unit 45 ... Main motor torque command adjustment unit 46 ... Inverter vector control calculation unit 47 ... Main motor torque calculation unit 48 ... Main motor torque change rate calculation unit 49 ... Inverter power consumption calculation unit 50 ... Inverter input current detection value 51 ... Inverter device drive signal 52 ... Main motor current detection value 53 ... Main motor rotation speed detection value 54 ... Main motor torque command value 55 ... Main motor torque command adjustment value 56 ... Main motor torque calculation value 57 ... Main motor torque time change rate 58 ... Main motor torque throttle amount 59 ... Engine operating point output fluctuation range 60 ... Input units 61-65 ... Comparison units 66-71 ... Processing units 72, 73 ... Output unit 74: Engine operating point rotational speed fluctuation range 75: Engine maximum rotational speed 76 ... Actual engine rotational speed 77 at time 0 ... Actual engine rotational speed at time k 78 ... Engine output limit value 79 at time 0 ... Time Engine output limit value at k 80 ... Load limit command at time 0 81 ... Load limit command at time k 82 ... Total power consumption value at time 0 83 ... Total power consumption value at time k 84 ... At time 0 Required engine speed 85 ... Road signal 86 ... Road signal 1
87 ... Road signal 2 88 ... Road signal 3
89 ... Engine response time characteristic 90 ... Engine speed change rate 91 ... Speed calculation unit 92 ... Main motor torque startup control unit 93 ... Main motor torque limiter 94 ... Vehicle speed 95 ... Main motor torque command adjustment provisional value 96 ... Engine Auxiliary machine 97 ... Engine auxiliary machine power

Claims (12)

