JP4533671B2 - Electric motor control device and vehicle - Google Patents

Description

The present invention relates to a motor control device that drives and controls the electric motor of the fuel cell as a driving power source.

  Electric motors are used as power sources for various mechanical devices such as electric cars, machine tools, manufacturing equipment, lifts, fans and pumps. In recent years, they are fuels that are expected to have low environmental impact and high energy efficiency. Research and development of electric motor control using a battery as a driving power source has been actively conducted.

By the way, since the fuel cell is a direct current power source, it is necessary to convert the direct current output of the fuel cell into alternating current by an inverter or the like, for example, and supply the alternating current to the electric motor. In Patent Document 1, a plurality of DC load resistors are connected between the fuel cell main body and the inverter. However, the number of DC load resistors can be changed based on the output voltage of the fuel cell main body so as to make a transition. A fuel cell power generator that realizes a function of suppressing a direct overvoltage is disclosed. Further, Patent Document 2 discloses that a blower that supplies air taken from outside air to an oxygen electrode of a fuel cell generates a proper amount of air flow corresponding to fluctuations in the power load of the fuel cell. A fuel cell system is disclosed in which power consumption is suppressed and overall power generation efficiency is improved.
JP-A-9-306530 Japanese Patent Laid-Open No. 7-212336

  In order to use a fuel cell as a drive power source for an electric motor, it is necessary to grasp characteristics when the fuel cell is applied to a drive system, and to construct a main circuit system including an inverter, an electric motor, and the like adapted to the grasped characteristics. Therefore, in order to grasp the characteristics when the applicant of the present application applies a fuel cell to a drive system of a railway vehicle (train) which is a kind of electric vehicle, a fuel cell, a VVVF inverter device for driving an induction motor, a control device, etc. When the induction motor drive test was conducted with the main circuit system for testing, when the temperature of the fuel cell (specifically, the ambient temperature of the fuel cell body, the temperature of the air entering the oxygen electrode, etc.) decreased, the fuel cell It has been found that vibrations of several [Hz] occur in various output amounts (voltage / current / power) of the motor, and this causes electrical vibrations in the entire motor control system. When electrical vibration occurs in the motor control system, this may cause noise, mechanical vibration, equipment damage due to overcurrent, and the like.

  In view of the above circumstances, an object of the present invention is to realize an electric motor control suitable for the characteristics of the fuel cell, and more specifically, an electric motor control capable of suppressing vibration generated in the electric motor control system due to a temperature drop of the fuel cell. .

In order to solve the above problems, the first invention
An electric motor for driving an electric vehicle (for example, the induction motor 30 in FIG. 1);
A fuel cell (eg, fuel cell system 10 of FIG. 1);
An inverter that converts the direct current output of the fuel cell into alternating current and outputs the alternating current to the electric motor (for example, the inverter 20 in FIG. 1);
A control device (eg, the control system 50 of FIG. 1) that controls the inverter in accordance with a given command signal (eg, the q-axis current command I _q ^* of the embodiment);
In an electric motor control device comprising:
The control device has advance compensation means (for example, a phase advance compensator 59 in FIG. 3) for applying a predetermined advance compensation to the given command signal based on the output of the fuel cell, and is compensated by the advance compensation means. Controlling the inverter according to the received signal,
This is an electric motor control device.

  According to the first invention, an electric motor, a fuel cell, an inverter that converts the direct current output of the fuel cell into alternating current and outputs the alternating current to the electric motor, and a control device that controls the inverter according to a given command signal are provided. In the motor control device, the control device can control the inverter according to a signal that is compensated by applying predetermined advance compensation based on the fuel cell output to a given command signal. Therefore, the vibration phenomenon that occurs in the motor control system due to the above-described temperature drop of the fuel cell is that the output voltage of the fuel cell is delayed compared to the output current, that is, the delay from the output voltage of the fuel cell to the output current is delayed. Although it is presumed to be caused, for example, by performing secondary phase lead compensation as the predetermined lead compensation, it becomes possible to suppress the vibration phenomenon occurring in the motor control system.

