JP4945493B2 - Electric motor control method and electric motor control device - Google Patents

Description

  The present invention relates to an electric motor control method and the like that collectively control each n-axis (n ≧ 2) electric motor that drives an electric vehicle connected in parallel to a power supply line by vector control.

  As control of the electric motor of an electric vehicle, a technique is known in which vector control is performed on a plurality of electric motors connected in parallel to a power supply line. In collective control of a plurality of electric motors, control is generally performed based on the rotor speed (rotor angular frequency) of each electric motor and the feedback value of the inverter output current. This is because the rotor speed and the inflow current of each electric motor take almost the same value and the electric motor torque becomes almost the same value during the adhesion running (normal time).

  Moreover, the feed current (inverter output current) of the feed line in which the motors are connected in parallel is the sum of the inflow currents of the respective motors. Therefore, the current of each motor is substantially equal during adhesion running (normal time), but the load of each motor is unbalanced during idling / sliding. This will be specifically described. In the vector control, the amplitude (the length of the vector I), the magnetic flux component, and the torque component are controlled by using the feeding current that is the inverter output current, that is, the total current vector I as a control target. For example, in the case of 1C2M control, the current vectors input to the two motors are about ½ each of the total current vector I, and the values of the magnetic flux component and the torque component are substantially the same between the respective motors. However, when idling or gliding (hereinafter, collectively referred to as “idling gliding”) occurs in one motor, the load torque of the one motor decreases. Then, the torque component current of the motor that has slipped idly decreases so as to reduce the torque corresponding to the reduced load torque. This decrease in torque component current is distributed as an increase in the motor that is not idling. This is because the total current vector I is controlled to be constant.

  If this phenomenon is left unattended, an excessive torque is applied to the motor that is not idling, and the idling may be induced, leading to all-axis idling. Such a problem is as described in Patent Document 1, for example.

For example, a technique described in Patent Document 2 is known as control corresponding to torque imbalance. The technique of Patent Document 2 feeds back an inverter output current (feed current of a feed line), and when torque imbalance occurs, the torque command is lowered to lower the torque of all the motors that are collectively controlled. Is.
JP 2002-112404 A Japanese Patent Laid-Open No. 10-80190

  The present invention proposes a new technique for suppressing the torque imbalance during the occurrence of idling, and is a new technique that is completely different from the conventional control technique in which the inverter output current is fed back to lower the torque command. It was devised to realize adaptive control.

The first invention for solving the above problems is:
An electric motor control method for collectively controlling the motors of n-axis (n ≧ 2) in an electric vehicle or a carriage connected in parallel to a power supply line by vector control,
This is an electric motor control method for performing the collective control using the electric motor current and the rotor angular frequency of the last axis in the traveling direction among the n axes to be controlled during power running.

As another invention with respect to the first invention,
An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
Current detection means for detecting the motor current of the axis in the direction of travel of the n-axis to be controlled;
Angular frequency detection means for detecting the rotor angular frequency of the axis at the end in the traveling direction;
Power running collective control means for performing the collective control using the current detected by the current detecting means during power running and the angular frequency detected by the angular frequency detecting means;
It is good also as comprising the motor control apparatus provided with.

  According to the first aspect of the present invention, during powering, all motors of the control target n-axis are used by using the motor current and the rotor angular frequency of the rearmost axis of the control target n-axis. Collectively controlled by vector control. During power running, axial load movement occurs in the vehicle and the carriage. According to the axial load movement at the time of power running, among the n-axes to be controlled in the electric vehicle or the bogie, the axial load at the rearmost in the traveling direction becomes the largest compared to the other axes. Therefore, it can be said that the motor with the torque component current substantially the same is in a state where the axis at the rearmost in the traveling direction is least likely to idle during power running. Therefore, at the time of power running, all the motors of the n-axis to be controlled are collectively controlled using the axis at the rearmost in the traveling direction with the lowest possibility of idling as a control reference.

  Even if an axis other than the rearmost axis in the traveling direction is idle, as long as the rearmost axis is traveling in an adhesive manner, collective control using the motor current and rotor angular frequency of the rearmost axis is continued. Therefore, there is no risk that the torque of the rearmost shaft will increase to cause idling. According to the first aspect of the invention, it is possible to realize adaptive and epoch-making motor batch control in consideration of axial load movement during power running.

The second invention is
An electric motor control method for collectively controlling the motors of n-axis (n ≧ 2) in an electric vehicle or a carriage connected in parallel to a power supply line by vector control,
This is an electric motor control method for performing the collective control using the electric motor current and the rotor angular frequency of the frontmost axis in the traveling direction among the n axes to be controlled during braking.

