JP3538667B2 - Control device for inverter-controlled vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an inverter-controlled vehicle, and more particularly, to a technique for estimating an idling amount and controlling re-adhesion.

[0002]

2. Description of the Related Art In an inverter-controlled vehicle, it is well known that the torque of an induction motor that drives a drive wheel is controlled so that the drive wheel re-adheres when the drive wheel idles. As a method of detecting the idling, it is obtained based on a deviation between the rotational speed (speed conversion value) of the idling driving wheel and the vehicle speed.
If the idling amount can be accurately detected, the readhesion control can be ideally performed. For this purpose, it is necessary to know the vehicle speed accurately. The vehicle speed can be detected from the rotation speed of the non-driving wheels of the accompanying vehicle.To that end, it is necessary to attach a rotation speed detection means for the non-driving wheels, and to reduce the detection error of the idling amount, It is necessary to correct the difference in wheel diameter between the non-driven wheels and the driven wheels. When the non-driving wheels are not available, the method of estimating the vehicle speed is "slip control of inverter vehicle"
(The collection of lectures of the National Conference of the Industrial Applications Division of the Institute of Electrical Engineers of Japan in 1991, hereinafter referred to as the literature) compares the rotation frequency (converted speed value) of multiple induction motors controlled by the same inverter to determine the reference speed. It is described that the value is determined and estimated from this reference speed and its first derivative. Also,
"VVVF inverter drive control Re-adhesion control of electric locomotive" (collection of lectures of the National Institute of Electrical and Industrial Engineers of Japan in 1990. Hereinafter referred to as literature), the rotation frequency (speed conversion value) of the induction motor and the previous It is described that a deviation from the estimated vehicle speed is calculated, and the deviation is integrated through a limiter to obtain a current estimated vehicle speed.

[0003]

According to the vehicle speed estimating method described in the literature, when a plurality of induction motors, that is, all the driving wheels are idle, the vehicle estimated speed becomes larger than the actual value. That is, the estimated idling amount becomes smaller than the actual value, and the error of the estimated idling amount increases. In the vehicle speed estimation method in the literature,
During normal acceleration (non-slip) in which the limiter does not operate, an error occurs in the estimated vehicle speed according to the rate of change (acceleration converted value) of the rotation frequency of the induction motor. Further, even if the slip occurs and the limiter is activated, the limit value is constant. Therefore, if the difference between the limit value and the actual acceleration of the vehicle is large, the estimated vehicle speed becomes larger than the actual value. That is, the estimated idling amount becomes smaller than the actual value, and the error of the estimated idling amount increases.
As described above, the above-described method of estimating the vehicle speed has a problem that the error in the estimated slip amount is likely to be large. Therefore, it is difficult to improve the adhesion performance even if the torque is controlled based on the estimated slip amount.

An object of the present invention is to increase the accuracy of estimating the amount of idling and perform torque control, that is, re-adhesion control based on the estimated amount of idling, so that an inverter suitable for accelerating the vehicle with a torque corresponding to the rail condition. An object of the present invention is to provide a control device for a control vehicle.

[0005]

SUMMARY OF THE INVENTION The above object is for a vehicle drive.
An inverter that drives the induction motor and this inverter
An inverter control means for controlling the inverter;
Issues a torque command given to the gear or an equivalent command.
Generated current command generation means, and greater than the actual acceleration of the vehicle
Reference acceleration signal set by value and rotation frequency of the motor
Estimate vehicle speed based on speed converted signal
Means and a speed conversion between the estimated vehicle speed and the rotation frequency.
A means for adjusting the reference acceleration signal according to a deviation from the signal.
And acting on the inverter control means based on the deviation.
Re-adhesion control means for controlling the torque generated by the electric motor
And a control device for an inverter-controlled vehicle comprising
The adjustment means for the reference acceleration signal is normally used (during non-idling).
Means that the acceleration signal given to the means for estimating the vehicle speed
Greater than the actual acceleration of the vehicle so that it is equal to the actual acceleration of the vehicle.
Outputs the reference acceleration signal adjustment amount.
Means for holding the adjustment amount of the reference acceleration signal before turning,
The adjustment amount of the reference acceleration signal is determined by the rotation frequency of the electric motor.
Estimated slip obtained by subtracting the estimated vehicle speed from the speed conversion value of
When the amount becomes negative, the value obtained by multiplying this negative estimated amount of slip by a factor
And the value obtained by multiplying this coefficient by the first order lag element
The problem is solved by comparing and selecting the smaller value to obtain the adjustment value .