The second invention is
An electric motor,
A fuel cell;
An inverter that converts the direct current output of the fuel cell to alternating current according to a given output command signal and outputs the alternating current to the electric motor;
A control device that generates the output command signal and controls the inverter;
In an electric motor control device comprising:
The control device includes advance compensation means for performing predetermined advance compensation on the output command signal based on the fuel cell output.
This is an electric motor control device.

  According to the second aspect of the invention, an electric motor control device, a fuel cell, an inverter that converts the direct current output of the fuel cell to alternating current and outputs the alternating current to the electric motor, and a control device that generates an output command signal and controls the inverter In the electric motor control device provided with the control device, the control device can perform predetermined advance compensation based on the fuel cell output to the generated output command signal. That is, the inverter is controlled in accordance with a signal obtained by performing predetermined advance compensation on the generated output command signal. Therefore, the vibration phenomenon that occurs in the motor control system due to the above-described temperature drop of the fuel cell is that the output voltage of the fuel cell is delayed compared to the output current, that is, the delay from the output voltage of the fuel cell to the output current is delayed. Although it is presumed to be caused, for example, by performing secondary phase lead compensation as the predetermined lead compensation, it becomes possible to suppress the vibration phenomenon occurring in the motor control system.

Further, as in the third invention, in the motor control device of the first or second invention,
Further comprising power detection means for detecting power flowing into the motor,
The advance compensation means includes gain changing means for increasing the degree of advance compensation as the power detected by the power detection means increases.
It's also good.

  According to the third aspect of the invention, the same effects as those of the first or second aspect of the invention can be obtained, and the degree of advance compensation can be increased as the inflow power to the motor is increased.

Further, as in the fourth invention, in the motor control device of the first or second invention,
Further comprising speed detecting means for detecting the rotational speed of the electric motor;
The advance compensation means includes gain changing means for increasing the degree of advance compensation as the rotational speed detected by the speed detection means increases.
It's also good.

  According to the fourth aspect of the invention, the same effect as that of the first or second aspect of the invention can be obtained, and the degree of advance compensation can be increased as the rotational speed of the electric motor is increased. Here, as the speed detection means, it is possible to directly detect the rotation speed by attaching a speed sensor, or by using a method similar to the speed estimation used in the known speed sensorless vector control. It may be estimated.

The fifth invention is:
An electric motor,
A fuel cell;
An inverter that converts the direct current output of the fuel cell into alternating current and outputs the alternating current to the electric motor;
A control device for controlling the inverter;
In an electric motor control device comprising:
Vibration detecting means for detecting whether or not a predetermined vibration phenomenon occurs in the fuel cell output;
The control device has output power reduction control means for controlling the inverter so as to reduce output power to the electric motor when occurrence of a vibration phenomenon is detected by the vibration detection means.
This is an electric motor control device.

  According to the fifth aspect of the invention, in the electric motor control device including the electric motor, the fuel cell, the inverter that converts the direct current output of the fuel cell into alternating current and outputs the alternating current to the electric motor, and the control device that controls the inverter, When the apparatus detects that a predetermined vibration phenomenon has occurred in the fuel cell output, the inverter can be controlled to reduce the output power to the electric motor.

  The vibration phenomenon that occurs in the motor control system due to the above-described temperature drop of the fuel cell is caused by the fact that the output voltage of the fuel cell is delayed compared to the output current, that is, the delay system is from the output voltage of the fuel cell to the output current. Presumed. Therefore, when an induction motor is used as an electric motor, the induction motor has a characteristic that a vibration phenomenon does not occur even if the output current of the fuel cell is delayed when the power consumption is low. By controlling so that the output power to the motor is reduced, that is, the power consumption is reduced when this occurs, the vibration phenomenon occurring in the motor control system can be suppressed.