As another invention for the second invention,
An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
Current detecting means for detecting the motor current of the foremost axis in the traveling direction of the n-axis to be controlled;
Angular frequency detection means for detecting the rotor angular frequency of the foremost shaft in the traveling direction;
Braking-time batch control means for performing the batch control using the current detected by the current detection means during braking and the angular frequency detected by the angular frequency detection means;
It is good also as comprising the motor control apparatus provided with.

  According to the second aspect of the invention, at the time of braking, the motors of all the n-axes to be controlled are used by using the motor current and the rotor angular frequency of the foremost axis in the traveling direction among the n-axes to be controlled. Collectively controlled by vector control. Axial movement occurs in the vehicle and the carriage during braking. According to the axial load movement at the time of braking, among the n-axes to be controlled in the electric vehicle or the bogie, the foremost axial load in the traveling direction is the largest compared to the other axes. Therefore, it can be said that the most forward shaft in the traveling direction is most difficult to slide between the electric motors having substantially the same torque component current during braking. Therefore, at the time of braking, all the n-axis motors to be controlled are collectively controlled by using the front axis in the traveling direction with the lowest possibility of sliding as a control reference.

  Even if an axis other than the foremost axis in the traveling direction slides, as long as the foremost axis is sticking, collective control using the motor current and rotor angular frequency of the foremost axis is continued. Therefore, there is no fear that the torque of the foremost shaft will increase and sliding will be induced. According to the second aspect of the invention, it is possible to realize adaptive and epoch-making electric motor batch control in consideration of axial load movement during braking.

The third invention is
An electric motor control method for collectively controlling, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line fed by the inverter,
An idling detection step of detecting the occurrence of idling of the axis by using a predetermined axis other than the last axis in the traveling direction among the n axes to be controlled as an idling monitoring axis;
When detection by the idling detection step is not performed during power running, the motor current of each n-axis or the output current of the inverter and the rotor angular frequency of each n-axis motor or the rotor angular frequency of the representative-axis motor And the collective control is performed using the motor current and the rotor angular frequency of the last axis in the traveling direction of the n-axis. A batch control switching step;
Is an electric motor control method including

As another invention with respect to the third invention,
An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line fed by the inverter,
Current detection means for detecting the motor current of the axis in the direction of travel of the n-axis to be controlled;
Angular frequency detection means for detecting the rotor angular frequency of the axis at the end in the traveling direction;
An idling detection means for detecting the occurrence of idling of the axis by using a predetermined axis other than the last axis in the traveling direction among the n axes to be controlled as an idling monitoring axis;
When detection by the idling detection means is not performed during power running, the motor current of each n-axis or the output current of the inverter and the rotor angular frequency of each n-axis motor or the rotor angle of the representative-axis motor When the collective control is performed using the frequency, and the detection by the idling detection unit is performed, the motor current detected by the current detection unit and the angular frequency detected by the angular frequency detection unit are used. Power running batch control means for performing batch control;
It is good also as comprising the motor control apparatus provided with.

  According to the third invention and the like, when idling is not detected during power running, the motor current of each n-axis to be controlled or the output current of the inverter and the rotor angular frequency of each motor of the n-axis Alternatively, collective control using the rotor angular frequency of the representative shaft motor is performed. This collective control can be said to be the same control as the conventional control. When idling is detected during power running, all the motors of the control target n-axis are used by using the motor current and the rotor angular frequency of the rearmost axis of the control target n-axis. Are collectively controlled by vector control.

  During power running, axial load movement occurs in the vehicle and the carriage. According to the axial load movement at the time of power running, among the n-axes to be controlled in the electric vehicle or the bogie, the axial load at the rearmost in the traveling direction becomes the largest compared to the other axes. Therefore, it can be said that the last axis in the traveling direction is most difficult to idle during power running. Therefore, when the idling monitoring axis other than the last axis in the traveling direction idles during power running, all the n-axis motors to be controlled are controlled with the last axis in the traveling direction having the lowest possibility of idling as the control reference. Collective control. According to the third aspect of the invention, it is possible to realize adaptive and epoch-making batch control of the motor in consideration of the axial load movement during power running.

The fourth invention is:
An electric motor control method for collectively controlling, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line fed by the inverter,
A sliding detection step of detecting the occurrence of sliding of the axis by using a predetermined axis other than the foremost axis in the traveling direction of the n-axis to be controlled as a sliding monitoring axis;
When detection by the sliding detection step is not performed at the time of braking, the motor current of each n-axis or the output current of the inverter and the rotor angular frequency of each n-axis motor or the rotor angular frequency of the motor of the representative shaft And the collective control is performed using the motor current and the rotor angular frequency of the foremost axis in the traveling direction among the n axes. A batch control switching step;
Is an electric motor control method including

As another invention with respect to the fourth invention,
An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line fed by the inverter,
Current detecting means for detecting the motor current of the foremost axis in the traveling direction of the n-axis to be controlled;
Angular frequency detection means for detecting the rotor angular frequency of the foremost shaft in the traveling direction;
Sliding detection means for detecting the occurrence of sliding of a predetermined axis other than the frontmost axis in the traveling direction among the n axes to be controlled, as a sliding monitoring axis;
When braking is not detected by the sliding detection means, the motor current of each n-axis or the output current of the inverter and the rotor angular frequency of each n-axis motor or the rotor angle of the representative-axis motor When the collective control is performed using the frequency and the detection by the sliding detection unit is performed, the motor current detected by the current detection unit and the angular frequency detected by the angular frequency detection unit are used. Batch control means for braking that performs batch control;
It is good also as comprising the motor control apparatus provided with.

