JP5011053B2 - Linear motor electric vehicle drive control system - Google Patents

Linear motor electric vehicle drive control system Download PDF

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JP5011053B2
JP5011053B2 JP2007260833A JP2007260833A JP5011053B2 JP 5011053 B2 JP5011053 B2 JP 5011053B2 JP 2007260833 A JP2007260833 A JP 2007260833A JP 2007260833 A JP2007260833 A JP 2007260833A JP 5011053 B2 JP5011053 B2 JP 5011053B2
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drive control
thrust
entire knitting
required thrust
vehicle
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JP2009095077A (en
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豊樹 浅田
俊彦 関澤
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Hitachi Ltd
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Hitachi Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/03—Electric propulsion by linear motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
    • H02P25/06—Linear motors
    • H02P25/062—Linear motors of the induction type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/006—Controlling linear motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Description

本発明は、リニアモータによって駆動するリニアモータ電気車の駆動制御システムに係り、特に、複数のリニアモータの電力効率を高める技術に関する。   The present invention relates to a drive control system for a linear motor electric vehicle driven by a linear motor, and more particularly to a technique for increasing the power efficiency of a plurality of linear motors.

鉄道車両には、運転支援、検修支援、乗客情報サービス、制御指令伝送、地上との伝送等の機能を持つ情報制御装置が搭載されている。   The railway vehicle is equipped with an information control device having functions such as driving support, repair support, passenger information service, control command transmission, and transmission on the ground.

近年、情報制御装置は、情報の表示だけでなく、ＶＶＶＦインバータ装置、ブレーキ装置と連動し、各々の機器が独立して行っていた駆動制御を情報制御装置のソフトウェアと伝送を用いて情報を一元化し、情報制御装置が編成全体の駆動制御を行っている。   In recent years, information control devices not only display information, but also link VVVF inverter devices and brake devices, and centralize information using software and transmission of information control devices for drive control that each device performed independently The information control device controls the driving of the entire knitting.

編成全体の駆動制御を備えた情報制御装置の一例が、非特許文献１に提案されている。前記非特許文献１に記載されている情報制御装置は、各々のＶＶＶＦインバータ装置、ブレーキ受量器と連動することで、各車両の応荷重情報や各装置の制御情報を一元管理して、車両全体で最適な力行／ブレーキ力の配分が可能である。   An example of an information control device having drive control of the entire knitting is proposed in Non-Patent Document 1. The information control device described in Non-Patent Document 1 is linked to each VVVF inverter device and brake receiver to centrally manage the corresponding load information of each vehicle and the control information of each device. Overall, optimal power / brake distribution is possible.

特にブレーキ制御においては、編成内で電気ブレーキと空気ブレーキの協調が可能となり、モータを備えている駆動車（Ｍ車）で電気ブレーキに余力があっても、空気ブレーキを使用すること無く、最大限の電気ブレーキを活用できる。   Especially in brake control, electric brakes and air brakes can be coordinated within the train, and even if there is remaining power in the electric brakes of the driving car (M car) equipped with a motor, Limited electric brakes can be used.

一方、力行制御においては、各々のＶＶＶＦインバータ装置に適正なトルク指令を配分し、力行時の車両振動を抑えることができる。   On the other hand, in power running control, an appropriate torque command can be distributed to each VVVF inverter device to suppress vehicle vibration during power running.

上記情報制御装置は、誘導電動機などの回転形モータを備えている電気車を中心に、近年適用されている。
「鉄道車両と技術」Ｎｏ．１１５（２００６年３月３１日発行）第２頁〜第７頁 In recent years, the information control apparatus has been applied mainly to an electric vehicle including a rotary motor such as an induction motor.
“Railway Vehicles and Technology” 115 (issued March 31, 2006) Pages 2-7

以下、リニアインダクションモータを例に説明する。リニアインダクションモータは回転形インダクションモータに比べ、一次巻線と二次導体のギャップが大きい為、励磁電流が大きく、力率が低い。つまり、回転形モータに比べて無効電流の比率が高く、その為同じ推力若しくはブレーキ力を得るのに回転形インダクションモータより消費電力量が高いというデメリットがある。   Hereinafter, a linear induction motor will be described as an example. The linear induction motor has a larger gap between the primary winding and the secondary conductor than the rotary type induction motor, so the excitation current is large and the power factor is low. That is, there is a demerit that the ratio of the reactive current is higher than that of the rotary motor, and therefore the power consumption is higher than that of the rotary induction motor to obtain the same thrust or braking force.