The sixth invention is:
An electric motor,
A fuel cell;
An inverter that converts the direct current output of the fuel cell into alternating current and outputs the alternating current to the electric motor;
A control device for controlling the inverter;
In an electric motor control device comprising:
Vibration detecting means for detecting whether or not a predetermined vibration phenomenon occurs in the inverter output;
The control device has output power reduction control means for controlling the inverter so as to reduce output power to the electric motor when occurrence of a vibration phenomenon is detected by the vibration detection means.
This is an electric motor control device.

  According to the sixth aspect of the invention, there is provided an electric motor control device including an electric motor, a fuel cell, an inverter that converts a direct current output of the fuel cell into an alternating current and outputs the alternating current, and a control device that controls the inverter. When it is detected that a predetermined vibration phenomenon has occurred in the output, the inverter can be controlled to reduce the output power to the motor.

  The vibration phenomenon that occurs in the motor control system due to the above-described temperature drop of the fuel cell is caused by the fact that the output voltage of the fuel cell is delayed compared to the output current, that is, the delay system is from the output voltage of the fuel cell to the output current. Presumed. Therefore, when an induction motor is used as an electric motor, the induction motor has a characteristic that no oscillation phenomenon occurs even if the output current of the fuel cell is delayed when the power consumption is small. When it occurs, by controlling so as to reduce the output power to the motor, that is, to reduce the power consumption, it is possible to suppress the vibration phenomenon that occurs in the motor control system.

Further, as in the seventh invention, in the motor control device of the fifth or sixth invention,
Further comprising a temperature measuring means for measuring the ambient temperature of the fuel cell;
The vibration detection means includes an estimation means for estimating that the vibration phenomenon has occurred when the temperature measured by the temperature measurement means is equal to or lower than a predetermined threshold value or less than a predetermined threshold value.
It's also good.

  According to the seventh aspect, the same effect as the fifth or sixth aspect is achieved, and it is estimated that the vibration phenomenon occurs when the ambient temperature of the fuel cell is equal to or less than a predetermined threshold value. Can do.

Further, as in the eighth invention, in the motor control device of any of the fifth to seventh inventions,
Further comprising power detection means for detecting power flowing into the motor,
The output power reduction control means has a reduction amount control means for increasing the reduction amount of the output power as the power detected by the power detection means is larger.
It's also good.

  According to the eighth aspect of the invention, the same effects as those of the fifth to seventh aspects can be obtained, and the amount of reduction in the output power to the motor can be increased as the inflow power to the motor is increased. That is, it is predicted that the greater the inflow power to the motor, the greater the vibration phenomenon will occur in the motor control system. Therefore, the vibration generated in the motor control system is controlled by increasing the reduction amount of the power consumption of the motor. It becomes possible to suppress the phenomenon more effectively.

Further, as in the ninth invention, in the motor control device of any of the fifth to seventh inventions,
Further comprising speed detecting means for detecting the rotational speed of the electric motor;
The output power reduction control means has a reduction amount control means for increasing the reduction amount of the output power as the rotational speed detected by the speed detection means is larger.
It's also good.

  According to the ninth aspect, the same effects as those of the fifth to seventh aspects can be obtained, and the reduction amount of the output power to the motor can be increased as the rotational speed of the motor is increased. As the motor rotation speed increases, it is predicted that a large vibration phenomenon will occur in the motor control system. Therefore, the vibration generated in the motor control system is controlled by increasing the power consumption reduction amount of the motor. It becomes possible to suppress the phenomenon more effectively.

Further, as in the tenth invention, in the motor control device of any one of the first to ninth inventions,
The electric motor is an electric motor that drives an electric vehicle, and the electric motor of the electric vehicle may be controlled.

  Here, the “electric vehicle” refers to a vehicle that travels by electric power (mainly the rotational force of an electric motor), such as a train or an electric vehicle. According to the tenth aspect, in the electric vehicle driven by using the fuel cell as a driving power source, the same effect as any one of the first to ninth aspects can be achieved.

  According to the present invention, it is possible to suppress the vibration generated in the motor control system due to the temperature drop of the fuel cell.