  According to the fourth aspect of the invention, when no braking is detected during braking, the motor current of each n-axis to be controlled or the output current of the inverter and the rotor angular frequency of each n-axis motor are controlled. Alternatively, collective control using the rotor angular frequency of the representative shaft motor is performed. This collective control can be said to be the same control as the conventional control. When gliding is detected during braking, the motors of all the n-axes to be controlled are used by using the motor current and the rotor angular frequency of the foremost axis in the traveling direction among the n-axes to be controlled. Are collectively controlled by vector control.

  Axial movement occurs in the vehicle and the carriage during braking. According to the axial load movement at the time of braking, among the n-axes to be controlled in the electric vehicle or the bogie, the foremost axial load in the traveling direction is the largest compared to the other axes. Therefore, it can be said that the most forward axis in the traveling direction is most difficult to slide during braking. Therefore, when a gliding monitoring axis other than the foremost axis in the traveling direction slides during braking, all the n-axis motors to be controlled are controlled based on the foremost axis in the advancing direction with the lowest possibility of sliding. Collective control. According to the fourth aspect of the invention, it is possible to realize adaptive and epoch-making motor batch control that takes into account the movement of the axle load during braking.

  ADVANTAGE OF THE INVENTION According to this invention, adaptive and epoch-making electric motor batch control which considered the axial load movement is realizable.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. However, embodiments to which the present invention can be applied are not limited thereto.
In the present embodiment, an embodiment will be described in which the present invention is applied to an electric motor control device for an electric vehicle including two moving wheel 2-axis carts. In addition, a description will be given assuming that so-called 1C2M, in which the motors for two axes in the carriage are controlled by one control device, is controlled by vector control using each motor as an induction machine. The numbers in the subscripts of the variables and coefficients in the mathematical formulas indicate the axis numbers (1-2), and the axis numbers are 1, 2 from the traveling direction side.

[First Embodiment]
FIG. 1 is a diagram schematically showing a configuration related to the first embodiment among circuit blocks of a main circuit of a train, and a motor control for controlling the two-axis motor in the carriage and the two-axis motor. It is the figure which showed the apparatus centered.
According to FIG. 1, the main circuit of the train related to the first embodiment includes an electric motor control device 1, electric motors IM_1 and IM_2 that are induction machines, an inverter 70, current sensors 81, 82, and 85, and a speed sensor. 91, 92.

The electric motors IM_1 and IM_2 are main electric motors (main motors) that rotate the axle by being supplied with electric power from the inverter 70, and are three-phase induction machines in the present embodiment. The speed sensors 91 and 92 detect and output the rotational speeds (angular frequencies) ω _{r_1} and ω _{r_2} of the electric motors IM_1 and IM_2, respectively. The current sensor 85 detects the U-phase and V-phase output currents Iu and Iv of the inverter 70, and the current sensors 81 and 82 respectively supply the U-phase and V-phase inflow currents I _{u_1} and I _{v_1 of} the electric motors IM_1 and IM_2. I _{u_2} and I _{v_2} are detected and output.

The inverter 70 is supplied with overhead power via a pantograph and a converter. Then, the output voltage is adjusted based on the voltage command values Vu ^* , Vv ^* , and Vw ^* of the U phase, V phase, and W phase input from the vector control arithmetic unit 20, and power is supplied to the motors IM_1 and IM_2.

  The electric motor control device 1 including the vector control arithmetic device 20 performs vector control on the electric motors IM_1 and IM_2. The electric motor control device 1 is realized by a computer or the like including a CPU, a ROM, a RAM, and the like. For example, the motor control device 1 is mounted as a part of various control devices as a control board, or an inverter device including the inverter 70 is integrated. Configured as The electric motor control device 1 includes a re-adhesion control device 30 and an addition / subtraction unit 50 in addition to the vector control arithmetic device 20.