By an engine, a generator driven by the engine, a converter for converting AC power output from the generator into DC power, a main motor for propelling a vehicle, and AC power generated by converting the DC power In a diesel vehicle drive device comprising an inverter device for driving the main motor,
A diesel engine characterized in that a target engine operating point as a control target of the engine is set in advance and the inverter device is controlled so that an actual engine operating point that is an actual engine operating point follows the target engine operating point. Control system for moving vehicle drive system In the control system of the diesel vehicle drive device according to claim 1,
An engine control unit that outputs a control signal for engine speed control based on an engine speed command value that is the control target set as the target engine operating point, and the inverter for controlling the torque of the main motor An inverter control device that outputs an inverter drive signal for controlling the device to the inverter device, and
The engine control unit outputs operating point information at the actual engine operating point to the inverter control device, and the inverter control device follows the actual engine operating point to the target engine operating point based on the operating point information. Thus, a control system for a diesel vehicle drive device, wherein the inverter device is controlled. In the control system of the diesel vehicle drive device according to claim 2,
The engine control unit includes an engine operating point management unit that sets the target engine operating point based on the relationship between the engine output P and the engine speed n, and the engine response characteristics of the engine speed n and the response time t. When the engine speed changes, the engine output time change rate dP / dt corresponding to the actual engine speed is calculated based on the engine operating point and the response characteristics of the engine. And an engine response characteristic management unit that outputs to the inverter control device,
The inverter control device controls the torque of the main motor using the engine output time change rate dP / dt, and the control system for a diesel vehicle drive device. In the control system of the diesel vehicle drive device according to claim 3,
The engine operating point management unit sets the target engine operating point as an engine output rotational speed change rate dP / dn from the relationship between the engine output P and the engine rotational speed n,
The engine response characteristic management unit sets the engine speed change rate dn / dt as constant, calculates the engine output time change rate dP / dt corresponding to the actual engine speed, and the inverter control device The control system of the diesel vehicle drive device characterized by transmitting to. In the control system of the diesel vehicle drive device according to claim 3 or 4,
The inverter control device calculates a main motor torque change rate dT / dt for the torque in the main motor based on the engine output time change amount dP / dt output from the engine control unit. Equipped with a calculator,
The inverter control device controls the main motor torque command value of the inverter device based on the main motor torque time change rate dT / dt so that the engine operating point follows the target engine operating point. A control system for a diesel vehicle drive device, wherein the inverter device is controlled. In the control system of the diesel vehicle drive device according to claim 2,
The control system includes a power consumption calculation unit that calculates the power consumption of all devices to which the generator driven by the engine supplies power,
The engine control unit is configured to monitor the actual engine operating point, an engine operating point management unit that sets the target engine operating point, and a power consumption total value ΣP from the power consumption calculating unit and the engine operating point management unit. An engine operating point adjustment unit that adjusts the engine speed command value so that the actual engine operating point is on the target operating point based on the operating point information P (n) from A control system for a diesel vehicle drive device. In the control system of the diesel vehicle drive device according to claim 6,
The diesel engine according to claim 1, wherein the engine control device includes an engine speed command generation unit that generates the engine speed command value in response to a notch signal output from a master controller provided in a cab. Drive system control system. In the control system of the diesel vehicle drive device according to claim 6 or 7,
The engine operating point management unit is responsive to the difference between the power consumption total value ΣP from the power consumption calculating unit and the operating point information P (n) of the engine. The necessary engine speed np corresponding to the total power consumption value ΣP is generated above,
The engine operating point adjustment unit adjusts the engine speed command so that the required engine speed np is the engine speed command value output to the engine, so that the actual engine operating point becomes the target engine operation. A control system for a diesel vehicle drive device, characterized in that the control is performed so as to be on a point. In the control system of the diesel vehicle drive device according to claim 2,
The engine control unit includes an engine operating point management unit that sets an upper limit value of an engine operating point that can be output by the engine as an engine operating point upper limit value, monitors the actual engine operating point, and rapidly increases a load. In response to the fact that the actual engine operating point exceeds the upper limit value of the engine operating point, the load limit command and its limit amount are transmitted to all or some of the inverter devices to which the generator supplies power. Engine operating point adjustment unit
The inverter control device receives the input of the load limit command and the limit amount from the engine operating point adjustment unit, and adjusts the main motor torque command value for quickly controlling the torque of the main motor by a necessary amount. Then, the actual engine operating point is returned to the target engine operating point by outputting to the inverter device. In the control system of the diesel vehicle drive device according to claim 9,
When the engine recognizes the load state and can supply a state signal to the outside,
The engine operating point adjustment unit sets a threshold value corresponding to the engine operating point upper limit value of the state signal, and in response to a sudden load increase occurring and the state signal reaching the threshold value, the inverter control All or part of the inverter device for supplying electric power from the generator driven by the engine for adjusting the main motor torque command in the device and returning the engine operating point to the target engine operating point A control system for a diesel vehicle drive device, wherein the load limit command and its limit amount are transmitted to the vehicle. In the control system of the diesel vehicle drive device according to claim 2,
An auxiliary power supply device that converts the DC power and supplies auxiliary power is provided,
The engine control unit is configured to set an engine operating point limiter for setting the engine operating point limiter for avoiding the stall of the engine as an engine output limiter, monitor the actual engine operating point, and suddenly increase the load. In response to the actual engine operating point reaching the engine output limiter, a load is applied to a specific load of all or part of the inverter device or the auxiliary power supply device to which the generator supplies power. An engine operating point adjustment unit that transmits a shutoff command,
The inverter control device receives the input of the load cutoff command from the engine operating point adjustment unit, and quickly shuts off the specific load of the inverter device or the auxiliary power supply device. Equipment control system. In the control system of the diesel vehicle drive device according to claim 11,
When the engine recognizes the load state and can supply a state signal to the outside,
The engine operating point adjustment unit sets a threshold value corresponding to the engine output limiter of the state signal, and in response to a sudden load increase and the state signal reaching the threshold value, in the inverter control device In order to quickly shut off a specific load of the inverter device or the auxiliary power supply device, all or a part of the specific load of the inverter device or the auxiliary power supply device supplied with power by the generator driven by the engine A control system for a diesel vehicle drive device, characterized by transmitting a load shedding command to the vehicle.

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