  The best mode for carrying out the present invention will be described below with reference to the drawings. In the following, the case where the present invention is applied to a train which is a kind of electric car will be described, but the application of the present invention is not limited to this.

[Principle of vibration suppression]
As described above, in an electric motor control system such as a railway vehicle (train) driven by a fuel cell, when the fuel cell temperature decreases, an electrical vibration phenomenon occurs in the fuel cell output (voltage / current / power), As a result, it has been found that an electric vibration is generated in the entire motor control system. Since this is a phenomenon that occurs when the temperature of the fuel cell is lowered, it is presumed to be caused by the characteristics of the fuel cell. That is, it is estimated that this is a phenomenon that occurs when the output current of the fuel cell is delayed compared to the output voltage, that is, the transfer function from the output current to the output voltage has a delay element. Therefore, in the present embodiment, vibration phenomenon that occurs in the entire control system is suppressed by adding secondary phase advance compensation (so-called damping compensation) to the motor control system.

[Main circuit configuration]
FIG. 1 is a block diagram showing a schematic configuration of a main circuit system for driving a railway vehicle in the present embodiment. The main circuit system uses a fuel cell as a power source to drive an induction motor with a VVVF inverter device, and mainly includes a fuel cell system 10, an inverter 20, an induction motor 30, and a control system 50. Is done.

  The fuel cell system 10 is composed of a fuel cell that generates direct-current power by converting chemical energy into electrical energy. The present embodiment is realized by a polymer electrolyte fuel cell (PEMFC) that is widely applied to electric vehicles and stationary power supply devices and is considered to be highly practical. The electric power generated by the fuel cell system 10 is supplied to the inverter 20.

FIG. 2 shows the principle diagram of PEMFC. As shown in the figure, the PEMFC uses a solid polymer membrane as an electrolyte, and pressurized hydrogen is sent to the fuel electrode and pressurized air is sent to the oxygen electrode. At the fuel electrode, as shown in the electrochemical reaction formula (1a), hydrogen is separated into hydrogen ions H ⁺ and electrons e ⁻ by the catalytic action of the fuel electrode. Hydrogen ions H ⁺ pass through the solid polymer electrolyte membrane and reach the oxygen electrode, and electrons e ⁻ are taken out by the fuel electrode and supplied to the external circuit. At the oxygen electrode, as shown in the electrochemical reaction formula (1b), the electron e ⁻ supplied from the external circuit to the oxygen electrode, oxygen O ₂ in the air, and the solid polymer electrolyte membrane were reached. Hydrogen ions H ⁺ react to produce water.

  Here, the temperature of the fuel cell system 10 means the ambient temperature of the fuel cell body or the temperature of the intake air sent to the oxygen electrode of the fuel cell.

  The inverter 20 is composed of a semiconductor switching element such as an IGBT. The inverter 20 is switching-driven in accordance with a control signal input from the control system 50, converts the DC power supplied from the fuel cell system 10 into variable voltage / variable frequency three-phase AC power, and supplies it to the induction motor 30.

  The induction motor 30 is a main motor (main motor) that rotationally drives an axle (not shown) with three-phase AC power supplied from the inverter 20, and is realized by a three-phase AC induction motor in this embodiment.

The control system 50 includes a rotor frequency of the induction motor 30 detected by the pulse generator 40, an inflow current to the induction motor 30 detected by the current sensors 32a and 32b (that is, a supply current from the inverter 20), and a fuel cell. The inverter 20 is controlled based on the output voltage V _FC of the system 10 (specifically, the voltage across the filter capacitor C _F connected between the fuel cell system 10 and the inverter 20). Specifically, after the fuel cell system 10 is started, the control system 50 performs constant torque control that drives with a constant current up to a certain speed, and after the modulation factor reaches the maximum value, the d-axis current command is converted to an inverter. Weak magnetic flux control (weak field control) is performed to reduce the frequency to the (−1) power.