The re-adhesion control device 30 has the same configuration as a known re-adhesion control device, and may be the rotational speed (rotor angular frequency of each of the motors IM_1 and IM_2 detected by the speed sensors 91 and 92. Although it is described as “speed” or “rotor angular frequency”, both can be treated synonymously.) Ω _{r — 1} , ω _{r — 2} are compared with a reference speed (target speed) ω _m, and the reference speed ω _m is set to a predetermined value ( For example, it is detected that idling has occurred when the speed exceeds a value equivalent to 0.2 km / h), and a lowering command I _{q_R} for lowering the torque component current command value I _qref input to the vector control arithmetic unit 20 and re- _adhering is determined. Generate. The reference speed ω _m is the traveling speed of the train. For example, the reference speed ω _m may be obtained from a speed signal obtained from the driver's cab or the peripheral speed of the driven shaft of the T car. It may be determined as a minimum value at the time, a maximum value at the time of braking, or the like.

In addition, as the configuration of the re-adhesion control device 30, a coordinate conversion unit that converts U-phase and V-phase currents of the motor inflow current detected by the current sensors 81 and 82 into dq axis coordinates, and conversion by the coordinate conversion unit. An idle running detector that detects idling based on the difference in torque component current between the electric motor IM_1 and the electric motor IM_2, and a command unit that generates a lowering command I _{q_R} according to the detection of idling It is good to do.

The lowering command I _{q_R} output from the re-adhesion control device 30 is input to the adder / subtractor 50 and _acts to lower the torque component current command I _qref input to the vector control arithmetic device 20 by the command value by the lowering command I _{q_R} .

The vector control arithmetic unit 20 includes a voltage control command unit 210, a main motor signal switching unit 220, an integrator 250, and a coordinate conversion unit 270. The voltage control command device 210 generates a magnetic flux component current command value I _dref and a torque component current command value I _qref generated by referring to the current command pattern based on the notch signal of the cab and the braking (brake) command signal. In addition to inputting the command value, the motor motor angular frequency ω _r ^* , the magnetic flux component current feedback value I _d ^*, and the torque component current feedback value I _q ^* are input from the main motor signal switching unit 220 to the current state of the control target. The voltage command values Vu ^* , Vv ^* , Vw ^* are calculated and output to the inverter 70 as input values. The configuration of the voltage control command device 210 is the same as the configuration of the conventional voltage control command device.

  Further, the voltage control command unit 210 outputs the inverter angular frequency ω to the integrator 250. The integrator 250 calculates the rotating magnetic field position θ (magnetic flux phase) by integrating the inverter angular frequency ω, and outputs it to the coordinate conversion unit 270.

The coordinate converter 270 converts the inverter output U-phase current I _u and V-phase current I _v into an inverter output magnetic flux component current I _d and an inverter output torque component current I _q , and a first axis motor each U-phase current _{I u_1} and V-phase current _{I v_1} of IM_1 the first axis flux component current _{I d_1} the coordinate converter 272 for converting into a first shaft torque component current _{I Q_1,} motor of the second shaft IM_2 of and a coordinate converter 273 for converting the respective U-phase current _{I u_2} and V-phase current _{I v_2} to the second axis flux component current _{I d_2} and second shaft torque component current _{I Q_2.} Since the technology for converting the U-phase current and the V-phase current into the dq axis coordinates using the rotating magnetic field position θ is well known, detailed description thereof is omitted.

The main motor signal switching unit 220 inputs the inverter output magnetic flux component current _Id and the inverter output torque component current _Iq as the inverter output current from the coordinate conversion unit 270, and the first shaft magnetic flux component current as the first shaft motor current. I _{d —} 1 and the first shaft torque component current I _{q — 1} are input, and the second shaft magnetic flux component current I _{d —} 2 and the second shaft torque component current I _{q — 2} are input as the second shaft motor current. Further, the main motor signal switching unit 220 inputs the rotor angular frequencies ω _{r — 1} and ω _{r — 2} of the motors of the first and second axes detected by the speed sensors 91 and 92, respectively.

On the other hand, the main motor signal switching unit 220 determines whether the current running state is power running or braking based on a notch command and a braking command input from a cab or the like. Based on the current running state, the magnetic flux component current feedback value I _d ^* and the torque component current feedback value are represented as values representing the current state of the entire motor that is collectively controlled from various input current values. I _q ^* and the rotor angular frequency ω _r ^{* of} the motor are calculated and output to the voltage control command unit 210.

FIG. 2 shows the calculation principle by the main motor signal switching unit 220. If the current running state is power running, the main motor signal switching unit 220 uses the second axis, which is the rearmost axis in the traveling direction, as a reference axis, and the magnetic flux component based on the motor current and the rotor angular frequency of the second axis. The current feedback value I _d ^* , the torque component current feedback value I _q ^*, and the rotor angular frequency ω _r ^{* of the} motor are calculated. Specifically, twice the second axial magnetic flux component current I _{d_2} the magnetic flux component current feedback value I _d ^*, twice the second axial torque component current I _{Q_2} a torque component current feedback value I _q ^*, the The rotor angular frequency ω _{r —} 2 of the two-axis motor is set as the rotor angular frequency ω _r ^* .