特に編成全体の所要推力若しくはブレーキ力が小さい時に、現在のシステムでは編成全体のリニアインダクションモータに通電しているので、編成全てのリニアインダクションモータに比較的大きい励磁電流を通電し、それに対して僅かな推力電流（有効電流）を通電している。その為、上述のリニアインダクションモータが持つデメリットが更に顕在化していた。   Especially when the required thrust or braking force of the entire knitting is small, the current system energizes the linear induction motors of the entire knitting, so a relatively large excitation current is energized to all the linear induction motors of all the knittings. A large thrust current (effective current) is applied. For this reason, the demerits of the above-described linear induction motor have become more apparent.

編成全体の駆動制御を備えた情報制御装置をリニアインダクションモータ電気車に前述の発明をそのまま適用しても、上記の問題点は解決できない。   Even if the above-described invention is applied to a linear induction motor electric vehicle as it is with an information control device having drive control for the entire knitting, the above-mentioned problems cannot be solved.

本発明は、上述の回転形モータを備えた電気車には無いリニアインダクションモータ電気車特有の課題を解決し、リニアインダクションモータ電気車の消費電力量抑制につながる最適な編成全体の駆動制御システムを実現することを目的とする。   The present invention solves the problems peculiar to a linear induction motor electric vehicle that does not exist in an electric vehicle equipped with the rotary motor described above, and provides an optimal overall knitting drive control system that leads to suppression of power consumption of the linear induction motor electric vehicle. It aims to be realized.

上記課題を解決するために以下の手段が考えられる。編成全体の所要推力・ブレーキ力が低い時に、情報制御装置内の編成全体の駆動制御を用いて、一部のリニアインダクションモータを主回路から切り離し、残りの通電しているリニアインダクションモータで、編成全体の所要推力・ブレーキ力を負担することで上記課題を解決できる。   In order to solve the above problems, the following means can be considered. When the required thrust and braking force of the entire knitting are low, some linear induction motors are disconnected from the main circuit using the overall knitting drive control in the information control device, and the remaining linear energized motors are used for knitting. The above problem can be solved by bearing the total required thrust and braking force.

すなわち、本発明は、情報制御装置内の駆動制御において、ユニット数演算部２０４で、編成全体の所要推力・ブレーキ力が低い時に、一部のリニアインダクションモータを主回路から切り離す判断を行い、ユニット選択部２０５で主回路から切り離すＶＶＶＦインバータ装置へＶＶＶＦインバータ装置開放信号（６）を送信し、遮断器の接点を開いて、リニアインダクションモータを主回路から切り離すことにした。   That is, according to the present invention, in the drive control in the information control apparatus, when the required thrust / brake force of the entire knitting is low, the unit number calculation unit 204 determines to disconnect some linear induction motors from the main circuit. The VVVF inverter device open signal (6) is transmitted to the VVVF inverter device to be disconnected from the main circuit by the selection unit 205, and the contact of the circuit breaker is opened to disconnect the linear induction motor from the main circuit.

以上説明したように、本発明によれば、編成全体の所要推力・ブレーキ力が低い時に、リニアインダクションモータ電気車の余分な消費電力を減らし、電気車の電力効率を高めることで、電力効率の高いリニアインダクションモータ電気車を提供でき、効果的に環境にやさしい交通システムを提供できる。   As described above, according to the present invention, when the required thrust / brake force of the entire knitting is low, the power consumption of the linear induction motor electric vehicle is reduced and the power efficiency of the electric vehicle is increased. A high linear induction motor electric vehicle can be provided, and an environmentally friendly transportation system can be provided effectively.