  FIG. 3 shows a block configuration diagram when slip frequency vector control is performed as an example of the control system 50. According to the figure, the control system 50 mainly includes a current command calculation unit 51, adders 52a and 52b, a current controller (ACR) 53, a PWM control circuit 54, a slip frequency calculation unit 56, An integrator 57, a coordinate converter 58, and a phase lead compensator 59 are provided.

  The F / V converter 55 converts the rotational speed of the induction motor 30 detected by the pulse generator 40 into a rotor frequency ωr and outputs the rotor frequency ωr.

Based on the rotor frequency ωr input from the F / V converter 55, the current command calculation unit 51 uses the d-axis current command I _d ^* and the q-axis current command I _q0 ^* as current commands for driving the induction motor 30. Calculate and output.
The adder 52a adds the q-axis current correction command I _qdmp ^* input from the phase advance compensator 59 to the q-axis current command I _q0 ^* input from the current command calculation unit 51 to correct the q-axis current. Output as command I _q ^* .

The slip frequency calculator 56 calculates the slip frequency ωs based on the d-axis current command I _d ^* input from the current command calculator 51 and the q-axis current command I _q ^* input from the adder 52a.
The adder 52b adds the slip frequency ωs input from the slip frequency calculation unit 56 and the rotor frequency ωr input from the F / V converter 55, and outputs the result as a primary frequency (inverter frequency) ω1.
The integrator 57 time-integrates the primary frequency ω1 input from the adder 52b and outputs it as the rotor angle θ1 of the induction motor 30.

The coordinate converter 58 converts the U-phase current I _u and the V-phase current I _v of the induction motor 30 detected by the current sensors 32a and 32b into a dq axis coordinate conversion based on the rotor angle θ1 input from the integrator 57. Then, the d-axis component is converted into a d-axis detection current (excitation detection current) I _d and a q-axis component q-axis detection current (torque detection current) I _q and output. The dq axis coordinates are a rotating coordinate system that rotates at the same angular velocity as the primary frequency of the inverter 20. As a conversion formula from I _u and I _v to I _d and I _q , for example, the following formula is known.

The current controller 53 includes a d-axis current command I _d ^* input from the current command calculation unit 51, a q-axis current command I _q ^* input from the adder 52a, and a detection current input from the coordinate converter 58. The voltage commands V _d ^* and V _q ^* are calculated from I _d and I _q according to the following equation (3).

In Expression (3), Φf is a field magnetic flux of the induction motor 30. C _PId (s) and C _PIq (s) represent PI compensators for the d-axis current command I _d ^* and the q-axis current command I _q ^* , respectively, and H _DCd (s) and H _DCq (s) are , Respectively represent decoupling compensation terms of the d-axis current command I _d ^* and the q-axis current command I _q ^* . That is, the current controller 53 performs feedback control so that the deviation between the current commands I _d ^* , I _q ^* and the detected currents I _d , I _q becomes zero, and also outputs the current commands I _d ^* , I _q ^* . The voltage commands V _d ^* and V _q ^* are calculated by performing non-interference compensation for removing interference between the dq axes.

The PWM control circuit 54 uses the voltage commands V _d ^* and V _q ^* input from the current controller 53 as the three-phase voltage commands V _U ^* and V _U based on the rotor angle θ1 input from the integrator 57. ^* , Converted to V _W ^* . Then, a PWM control signal for turning on / off the switching element of the inverter 20 is generated based on the converted voltage commands V _U ^* , V _V ^* , V _W ^* , and is output to the inverter 20.

The phase advance compensator 59 is a compensator inserted in order to suppress an electric vibration phenomenon generated in the motor control system due to a temperature drop of the fuel cell. The phase advance compensator 59 is a transfer function G _d (s ). Then, the phase advance compensator 59 calculates a q-axis current correction command I _qdmp ^* by performing a secondary phase advance calculation based on the output voltage V _FC of the fuel cell system 10 detected by a voltage sensor (not shown). . The calculated q-axis current correction command I _qdmp ^* is added to the q-axis current command I _q0 ^* by the adder 52a.