If the current running state is braking, the main motor signal switching unit 200 uses the first axis that is the foremost axis in the traveling direction as a reference axis, based on the motor current and the rotor angular frequency of the first axis. Magnetic flux component current feedback value I _d ^* , torque component current feedback value I _q ^*, and rotor angular frequency ω _r ^{* of the} motor are calculated. Specifically, double the first axis flux component current I _{d_1} the magnetic flux component current feedback value I _d ^*, double the first shaft torque component current I _{Q_1} a torque component current feedback value I _q ^*, the The rotor angular frequency ω _{r —} 1 of the single-axis motor is set as the rotor angular frequency ω _r ^* .

Here, referring to FIG. 3 to FIG. 5, the main motor signal switching unit 220 determines the magnetic flux component current feedback value I _d ^* , the torque component current feedback value I _q ^*, and the rotor angular frequency ω _r ^{* of the} motor. The principle of calculation will be described in detail.

3 to 5, the horizontal axis represents the d-axis component (excitation component current) of the primary current, the vertical axis represents the q-axis component (torque component current) of the primary current, and I _{1 — 1} represents the first axis. The primary current vector flowing into the motor IM_1, I _{1_2} is the primary current vector flowing into the second axis motor IM_2, I ₁ is the feedback current vector, Φ ₂ is the secondary linkage vector, Coordinates are set so that the secondary linkage vector Φ ₂ matches the d-axis. The feedback current vector I ₁ is the sum of the magnetic flux component current feedback value I _d ^* and the torque component current feedback value I _q ^* .

FIG. 3 schematically shows the behavior of the current vector when both the first axis and the second axis are traveling in adhesion. As shown in FIG. 3, in this case, the primary current vector I _{1 — 1} is amplitude and phase of the primary current vector I _{1_2} are equal respectively.

Next, FIG. 4 is a diagram schematically showing the behavior of the current vector by the conventional control when the wheel (first shaft) driven by the electric motor IM_1 idles. When the first axis idles, the phase and amplitude of the primary current vector I _{1_1} change. However, in the conventional control, an inverter current vector, which is the sum of the primary current vector I _{1_1} and the primary current vector I _{1_2} , is used as a feedback current vector, and the phase and amplitude of the feedback current vector (inverter current vector) I ₁ are always constant. Since the constant current control is performed so as to be constant, the primary current vector I _{1_2} on the second axis changes so as to cancel the change in the primary current vector I _{1_1 on} the first axis.

As a result, the torque- _axis current difference ΔI _{1q_2} indicated by the two-dot chain line in the _drawing is generated in the second-axis motor that has been traveling in an adhesive manner as compared to before the first shaft idles. As a result, there is a possibility that the idling of the second shaft that has been traveling without sticking is induced.

On the other hand, according to the main motor signal switching unit 220 of the present embodiment, the control shown in FIG. FIG. 5 is a diagram schematically illustrating the behavior of the current vector according to the present embodiment when the wheel (first axis) driven by the electric motor IM_1 idles. The main motor signal switching unit 220, upon power running, twice the second axial magnetic flux component current I _{d_2} the magnetic flux component current feedback value I _d ^*, the torque component current feedback twice the second axial torque component current I _{Q_2 Let} it be the value I _q ^* . The primary current vector I _{1_1} of the first axis at this time is illustrated by a one-dot chain line, but the primary current vector I _{1_1} does not affect the feedback current vector I ₁ . The inverter current vector which is the total current vector of the first axis and the second axis as in the conventional control is not necessarily used as the feedback current vector.

  Further, during power running, axial load movement occurs in the vehicle and the carriage. According to the axial load movement at the time of power running, among the axes to be controlled in the electric vehicle or the carriage, the axis weight of the rearmost axis in the traveling direction becomes the largest compared to the other axes. Therefore, it can be said that the last axis in the traveling direction is most difficult to idle during power running. Therefore, during power running, in this embodiment, the motors of all the controlled shafts are collectively controlled using the rearmost shaft in the traveling direction with the lowest possibility of idling as a control reference.

  Even if an axis other than the rearmost axis in the traveling direction (the first axis in the present embodiment) slips, the motor current and the rotor angular frequency of the rearmost axis as long as the last axis is traveling in an adhesive manner. Since the collective control using is continued, there is no possibility that the torque of the rearmost shaft will increase and idling will be induced.

  The same applies to braking. That is, according to the axial load movement at the time of braking, among the respective controlled axes in the electric vehicle or the carriage, the axial weight of the foremost axis in the traveling direction is the largest compared to the other axes. Therefore, it can be said that the most forward axis in the traveling direction is most difficult to slide during braking. Therefore, in the present embodiment, during braking, the motors of all the controlled shafts are collectively controlled with the frontmost shaft in the traveling direction having the lowest possibility of sliding as a control reference.