以下、本発明の実施形態について、図面を用いて説明する。   Hereinafter, embodiments of the present invention will be described with reference to the drawings.

図１は、本発明における情報制御装置内の駆動制御の演算ブロック図を示し、図２は、本発明の駆動制御に係る各機器の構成図を示す。   FIG. 1 shows a calculation block diagram of drive control in the information control apparatus of the present invention, and FIG. 2 shows a configuration diagram of each device related to drive control of the present invention.

図２は、駆動制御に係るＶＶＶＦインバータ装置１０５、ブレーキ受量器１０４、主幹制御器１０２、自動運転装置１０３、及び情報制御装置１０１の構成と信号の流れを示している。また、図３は、本発明の駆動制御を実施した場合、編成全体の所要推力・ブレーキ力が低い時に、リニアインダクションモータの通電状態の一例を示している。   FIG. 2 shows the configuration and signal flow of the VVVF inverter device 105, the brake receiver 104, the master controller 102, the automatic driving device 103, and the information control device 101 related to drive control. FIG. 3 shows an example of the energization state of the linear induction motor when the drive control of the present invention is performed and the required thrust / brake force of the entire knitting is low.

図１、図２を用いて、本発明の実施例を説明する。電気車は、空車、定員、満車のように乗客の質量が変化しても加減速度が一定となるように、所要推力演算部２０２、所要ブレーキ力演算部２０３で応荷重制御を行う。なお、図１及び図２においては、符号1〜９は白抜き○数字により強調して表示されている。   An embodiment of the present invention will be described with reference to FIGS. The electric vehicle performs load control with the required thrust calculation unit 202 and the required brake force calculation unit 203 so that the acceleration / deceleration is constant even if the mass of the passenger changes, such as an empty vehicle, a capacity, or a full vehicle. In FIGS. 1 and 2, reference numerals 1 to 9 are highlighted and displayed with white circles.

応荷重制御を実現するために、乗客の質量を測定する必要があり、圧力計１０６で空気圧９を測定し、乗客の質量を測定する。圧力計１０６で測定した空気圧９の情報は、ブレーキ受量器１０４を通じて、各車の荷重信号１として、情報制御装置１０１の編成質量演算部２０１へ送信され、荷重信号１と運転指令２から所要推力演算部２０２と所要ブレーキ力演算部２０３で応荷重制御を行う。   In order to realize the adaptive load control, it is necessary to measure the mass of the passenger, and the air pressure 9 is measured by the pressure gauge 106 to measure the mass of the passenger. Information on the air pressure 9 measured by the pressure gauge 106 is transmitted as a load signal 1 of each vehicle to the knitting mass calculation unit 201 of the information control device 101 through the brake receiver 104, and required from the load signal 1 and the operation command 2. The thrust calculation unit 202 and the required brake force calculation unit 203 perform load control.

運転指令（２）は、主幹制御器１０２又は自動運転装置１０３から先頭車（Ｍｃ車）の情報制御装置１０１に送信され、各車両の情報制御装置１０１間で伝送されて、全ての情報制御装置１０１が共用する。   The driving command (2) is transmitted from the master controller 102 or the automatic driving device 103 to the information control device 101 of the leading vehicle (Mc vehicle), and is transmitted between the information control devices 101 of each vehicle, and all the information control devices 101 shares.

ブレーキ受量器１０４は、情報制御装置１０１内の編成全体電制力部２０６からの電制力８と、所要ブレーキ力演算部２０３からのブレーキ力７を受け、電制力８がブレーキ力７より小さい場合、所要ブレーキ力が不足していると判断し、空気ブレーキで補足する。   The brake receiver 104 receives the electric control force 8 from the overall knitting electric control force unit 206 in the information control device 101 and the brake force 7 from the required brake force calculation unit 203, and the electric control force 8 is applied to the brake force 7. If it is smaller, it is determined that the required braking force is insufficient, and supplemented with an air brake.

次に、本発明の特徴である駆動制御内のユニット数演算部２０４、ユニット選択部２０５について説明する。   Next, the unit number calculation unit 204 and the unit selection unit 205 in the drive control, which are features of the present invention, will be described.