As shown in the equation (4), the phase lead compensator 59 includes a series combination of two-stage primary differential elements 59a and 59b and a proportional element 59c. Proportional gain K _dmp and time constants T _D1 , T _D2, etc. of this transfer function G _d (s) are design items, and by adjusting them appropriately, an appropriate q-axis current command that matches the specifications of the control system Correction I _qdmp ^* can be obtained. Note that the time constants T _D1 and T _D2 of each primary differential element are normally set to the same value.

Further, since the primary differential elements 59a and 59b are high-pass filters that allow only high-frequency components to pass, the cutoff frequency (so that only the vibration component of the output voltage V _FC (vibration component generated due to the temperature drop of the fuel cell) is extracted is extracted. By appropriately setting the cut-off frequency), that is, by appropriately setting the gain of the transfer function G _d (s), the phase lead compensation is performed only when an electrical oscillation phenomenon occurs in the output voltage V _FC. The current correction command I _qdmp ^* output from the device 59 can be _given a value so that the compensation by the phase lead compensator 59 can be made effective.

[Test results]
Subsequently, one test result using the above-described main circuit system is disclosed, and as a suppression of the electric vibration phenomenon that occurs in the motor control system due to the temperature drop of the fuel cell system 10, the secondary lead by the phase advance compensator 59 is used. Explain that phase lead compensation is effective.

4 and 5 are diagrams showing test results when the induction motor 30 is driven while the temperature of the fuel cell system 10 is lowered below the normal temperature. When the fuel cell system 10 is started up (the drive of the induction motor 30 is started). The test results during constant torque control (acceleration) are shown. FIG. 4 shows a test result when the phase lead compensator 59 is not inserted (compensation is not performed), and FIG. 4B shows a test result when the phase lead compensator 59 is inserted (compensation is performed). Is shown. In both figures, with the horizontal axis as a common time axis, in order from the top, (a) the output voltage V _FC of the fuel cell system 10, (b) the output current I _FC , (c) the d-axis current command I _d ^* And d-axis detection current I _d , (d) q-axis current command I _q ^* and d-axis detection current I _q , (e) slip frequency ωs and rotor frequency ωr, (f) output power P _FC of fuel cell system 10, Is shown.

Comparing the case without compensation by the phase lead compensator 59 shown in FIG. 4 and the case with compensation shown in FIG. 5, the vibration of each signal is suppressed in the case with compensation compared to the case without compensation. You can see that In particular, for each of the output voltage V _FC (a), the output current I _FC (b), the q-axis detection current I _q (d) of the fuel cell system 10 and the output power P _FC (f) of the fuel cell system 10, It can be seen that the vibration is greatly suppressed. Thus, it can be said that secondary phase lead compensation by the phase lead compensator 59 is effective as a method for suppressing the vibration phenomenon that occurs in the motor control system due to the temperature drop of the fuel cell system 10.

[Action / Effect]
As described above, in the motor control system of the control system 50 according to the present embodiment, the phase advance compensator 59 performs the secondary phase advance compensation on the output voltage V _FC of the fuel cell system 10 to provide the q-axis current correction command I. _qdmp ^* is generated, and the generated q-axis current correction command I _qdmp ^* is added to the q-axis current command I _q0 ^* calculated by the current command calculation unit 51 for correction. Then, voltage commands V _d ^* and V _q ^* are generated based on the d-axis current command I _d ^* calculated by the current command calculation unit 51 and the corrected q-axis current command I _q ^*, and the generated voltage command The inverter 20 is PWM controlled according to V _d ^* and V _q ^* . Therefore, the vibration phenomenon that occurs in the motor control system due to the temperature drop of the fuel cell is caused by the fact that the output voltage of the fuel cell is delayed compared to the output current, that is, the delay system is from the output voltage of the fuel cell to the output current. As estimated, the second phase advance compensation is performed on the output voltage V _FC of the fuel cell system 10 to suppress the vibration phenomenon that occurs in the motor control system.

[Modification]
The application of the present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit of the present invention.