  Even if an axis other than the foremost axis in the traveling direction (the second axis in the present embodiment) slips, the motor current and the rotor angular frequency of the foremost axis as long as the foremost axis is traveling in an adhesive manner. Since the collective control using is continued, there is no possibility that the torque of the foremost shaft will increase and the idling will be induced.

Although the current has been described, the same applies to the motor angular frequency ω _r ^* .
Based on the above principle, the main motor signal switching unit 220 calculates the magnetic flux component current feedback value I _d ^* , the torque component current feedback value I _q ^*, and the rotor angular frequency ω _r ^{* of the} motor.

Next, the simulation result with respect to the idling at the time of the power running performed for confirmation of the effect of this embodiment is demonstrated.
FIG. 6 is a diagram for explaining the states of (a) each shaft speed, (b) each shaft current, and (c) each shaft torque under the control of the motor control device 1 of the present embodiment. In both cases, the first axis started idling at “2 seconds”. In order to clarify the effects of the magnetic flux component current feedback value I _d ^* , the torque component current feedback value I _q ^* calculated by the main motor signal switching unit 220, and the rotor angular frequency ω _r ^* of the motor. In addition, the torque command is not lowered by the re-adhesion control device 30. In addition, the simulation was performed without considering the factor of axial load movement.

  As can be seen from FIG. 6A to FIG. 6C, the second shaft continues to travel in an adhesive manner even after “2 seconds” when the first shaft starts idling. Since the motor current and the rotor angular frequency of the second axis are the control reference, the phenomenon that the torque component current of the motor of the second axis rises due to the idling of the first axis does not occur. .

[Second Embodiment]
Next, a second embodiment will be described. In the second embodiment, the main motor signal switching unit 230 determines that the magnetic flux component current feedback value I _d ^* , the torque component current feedback value I _q ^*, and the rotor angle of the motor according to the running state including idling. This is different from the first embodiment in that the frequency ω _r ^* is calculated. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 7 shows a main circuit configuration according to the second embodiment. Structurally, the motor control device 2 of the second embodiment is that the vector control arithmetic device 20 includes an idle running detection unit 240, and includes a main motor signal switching unit 230 instead of the main motor signal switching unit 220. Different from the motor control device 1 of the first embodiment.

The idling / sliding detector 240 compares the rotational speeds ω _{r — 1} and ω _{r — 2 of the} respective electric motors IM_1 and IM_2 detected by the speed sensors 91 and 92 with a reference speed (target speed) ω _m . Then, the occurrence of idling is detected when the reference speed ω _m exceeds a predetermined value (for example, a value equivalent to 0.2 km / h). The detection signal S _K1 is outputted to the main motor signal switching unit 230 as ON in response to the occurrence detecting idling sliding of the first shaft, main motor as ON detection signal S _K2 in response to the occurrence detecting idling sliding of the second shaft Output to the signal switching unit 230.

The main motor signal switching unit 230 receives the inverter output magnetic flux component current _Id and the inverter output torque component current _Iq as the inverter output current from the coordinate conversion unit 270, and the first axis magnetic flux component current as the first axis motor current. I _{d —} 1 and the first shaft torque component current I _{q — 1} are input, and the second shaft magnetic flux component current I _{d —} 2 and the second shaft torque component current I _{q — 2} are input as the second shaft motor current. In addition, the rotor angular frequencies ω _{r — 1} and ω _{r — 2} of the motors of the first and second axes detected by the speed sensors 91 and 92 are input. The above points are the same as those of the main motor signal switching unit 220 of the first embodiment.

Further, the main motor signal switching unit 230 sets the current running state based on the notch command and the braking command input from the driver's cab and the like and the detection signals S _K1 and S _K2 input from the idling / sliding detection unit 240. , It is determined whether it is power running or braking, and whether it is in the state of sticking running or idling. Then, based on the current running state, from the various current values and the rotor angular frequency that are input, as a value representing the current state of the entire motor that is collectively controlled, a magnetic flux component current feedback value I _d ^* , Torque component current feedback value I _q ^* and rotor angular frequency ω _r ^{* of} the motor are calculated and output to voltage control command device 210.