ユニット数演算部２０４は、所要推力演算部２０２と所要ブレーキ力演算部２０３から編成全体の推力・ブレーキ力指令を受け、編成全体の所要推力・ブレーキ力が低い時に、一部のＶＶＶＦインバータ装置１０５、リニアインダクションモータ１０７を主回路から切り離すことを判断する。   The number-of-units calculation unit 204 receives thrust / brake force commands for the entire knitting from the required thrust calculation unit 202 and the required brake force calculation unit 203. When the required thrust / brake force of the entire knitting is low, some VVVF inverter devices 105 Then, it is determined that the linear induction motor 107 is disconnected from the main circuit.

前記ユニット数演算部２０４が一部のＶＶＶＦインバータ装置１０５、リニアインダクションモータ１０７を主回路から切り離す理由は、編成全体の所要推力・ブレーキ力が低い時に、リニアインダクションモータが、一次側コイルと二次側リアクションプレートのギャップが広いため、推力・ブレーキ力と比例しない励磁電流が推力・ブレーキ力と比例する推力電流より高くなり、リニアインダクションモータの電力効率が低下する課題を解決するためである。   The reason why the unit number calculation unit 204 separates some of the VVVF inverter devices 105 and the linear induction motor 107 from the main circuit is that when the required thrust / brake force of the entire knitting is low, the linear induction motor is connected to the primary coil and the secondary coil. This is because the gap between the side reaction plates is wide, so that the excitation current that is not proportional to the thrust / brake force is higher than the thrust current that is proportional to the thrust / brake force, and the power efficiency of the linear induction motor is reduced.

特に、回転形モータを備える電気車では、車輪と線路の粘着の制限があるが、リニアインダクションモータ電気車は非粘着で推力・ブレーキ力を得るので、１台のリニアインダクションモータで負担する推力・ブレーキの上限は原理的に無いため、本発明の駆動制御を適用することで、課題を解決できる。   In particular, in an electric vehicle equipped with a rotary motor, there is a limitation on the adhesion between the wheels and the track, but since a linear induction motor electric vehicle obtains thrust and braking force with no adhesion, the thrust that is borne by one linear induction motor Since there is no upper limit of the brake in principle, the problem can be solved by applying the drive control of the present invention.

ユニット選択部２０５は、ユニット数演算部２０４の通電するリニアインダクションモータのユニット数の情報を受け、無通電とするリニアインダクションモータへ電力を供給しているＶＶＶＦインバータ装置へＶＶＶＦインバータ開放信号６を送信し、前記ＶＶＶＦインバータ開放信号６を受けたＶＶＶＦインバータ装置１０５は、遮断機の接点を開き、リニアインダクションモータ１０７を無通電とする。   The unit selection unit 205 receives information on the number of units of the linear induction motor that is energized by the unit number calculation unit 204 and transmits the VVVF inverter open signal 6 to the VVVF inverter device that supplies power to the linear induction motor that is not energized. Then, the VVVF inverter device 105 that has received the VVVF inverter open signal 6 opens the contact of the circuit breaker and makes the linear induction motor 107 non-energized.

図３に、本発明における編成全体の所要推力・ブレーキ力が低い時に、一部のリニアインダクションモータを無通電とする一例を示す。   FIG. 3 shows an example in which some linear induction motors are not energized when the required thrust and braking force of the entire knitting in the present invention are low.

図３に示す通り、リニアインダクションモータを無通電とする場合、１号車のリニアインダクションモータ１０７Ａ→３号車のリニアインダクションモータ１０７Ｃ→２号車のリニアインダクションモータ１０７Ｂ→４号車のリニアインダクションモータ１０７Ｄの順で、無通電のリニアインダクションモータが編成全体で片寄らないことが望ましい。   As shown in FIG. 3, when the linear induction motor is deenergized, the first car linear induction motor 107A → the third car linear induction motor 107C → the second car linear induction motor 107B → the fourth car linear induction motor 107D in this order. It is desirable that the non-energized linear induction motor does not shift in the entire knitting.