According to the configuration of the present invention, during non-idling,
Since the reference acceleration signal is larger than the actual acceleration of the vehicle, the estimated vehicle speed tends to be higher than the rotation frequency (speed converted value) of the induction motor, but the estimated vehicle speed is equal to the rotation frequency of the induction motor ( The reference acceleration signal is adjusted according to the amount exceeding the speed conversion value. That is, the adjusted reference acceleration signal becomes substantially equal to the actual acceleration of the vehicle. When the slip occurs, the estimated vehicle speed changes for a while at a value close to the actual acceleration of the vehicle before the slip (adjusted reference acceleration signal), so that the accuracy of the estimated slip amount is increased. Therefore, by performing torque control, that is, re-adhesion control based on the estimated amount of idling, the vehicle can be accelerated with a torque corresponding to the rail state.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a control device for an inverter-controlled vehicle according to an embodiment of the present invention. In FIG. 1, 1
Is a DC overhead line, 2 is a PWM (pulse width modulation) inverter for converting DC power supplied from the overhead line 1 into three-phase AC power, 3 is a vehicle driving induction motor driven by the inverter 2, and 4 is an output of the inverter 2 Inverter control means 5 for controlling the voltage and the output frequency, based on the adaptive load command, the notch command and the rotation frequency Fr of the induction motor 3,
It is a current command generating means for generating a torque current command Iqpo and an exciting current command Idpo. The inverter control means 4 is provided with a torque current command Iqp obtained by subtracting the output △ Iqp of the re-adhesion control means 9 described later from the torque current command Iqpo by the subtraction means 107, and is provided with the excitation current command Idpo as it is. Here, the operation of the inverter control means 4 will be described. Inverter control means 4
Then, when the torque current command Iqp is given, the torque current Iq detected by the detecting means 101 is subtracted from the torque current command Iqp by the subtracting means 41, and this current deviation is given to the current control means 42. Current control means 42
Is the torque current command I such that the current deviation becomes zero.
Output the adjustment amount △ Iq of qp. This adjustment amount △ Iq is added to the torque current command Iqp by the adding means 43 to obtain a torque current command Iq *. The vector calculation means 44 receives the torque current command Iq *, the excitation current command Idpo, and the rotation frequency Fr of the induction motor 3 detected by the detection means 102, and outputs the output frequency command Fin of the inverter 2.
And an output voltage command Vm of the inverter 2 and a phase command θ of this Vm. Then, in response to these commands, P
The WM control means 45 outputs a signal such that a switching element constituting the inverter 2 performs a predetermined operation.