FIG. 8 shows a calculation principle by the main motor signal switching unit 230. If the current running state is power running, the main motor signal switching unit 230 first sets an axis other than the rearmost axis in the traveling direction as a monitoring axis. In the second embodiment, the first axis is a monitoring axis. Based on the detection signal _SK1 corresponding to the monitoring axis, it is determined whether the monitoring axis is in an adhesive running state or idling. When the detection signal S _K1 is OFF, it is determined that the vehicle is traveling in an adhesive state, the inverter output magnetic flux component current I _d is set as the magnetic flux component current feedback value I _d ^* , and the inverter output torque component current I _q is set as the torque component. The average value of the rotor angular frequencies ω _{r — 1} and ω _{r — 2} of the motor of each axis is calculated as the current feedback value I _q ^* as the rotor angular frequency ω _r ^* . That is, the same control as the conventional control is performed while the monitoring shaft is in the sticking traveling.

On the other hand, when the detection signal _SK1 is ON, it is determined that idling has occurred in the monitoring axis, and the second axis, which is the rearmost axis in the traveling direction, is used as the reference axis, and twice the second axis magnetic flux component current I _d — 2 is obtained. The magnetic flux component current feedback value I _d ^* is set to twice the second axis torque component current I _q — 2 as the torque component current feedback value I _q ^*, and the rotor angular frequency ω _{r —} 2 of the second axis motor is set to the rotor angular frequency ω. _{Let r} ^* . That is, when the monitoring shaft is idle, the same control as that in the first embodiment is performed.

If the current running state is braking, the second axis, which is an axis other than the foremost axis in the traveling direction, is used as the monitoring axis, and the monitoring axis is slid on the basis of the detection signal _SK2. Judge whether it is. Then, it is determined that the detection signal S _K2 is sticking traveling when OFF, the inverter output magnetic flux component current I _d and the magnetic flux component current feedback value I _d ^*, the torque component inverter output torque component current I _q The average value of the rotor angular frequencies ω _{r — 1} and ω _{r — 2} of the motor of each axis is calculated as the current feedback value I _q ^* as the rotor angular frequency ω _r ^* . That is, the same control as the conventional control is performed while the monitoring shaft is in the sticking traveling.

On the other hand, when the detection signal _SK2 is ON, it is determined that sliding has occurred on the monitoring axis, and the first axis, which is the foremost axis in the traveling direction, is used as a reference axis, and twice the first axis magnetic flux component current I _{d —} 1 is obtained. The magnetic flux component current feedback value I _d ^* is set to twice the first shaft torque component current I _{q — 1} as the torque component current feedback value I _q ^*, and the rotor angular frequency ω _{r —} 1 of the first shaft motor is set to the rotor angular frequency ω. _{Let r} ^* . That is, when the monitoring shaft slides, the same control as in the first embodiment is performed.

  According to the second embodiment, the control is performed with the inverter output current as a feedback value similar to the conventional one in the power running state and the braking state during the adhesion running state, and when the idling is generated, The same control as in the first embodiment is performed.

Next, the simulation result with respect to the idling at the time of the power running performed for confirmation of the effect of 2nd Embodiment is demonstrated.
FIG. 9 is a diagram for explaining the states of (a) each shaft speed, (b) each shaft current, and (c) each shaft torque under the control of the motor control device 2 of the second embodiment. In any case, the first axis starts idling at “2 seconds”, and from “6 seconds”, the magnetic flux component current feedback value I _d ^* and the torque component current feedback value I _q ^* by the main motor signal switching unit 230, Calculation control with the rotor angular frequency ω _r ^* of the electric motor was started. Also, from “2 seconds” to “6 seconds”, the inverter output magnetic flux component current I _d is the magnetic flux component current feedback value I _d ^* , the inverter output torque component current I _q is the torque component current feedback value I _q ^* , The voltage command values Vu ^* , Vv ^* , Vw ^* were calculated using the average value of the rotor angular frequencies ω _{r — 1} and ω _{r — 2} of the motors of the respective axes as the rotor angular frequency ω _r ^* . Note that the torque command is not lowered by the re-adhesion control device 30. In addition, the simulation was performed without considering the factor of axial load movement.

  As can be seen from FIGS. 9 (a) to 9 (c), during the conventional control in which the inverter output current from “2 seconds” to “6 seconds” when the first axis is idled is used as a feedback value, the second axis is Although the vehicle is traveling in an adhesive state, the torque component current and the torque are increasing, and the rotation (induction of idling) can occur. However, it can be seen that the torque component current and torque of the electric motor of the second shaft return to the state before the idling of the first shaft after “6 seconds” when the control of the present embodiment is started.

[Modification]
Although two embodiments have been described above, the embodiments to which the present invention can be applied are not limited to the above-described embodiments. For example, the present invention may be applied to 1C4M control for controlling each axis of two carriages for one vehicle.

In this case, the traveling direction frontmost shaft is a first shaft, since the axis of the traveling direction rearmost becomes the fourth axis, the main motor signal switching unit 220 and 230 By replaced appropriate tables of FIGS. 2 and 8 The design can be changed. That is, due to axial load movement, the power of the fourth axis at the rearmost in the direction of travel among the first to fourth axes is maximum when compared with other axes during power running, and proceeds during braking. The axial weight of the first shaft in the forefront in the direction is maximized compared to the other shafts. Note that the present embodiment may be applied to a vehicle including three or more carts as long as a plurality of electric motors are controlled collectively.