(A) Detected value For example, in the above-described embodiment, the output voltage V _FC of the fuel cell system 10 is detected and input to the phase advance compensator 59 to calculate the q-axis current correction command I _qdmp ^*. However, instead of the output voltage V _FC , the detected value is changed to (a) the output current I _FC of the fuel cell system 10 (or the current flowing through the filter capacitor C _F ), (b) the output power P of the fuel cell system 10 _FC , (c) output voltage of inverter 20 (or input voltage to induction motor 30), (d) output current of inverter 20 (or input current to induction motor 30), (e) output power of inverter 20 (Or input power to the induction motor 30) may be detected (or calculated) and input to the phase advance compensator 59 to calculate the q-axis current correction command I _qdmp ^* . In this case, of course, it is necessary to appropriately set the proportional gain K, the time constant T, and the like. Further, (a) the output current I _FC of the fuel cell system 10 may be calculated by differentiating the output voltage V _FC of the fuel cell system 10.

(B) Correction Target In the above-described embodiment, the q-axis current correction command I _qdmp ^* calculated by the phase advance compensator 59 is added to the q-axis current command I _q ^* for correction. Instead of the q-axis current command I _q ^* , the object may be corrected by adding to either the (a) q-axis voltage command V _q ^* or (b) the primary frequency ω1 or the rotor angle θ1. good. In this case also, it is necessary to appropriately set the proportional gain K, the time constant T, and the like.

(C) Adjustment of q-axis current correction command I _qdmp ^* The value _obtained by multiplying the correction value I _qdmp ^* output from the phase advance compensator 59 by a gain corresponding to the power consumption or rotation speed of the induction motor 30 May be adjusted so that the compensation is effective only at high speed and large output. Specifically, for example, if the power consumption or the rotation speed is less than a predetermined threshold, the gain of “0 to 1” is multiplied. If the power consumption or the rotation speed is equal to or greater than the threshold, the larger gain is multiplied as the power consumption or the rotation speed increases.

  Here, the rotational speed of the induction motor 30 may be directly detected by a speed sensor such as a pulse generator, for example, or may be an estimation method (output voltage / current of the induction motor 30 or constant) used in known speed sensorless vector control. Or the like).

(D) Compensation Method In the above-described embodiment, the q-axis current is obtained by inputting the detected value (the output voltage V _FC of the fuel cell system 10) to the phase advance compensator 59 and performing the secondary phase advance calculation. The correction command I _qdmp ^* is calculated and added to the operation target (q-axis current command I _q ^* ) for correction, but this may be performed as follows. That is, (1) it is detected whether or not a vibration phenomenon has occurred in the motor control system, and (2) if it occurs, control to suppress vibration is performed.

  Here, (1) the detection of the vibration phenomenon includes the following method. That is, (a) the vibration component (the temperature drop of the fuel cell system 10 is reduced by passing, for example, a predetermined filter from the output (voltage / current / power) of the fuel cell system 10 or the output (voltage / current / power) of the inverter 20. The vibration component generated by (1) is extracted. If a vibration component of a certain level or more is detected, it is determined that a vibration phenomenon has occurred. Or, (b) the temperature of the fuel cell system 10, that is, the ambient temperature of the fuel cell system 10 or the temperature of the intake air sent to the oxygen electrode of the fuel cell is measured. Then, if the measured temperature is less than or less than a predetermined temperature estimated to cause a vibration phenomenon in the motor control system, it is determined that the temperature has occurred.

In addition, (2) vibration suppression is a method of limiting power consumption by, for example, stepping down the output voltage / current from the inverter 20 to the induction motor 30 to suppress the vibration phenomenon that occurs in the motor control system. There is. This is because the induction motor 30 has a characteristic that, when the power consumption is low (small) to some extent, no vibration phenomenon occurs even if the output current I _FC of the fuel cell system 10 is delayed compared to the output voltage V _FC. Because.