Next, the vehicle speed estimating means 6 has a function of estimating the vehicle speed based on the rotation frequency Fr (converted value of speed) of the induction motor 3 and the acceleration signal αt. FIG.
2A and 2B show a configuration example of the vehicle speed estimating means 6. In FIG. 2A, when the rotation frequency Fr (speed conversion value) of the induction motor 3 is accelerated by an acceleration signal αt equal to the actual acceleration of the vehicle, the induction motor 3
Is given directly to the primary delay element 63 whose time constant is Tr, the output of the primary delay element 63, that is, the estimated vehicle speed Ft, is steadily higher than Fr by α
The value becomes smaller by t · Tr. To eliminate this steady error, the acceleration signal αt is multiplied by the time constant Tr of the first-order lag element 63 by the coefficient unit 61, and the αt · Tr and the rotation frequency Fr (speed conversion value) of the induction motor 3 are added by the addition means 62. Then, it is given to the primary delay element 63. As a result, in the configuration example of FIG. 2A, even if idling occurs and the rotational frequency Fr (converted value of speed) of the induction motor 3 becomes higher than the actual speed of the vehicle, the primary delay element 63 operates. For a while, the estimated vehicle speed Ft is slightly higher than the actual speed of the vehicle, and is substantially equal to the actual speed of the vehicle. FIG. 2 (B)
Is a configuration example in which FIG. 2A is improved. That is, in FIG. 2B, the output of the adding means 62 (Fr + αt · T
r), the estimated vehicle speed Ft is subtracted by the subtracting means 64, and the result of the subtraction is integrated by the integration element 66 with the integration time constant of Tr via the limiter 65 having the limit value αt · Tr to obtain the estimated vehicle speed Ft. I did it. as a result,
In the configuration example of FIG. 2B, idling occurs and the induction motor 3
Even if the rotation frequency Fr (converted value of speed) becomes larger than the actual speed of the vehicle, the output of the subtracting means 64 is limited to the limit value αt ·
Tr, the estimated vehicle speed Ft is equal to the actual acceleration α of the vehicle.
Since it is accelerated at t, it becomes equal to the actual speed of the vehicle. When the output of the subtracting means 64 is smaller than the limit value of the limiter 65, the estimated vehicle speed Ft with respect to the output of the adding means 62 has the same time constant as the primary delay element of Tr, that is, the same as FIG. Become. As described above, if the acceleration signal αt given to the vehicle speed estimating means 6 (FIG. 2 (B)) is equal to the actual acceleration of the vehicle, idling occurs, and the rotation frequency Fr (speed conversion value) of the induction motor 3 is changed to the vehicle speed. Vehicle speed F equal to the actual speed of the vehicle even if
t is obtained. That is, it is possible to accurately estimate a deviation between the idling amount, that is, the rotation frequency Fr (converted value of speed) of the induction motor 3 and the actual speed of the vehicle.

Next, a method of generating the acceleration signal αt to be given to the vehicle speed estimating means 6 will be described below. The reference acceleration signal generating means 7 has a function of generating a reference acceleration signal αp larger than the actual acceleration of the vehicle. For example, in the reference acceleration signal generating means 7, although not shown, the actual acceleration of the vehicle is estimated by multiplying the torque current command Iqpo output from the current command generating means 5 by a coefficient, and the estimated value is multiplied by a coefficient. Alternatively, a reference acceleration signal αp larger than the actual acceleration of the vehicle is generated by adding a constant value. Note that the actual acceleration of the vehicle may be estimated by multiplying the torque current command Iqp given to the inverter control means 4 or the calculated value of the torque of the induction motor 3 by a coefficient. In any of these cases, if the actual acceleration of the vehicle is estimated in consideration of the adaptive load command, the estimation accuracy can be improved. Of course, it goes without saying that the actual acceleration of the vehicle may be detected (calculated) from the rotation speed of the non-driven wheels of the accompanying vehicle, instead of being estimated.

In a normal state (non-idling), the vehicle speed estimating means 6 supplies a reference acceleration signal α larger than the actual acceleration of the vehicle.
When p is given as the acceleration signal αt, its output, that is, the estimated vehicle speed Ft becomes larger than the actual speed of the vehicle. That is, the rotation frequency Fr (speed conversion value) of the induction motor 3
Is subtracted from the estimated vehicle speed Ft by the subtraction means 104, that is, the estimated slip amount is negative. The negative estimated slip amount Vα is extracted by the negative signal extracting means 105 and is provided to the reference acceleration signal adjusting means 8.