また、図３に示す通り、リニアインダクションモータを備えたモータ車が４両編成（４Ｍ）の場合、３ユニット分のリニアインダクションモータを主回路から切り離すと力行・ブレーキ時の走行時の衝撃増が懸念され、搭乗者の乗心地や安全性等を考慮して最小２ユニットを選択することが望ましい。   In addition, as shown in FIG. 3, when the motor vehicle equipped with the linear induction motor is a four-car train (4M), if the linear induction motor for 3 units is separated from the main circuit, the impact during running during power running / braking will increase. There are concerns and it is desirable to select a minimum of two units in consideration of the ride comfort and safety of the passenger.

また、図２、図３では、４両編成で説明したが、本発明は１両編成でも編成内に複数のリニアインダクションモータがあれば適用可能である。   2 and 3, the four-car train has been described. However, the present invention can be applied to a one-car train as long as there are a plurality of linear induction motors in the train.

これらの実施例では、所要推力若しくはブレーキ力が低い時に一部のリニアインダクションモータを主回路から切り離し、残りのリニアインダクションモータで所要の推力若しくは、ブレーキ力を負担しているので、編成全体の励磁電流を抑制することができ、消費電力量を抑制することができる。   In these embodiments, when the required thrust or braking force is low, some linear induction motors are disconnected from the main circuit, and the remaining linear induction motors bear the required thrust or braking force. Current can be suppressed, and power consumption can be suppressed.

本発明により、回転形モータを備えた電気車には無いリニアインダクションモータ電気車特有の課題を解決し、リニアインダクションモータ電気車の消費電力量抑制につながる最適な編成全体の駆動制御システムを実現できる。   According to the present invention, it is possible to solve the problems peculiar to a linear induction motor electric vehicle that does not exist in an electric vehicle equipped with a rotary motor, and to realize an optimal knitting overall drive control system that leads to suppression of power consumption of the linear induction motor electric vehicle. .

本発明における情報制御装置内の駆動制御の演算ブロック図である。It is a calculation block diagram of the drive control in the information control apparatus in this invention. 本発明の駆動制御に係る各機器の構成図である。It is a block diagram of each apparatus which concerns on the drive control of this invention. 本発明における編成全体の所要推力・ブレーキ力が低い時のＶＶＶＦインバータ装置とリニアインダクションモータの通電状態を説明する図である。It is a figure explaining the energized state of a VVVF inverter apparatus and a linear induction motor when the required thrust and braking force of the whole knitting in the present invention are low.

符号の説明Explanation of symbols

１ 荷重信号
２ 運転指令
３ 推力指令
４ ブレーキ力指令
５ 電制ブレーキ力フィードバック信号
６ ＶＶＶＦインバータ開放信号
７ ブレーキ力
８ 電制力
９ 空気圧
１０１ 情報制御装置
１０２ 主幹制御器
１０３ 自動運転装置
１０４ ブレーキ受量器
１０５ ＶＶＶＦインバータ装置
１０５Ａ 無通電のＶＶＶＦインバータ装置
１０５Ｂ 通電中のＶＶＶＦインバータ装置
１０５Ｃ 無通電のＶＶＶＦインバータ装置
１０５Ｄ 通電中のＶＶＶＦインバータ装置
１０６ 圧力計
１０７ リニアインダクションモータ（Linear Induction Motor:LIM）
１０７Ａ 無通電のリニアインダクションモータ
１０７Ｂ 通電中のリニアインダクションモータ
１０７Ｃ 無通電のリニアインダクションモータ
１０７Ｄ 通電中のリニアインダクションモータ
２０１ 編成質量演算部
２０２ 所要推力演算部
２０３ 所要ブレーキ力演算部
２０４ ユニット数演算部
２０５ ユニット選択部
２０６ データ処理部 DESCRIPTION OF SYMBOLS 1 Load signal 2 Operation command 3 Thrust command 4 Brake force command 5 Electric brake force feedback signal 6 VVVF inverter release signal 7 Brake force 8 Electric force 9 Air pressure 101 Information controller 102 Master controller 103 Automatic driving device 104 Brake capacity 105 VVVF inverter device 105A Non-energized VVVF inverter device 105B Energized VVVF inverter device 105C Non-energized VVVF inverter device 105D Energized VVVF inverter device 106 Pressure gauge 107 Linear induction motor (LIM)
107A Non-energized linear induction motor 107B Energized linear induction motor 107C Non-energized linear induction motor 107D Energized linear induction motor 201 Knitting mass calculation unit 202 Required thrust calculation unit 203 Required brake force calculation unit 204 Unit number calculation unit 205 Unit selection unit 206 Data processing unit