(E) Applicable object Furthermore, in the above-described embodiment, the case where the present invention is applied to a train has been described. However, it is needless to say that the present invention can be similarly applied to other electric vehicles such as an electric vehicle. An electric vehicle is a vehicle that travels by electric power (mainly, rotational force of an electric motor) such as a train or an electric vehicle. Further, the present invention is not limited to an electric vehicle, and can be similarly applied to a mechanical device using a motor as a power source, such as a machine tool, a manufacturing facility, a lift, a fan / pump, and the like.

The block diagram of a main circuit system. The principle figure of a polymer electrolyte fuel cell (PEMFC). The block block diagram of the electric motor control system by a control system. An example of a test result when there is no compensation by a phase lead compensator. An example of a test result when there is compensation by a phase lead compensator.

Explanation of symbols

10 Fuel cell system 20 Inverter (INV)
30 Induction motor (IM)
40 Pulse generator (PG)
50 Control System 51 Current Command Calculation Unit 52 Adder 53 Current Controller (ACR)
54 PWM Control Circuit 55 F / V Converter 56 Slip Frequency Calculation Unit 57 Integrator 58 Coordinate Converter 59 Phase Lead Compensator V _FC Fuel Cell System Output Voltage I _FC Fuel Cell System Output Current

Claims (5)

An inverter that converts the direct current output of the fuel cell to alternating current and outputs it to an electric motor;
A control device for controlling the inverter according to a given command signal;
Speed detecting means for detecting the rotational speed of the electric motor;
Equipped with a,
The control device is an electric vibration phenomenon that occurs during driving of the electric motor in a main circuit system in which output power from the fuel cell is directly input to the inverter and supplied to the electric motor. (a comprehensive hereinafter referred to as "the temperature of the fuel cell.") inlet air temperature of the air fed to the oxygen electrode of the ambient temperature or the fuel cell body output voltage of the fuel cell by the change of the output current and the output power or (a comprehensive hereinafter referred to as an "output quantities of the fuel cell.") is a vibration phenomenon which vibrates at 10Hz or less, the secondary cut-off frequency is set to extract the oscillation frequency component phase advance processing And a lead compensation means for performing secondary phase lead compensation on the command signal by compensating the command signal based on a compensation value obtained by executing the control based on various output amounts of the fuel cell. Te, and controls the inverter according to the compensated signal by the lead compensation means,
Furthermore, when the rotational speed detected by the speed detection means is equal to or higher than a predetermined threshold, the advance compensation means includes gain changing means for increasing the degree of advance compensation as the rotational speed increases.
Electric motor control device. An inverter that converts the DC output of the fuel cell to AC in accordance with a given command signal and outputs it to the motor;
A control device for generating the command signal and controlling the inverter;
Speed detecting means for detecting the rotational speed of the electric motor;
Equipped with a,
The control device is an electric vibration phenomenon that occurs during driving of the electric motor in a main circuit system in which output power from the fuel cell is directly input to the inverter and supplied to the electric motor. of vibration phenomena output quantities of the fuel cell by the change in temperature is vibrated at 10Hz or less, the secondary cut-off frequency is set to extract the oscillation frequency component phase lead the fuel cell operation processing output a compensation value obtained by executing based on the quantities have a performing lead compensation means secondary phase lead compensation to the command signal by compensating said command signal on the basis,
Furthermore, when the rotational speed detected by the speed detection means is equal to or higher than a predetermined threshold, the advance compensation means includes gain changing means for increasing the degree of advance compensation as the rotational speed increases.
Electric motor control device. The electric motor control device according to claim 1 or 2 ,
The command signal includes at least a d-axis command signal and a q-axis command signal as command signals for driving the electric motor,
The advance compensation means performs the secondary phase advance compensation on the q-axis command signal included in the command signal.
Electric motor control device. The electric motor control device according to any one of claims 1 to 3 ,
The electric motor is a motor for driving a vehicle, and controls the electric motor. An electric motor for driving the vehicle;
A fuel cell;
The motor control device according to any one of claims 1 to 4 , wherein control is performed to convert a direct current output of the fuel cell into alternating current and output the alternating current to the electric motor.
Vehicle equipped with.

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