The reference acceleration signal adjusting means 8 operates in a normal (non-idling) state so that the acceleration signal αt applied to the vehicle speed estimating means 6 becomes equal to the actual acceleration of the vehicle. It has a function of outputting the adjustment amount Δαp of the signal αp and holding the adjustment amount Δαp of the reference acceleration signal αp before idling at the time of idling. FIG. 3 shows a configuration example of the reference acceleration signal adjusting means 8. In FIG. 3, the negative estimated slippage amount Vα is multiplied by Ka by a coefficient unit 81, and this Vα ·
Ka and first order delay element 82 of Vα · Ka (time constant Ta)
Is selected by the minimum value selecting means 83 and output (Δαp). The output Δαp (negative) of the reference acceleration signal adjusting means 8 and the reference acceleration signal αp are added by the adding means 103 to obtain an acceleration signal αt.
It is given to the vehicle speed estimating means 6. As a result, the reference acceleration signal adjusting means 8 determines that the estimated negative slip amount Vα (the output of the negative signal extracting means 105) approaches 0 during normal times (non-slip), that is, the acceleration signal αt (= αp + Δαp
An adjustment amount Δαp (negative) of the reference acceleration signal αp is output so that (negative) is substantially equal to the actual acceleration of the vehicle. Then, when the slip occurs and the estimated negative slip amount Vα (the output of the negative signal extracting means 105) becomes 0, the first-order lag element 82
The adjustment amount Δ of the reference acceleration signal αp before idling.
αp (negative) changes slowly (negative values decrease). Therefore, for a while, the acceleration signal αt (= αp + Δαp
(Negative)) is substantially equal to the actual acceleration of the vehicle, that is, the estimated vehicle speed Ft is slightly larger than the actual vehicle speed.
It is almost equal to the actual speed of the vehicle. Therefore, the motor spins, and for a while, the amount of slip, that is, the rotation frequency Fr of the induction motor 3
The deviation between the (speed conversion value) and the actual speed of the vehicle can be almost accurately estimated.

On the other hand, when the slip occurs and the value obtained by subtracting the estimated vehicle speed Ft from the rotational frequency Fr (converted value of speed) of the induction motor 3 by the subtracting means 104, that is, the estimated slip amount, becomes positive, the positive estimated slip is obtained. The amount Vs is converted to the positive signal extracting means 1.
06 and is given to the re-adhesion control means 9. The re-adhesion control means 9 has a function of adjusting the torque current command Iqpo based on the positive estimated slip amount Vs to cause re-adhesion.
FIG. 4 shows a configuration example of the readhesion control means 9. In FIG. 4, the slip / re-adhesion determining means 91 outputs "1" if the positive estimated slip amount Vs is larger than the slip determination level, and outputs the positive estimated slip amount Vs at the read-stick determination level (<idling determination). If it is smaller than (level), “0” is output. This output is multiplied by the estimated positive slip amount Vs by the multiplying means 92 to give a first-order lag element 93 (time constant Ts, gain Ks). The primary delay element 93 outputs an adjustment amount ΔIqp1 of the torque current command Iqpo according to the positive estimated slip amount Vs. Further, the output of the slip / re-adhesion determining means 91 is given to a torque current throttle pattern generating means 94, and the torque current throttle pattern generating means 94 does not depend on the estimated positive slip amount Vs but outputs a torque current command according to a predetermined pattern. Iq
The po adjustment amount ΔIqp2 is output. That is, when the output of the idling re-adhesion determining means 91 becomes 1, the adjustment amount ΔIqp
2 is increased by a predetermined time constant, and the idling readhesion determining means 91 is increased.
Becomes zero, the adjustment amount ΔIqp2 at that time is held for a while, and then gradually decreased with a predetermined time constant. Then, the adjusting amount ΔIqp1 and the adjusting amount ΔIqp2 are added by the adding means 95 to obtain the adjusting amount ΔIqp of the torque current command Iqpo, and the adjusting amount ΔIqp is subtracted from the torque current command Iqpo by the subtracting means 107 to obtain the torque current command Iqp. This is given to the inverter control means 4. As a result, the torque current command Iqp is
Since it is adjusted according to s and the value when it is determined that re-adhesion has been performed is maintained for a while, re-adhesion can be reliably performed with a torque suitable for the rail state.

As described above, in the present embodiment, the accuracy of the estimation of the amount of idling is improved, and the torque control, that is, the re-adhesion control is performed based on the estimated amount of idling, so that the vehicle is accelerated by the torque corresponding to the rail condition. can do. In the above description, idling during acceleration has been described.
It goes without saying that the present invention can also be applied to the sliding at the time of deceleration (at the time of regenerative braking).