Claims (2)

可変電圧、可変周波数の交流を出力する電力変換装置と、この電力変換装置から電力を供給され、電気車の車上側に一次巻線を有し、地上側に二次導体としてリアクションプレートを設けた複数のリニアモータと、によって駆動される電気車のリニアモータの駆動制御システムにおいて、
各車両の荷重に応じて編成全体の所要推力を生成する所要推力演算部と、
各車両の荷重に応じて編成全体の所要ブレーキ力を生成する所要ブレーキ力演算部と、を備え、
前記所要推力演算部で生成される編成全体の所要推力、または編成全体の前記ブレーキ力演算部で生成される所要ブレーキ力が低い時に、前記複数のリニアモータのうちの一部のリニアモータを電気回線から切り離し、残りのリニアモータで所要の推力・ブレーキ力を負担することを特徴とする駆動制御システム。 A power converter that outputs alternating current of variable voltage and variable frequency, power supplied from the power converter, a primary winding on the upper side of the electric car, and a reaction plate as a secondary conductor on the ground side In a drive control system for a linear motor of an electric vehicle driven by a plurality of linear motors,
A required thrust calculation unit that generates a required thrust of the entire knitting according to the load of each vehicle;
A required brake force calculation unit that generates a required brake force for the entire knitting according to the load of each vehicle,
When the required thrust of the entire knitting generated by the required thrust calculating unit or the required braking force generated by the braking force calculating unit of the entire knitting is low , some of the linear motors are electrically A drive control system that is separated from the line and bears the required thrust and braking force with the remaining linear motor . 可変電圧、可変周波数の交流を出力する電力変換装置と、この電力変換装置から電力を供給され、電気車の車上側に一次巻線を有し、地上側に二次導体としてリアクションプレートを設けた複数のリニアモータと、によって駆動される電気車のリニアモータの駆動制御システムであって、
各車両の荷重に応じて編成全体の所要推力を生成する所要推力演算部と、
各車両の荷重に応じて編成全体の所要ブレーキ力を生成する所要ブレーキ力演算部と、を備え、
前記所要推力演算部で生成される編成全体の所要推力、または編成全体の前記ブレーキ力演算部で生成される所要ブレーキ力が低い時に、前記複数のリニアモータのうちの一部のリニアモータを電気回路から切り離す機能を有し、
少なくとも２つのリニアモータを残して、リニアモータの切り離しを行うことを特徴とする駆動制御システム。 A power converter that outputs alternating current of variable voltage and variable frequency, power supplied from the power converter, a primary winding on the upper side of the electric car, and a reaction plate as a secondary conductor on the ground side A linear motor drive control system driven by a plurality of linear motors,
A required thrust calculation unit that generates a required thrust of the entire knitting according to the load of each vehicle;
A required brake force calculation unit that generates a required brake force for the entire knitting according to the load of each vehicle,
When the required thrust of the entire knitting generated by the required thrust calculating unit or the required braking force generated by the braking force calculating unit of the entire knitting is low, some of the linear motors are electrically have a cut-away to function from the circuit,
A drive control system characterized in that at least two linear motors are left and the linear motor is separated .
JP2007260833A 2007-10-04 2007-10-04 Linear motor electric vehicle drive control system Expired - Fee Related JP5011053B2 (en)

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KR1020080095054A KR101036411B1 (en) 2007-10-04 2008-09-29 Driving control system of linear motor vehicle

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JPH0810963B2 (en) * 1989-11-25 1996-01-31 日立機電工業株式会社 Drive device by linear induction motor
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