  Further, in FIG. 8, when the monitoring shaft is in an adhesive running, the inverter output current is used as a feedback current, and the average value of the angular frequency of each shaft is fed back. However, the total value of the output currents of the motors of the respective axes (more specifically, the total value of the magnetic flux components and the total value of the torque components) may be used as the feedback current, or the average value may be used as the feedback current. Further, as the angular frequency to be fed back, the angular frequency of the representative axis (for example, the rearmost axis in the traveling direction when powering, and the frontmost axis in the traveling direction when braking) may be fed back.

  In the first and second embodiments, the current sensor 81 that detects the current of the first-axis motor IM_1, the current sensor 82 that detects the current of the second-axis motor IM_2, and the output current of the inverter 70 However, the number and combination of current sensors are not limited to this. For example, the current of the second shaft motor IM_2 may be calculated (detected) from the detection value of the current sensor 85 and the detection value of the current sensor 81 without installing the current sensor 82. This is because the inverter output current is the sum of the motor currents of the axes that are collectively controlled.

The circuit block diagram of the main circuit of the train in 1st Embodiment. The figure for demonstrating the principle of operation of the main motor signal switching part of 1st Embodiment. The figure for demonstrating the principle of operation of the main motor signal switching part of 1st Embodiment. The figure for demonstrating the principle of operation of the main motor signal switching part of 1st Embodiment. The figure for demonstrating the principle of operation of the main motor signal switching part of 1st Embodiment. The figure which shows the simulation result which concerns on 1st Embodiment. The circuit block diagram of the main circuit of the train in 2nd Embodiment. The figure for demonstrating the principle of operation of the main motor signal switching part of 2nd Embodiment. The figure which shows the simulation result which concerns on 2nd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1, 2 Motor control device 20, 22 Vector control arithmetic device 210 Voltage control command device 220, 230 Main motor signal switching part 250 Integrator 270 Coordinate conversion part 70 Inverter IM_1, 2 Motor

Claims (4)

An electric motor control method for collectively controlling, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line from the inverter,
An idling detection step of detecting the occurrence of idling of the axis by using a predetermined axis other than the last axis in the traveling direction among the n-axis to be controlled as an idling monitoring axis,
When detection by the idling detection step is not performed during power running, the motor current of each n-axis or the output current of the inverter and the rotor angular frequency of each n-axis motor or the rotor angular frequency of the representative-axis motor And performing the collective control using the motor current and the rotor angular frequency of the axis at the end in the traveling direction when the idling detection step is performed.
Electric motor control method. An electric motor control method for collectively controlling, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line from the inverter,
Including a sliding detection step of detecting the occurrence of sliding of the control axis using a predetermined axis other than the foremost axis in the traveling direction among the n axes to be controlled as a sliding monitoring axis;
When detection by the sliding detection step is not performed at the time of braking, the motor current of each n-axis or the output current of the inverter and the rotor angular frequency of each n-axis motor or the rotor angular frequency of the motor of the representative shaft The collective control is performed using and when the detection by the sliding detection step is performed, the collective control is performed using an electric motor current and a rotor angular frequency of the foremost shaft in the traveling direction.
Electric motor control method. An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line from the inverter ,
Current detection means for detecting the motor current of each n-axis to be controlled;
angular frequency detection means for detecting the rotor angular frequency of each n-axis ;
an idling detection means for detecting the occurrence of idling of the axis by using a predetermined axis other than the last axis of the n-axis as the idling monitoring axis;
When detection by the idling detection means is not performed during power running, the motor current of each n-axis or the output current of the inverter and the rotor angular frequency of each n-axis motor or the rotor angular frequency of the representative-axis motor performs the batch control with bets, when the detection by said idling detecting means is made, during powering collective control for the batch control using the motor current and rotor angular frequency of the traveling direction end side in the axial Means,
An electric motor control device. An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line from the inverter ,
Current detection means for detecting the motor current of each n-axis to be controlled;
angular frequency detection means for detecting the rotor angular frequency of each n-axis ;
sliding detection means for detecting the occurrence of sliding of the axis using a predetermined axis other than the forefront axis of the n-axis as a sliding monitoring axis;
When braking is not detected by the sliding detection means, the motor current of each n-axis or the output current of the inverter and the rotor angular frequency of each n-axis motor or the rotor angular frequency of the representative-axis motor performs the batch control with bets, wherein if the detection by the skid detection unit is made, the braking time batch control for the batch control using the motor current and rotor angular frequency of the traveling direction frontmost axis Means,
An electric motor control device.

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