[0014]

As described above, according to the present invention,
When the slip occurs, the estimated vehicle speed is
Since it changes at a value (adjusted reference acceleration signal) close to the actual acceleration of the vehicle before idling, the deviation between the rotation frequency (speed conversion value) of the induction motor and the actual speed of the vehicle can be estimated almost accurately, It is possible to improve the estimation accuracy of the slip amount.
Further, since the torque control, that is, the re-adhesion control is performed based on the idling amount having high estimation accuracy, the vehicle can be accelerated by the torque corresponding to the rail state.

[Brief description of the drawings]

FIG. 1 is a control apparatus for an inverter-controlled vehicle according to an embodiment of the present invention.

FIG. 2 is a configuration example of a vehicle speed estimating unit according to the present invention;

FIG. 3 is a configuration example of a reference acceleration signal adjusting unit of the present invention.

FIG. 4 is a configuration example of a readhesion control unit of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... DC overhead wire, 2 ... PWM inverter, 3 ... Vehicle drive induction motor, 4 ... Inverter control means, 5 ... Current command generation means, 6 ... Vehicle speed estimation means, 61 ... Coefficient unit, 63 ...
Primary delay element, 65 ... limiter, 66 ... integral element, 7 ...
Reference acceleration signal generation means, 8: Reference acceleration signal adjustment means, 81: Coefficient unit, 82: Primary delay element, 83: Minimum value selection means, 9: Re-adhesion control means, 91: Slip / re-adhesion determination means, 93: Primary Delay element, 94: torque current throttle pattern generating means, 105: negative signal extracting means, 106: negative signal extracting means

──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Eiichi Toyoda 1070 Ma, Hitachinaka-shi, Ibaraki Pref. Hitachi, Ltd. Mito Plant (72) Inventor Yoshio Tsutsui 1070 Ma, Hitachinaka-shi, Ibaraki Pref. Hitachi, Ltd.Mito Inside the plant (72) Inventor Kiyoshi Nakada 1070 Ma, Hitachinaka-shi, Ibaraki Pref.Hitachi, Ltd.Mito plant in Hitachi, Ltd. (72) Inventor Takashi Yasuda 1070 Ma, Hitachinaka-shi, Ibaraki pref.In the Mito plant, Hitachi, Ltd. (56) Reference Document JP-A-9-149506 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 9/00-9/32 B60L 15/00-15/38

Claims (1)

(57) [Claims] An inverter for driving an induction motor for driving a vehicle; an inverter control means for controlling the inverter; a current command generation means for generating a torque command or a command corresponding to the torque command given to the inverter control means;
Reference acceleration signal set with a value larger than the actual acceleration of the vehicle
Means for estimating a vehicle speed based on a signal and a signal obtained by converting the rotation frequency of the electric motor into a speed, and means for adjusting the reference acceleration signal according to a deviation between the estimated vehicle speed and the speed conversion signal of the rotation frequency. When, in the control device of the inverter control vehicle and a re-adhesion control means for controlling the torque which the motor is generated by acting on the inverter control unit based on the deviation, adjusting means of the reference acceleration signal is typically Time (non-idling)
To, as an acceleration signal to be supplied to means for estimating the vehicle speed is equal to the actual acceleration of the vehicle, and outputs the adjustment amount of greater acceleration reference signal from the actual acceleration of the vehicle,
At the time of idling, the vehicle has means for holding an adjustment amount of the reference acceleration signal before idling , and the adjustment amount of the reference acceleration signal is obtained by subtracting the estimated vehicle speed from the speed conversion value of the rotation frequency of the electric motor. when the idling amount is negative, the coefficient multiplied by the value of the coefficient multiplied by the value Toko the negative estimated idling amount is compared with the value obtained through the first-order lag element, the adjustment amount by selecting the smaller value A control device for an inverter-controlled vehicle, characterized in that: