JP5959349B2 - Electric vehicle control device and vehicle drive system - Google Patents

Description

Embodiments described herein relate generally to an electric vehicle control device and a vehicle drive system .

  The motor mounted on the electric vehicle and the inverter that drives the motor often have different manufacturing locations, and the wiring work place that connects the motor and inverter often differs from the manufacturing location. It was going to be connected.

  In order to cope with such a problem, conventionally, an incorrect wiring between the motor and the inverter has been detected by detecting a current generated when the motor rotates in the reverse direction due to the incorrect wiring.

JP 2010-213557 A

  However, in the conventional method as described above, the incorrect wiring of the motor is detected by utilizing the reverse rotation of the motor. Therefore, when the rotation direction of the motor is normal, the incorrect wiring of the motor is detected. It was difficult.

For example, when a plurality of motors rotate at the same time, a motor that would normally rotate in reverse due to incorrect wiring is pulled in the direction of rotation of another normally connected motor. It will rotate like a normally connected motor. For this reason, erroneous wiring of the motor cannot be detected, and an excessive current caused by the erroneous wiring flows to the motor, which may lead to damage to the motor.
The problem to be solved by the present invention is to provide an electric vehicle control device capable of detecting an incorrect wiring between a motor and an inverter when a plurality of motors are simultaneously driven.

The electric vehicle control device according to the embodiment includes one inverter that drives a plurality of motors, and a control unit that controls the inverters. The control unit obtains the first d-axis voltage command and the first q-axis voltage command using the magnetic flux command value and the torque command value, and the position before the output of the inverter branches to the plurality of motors. The second d-axis voltage command and the second q-axis voltage command used for generating the gate command are obtained using the current value detected by the current sensor provided in the current sensor, the magnetic flux command value, and the torque command value. When the first q-axis voltage command is larger than the obtained second q-axis voltage command by a predetermined value or more, an incorrect wiring has occurred between the inverter and the plurality of motors driven by the inverter. Is determined.

The figure which shows the whole structure at the time of the alternating current system of the electric vehicle control apparatus of 1st Embodiment. The figure which shows the whole structure of the control part of the electric vehicle control apparatus of 1st Embodiment. The figure which shows operation | movement of the miswiring detection part of the electric vehicle control apparatus of 1st Embodiment. Explanatory drawing of the miswiring detection part of the electric vehicle control apparatus of 2nd Embodiment. Explanatory drawing of the miswiring detection of the electric vehicle control apparatus of 3rd Embodiment. The figure which shows the detection accuracy improvement mode applied to the 1st thru | or 3rd embodiment. The figure which shows the whole structure at the time of the DC system of the electric vehicle control apparatus of the 1st thru | or 3rd embodiment.

  Hereinafter, a control device according to an embodiment will be described with reference to the drawings.

(First embodiment)
The first embodiment will be described in detail with reference to the drawings. FIG. 1 is a diagram illustrating an overall configuration of the electric vehicle control device according to the first embodiment in an AC system. FIG. 2 is a diagram illustrating an overall configuration of a control unit of the electric vehicle control device according to the first embodiment. FIG. 3 is a diagram illustrating the operation of the miswiring detection unit of the electric vehicle control device according to the first embodiment. Hereinafter, the present embodiment will be described with reference to the drawings.

(Constitution)
As shown in FIG. 1, the configuration of the entire vehicle includes a power supply line 1, a pantograph 2, a main circuit breaker 3, a ground 4, a transformer 10, a charging resistor 11, a charging resistor contactor 12, a contactor 13, and a converter. 14, an inverter 15, a current sensor 16, a first motor 18 a, a second motor 18 b, and a control unit 100.

  The alternating current supplied from the power supply line 1 is collected by the pantograph 2, and when the main circuit breaker 3 is in a closed state, the AC current is transmitted to the transformer 10 through the circuit breaker 3. Power is transmitted to the main circuit side. Note that a terminal of the transformer 10 to which the main circuit breaker 3 is connected and on the opposite side of the main circuit breaker 3 is connected to the ground 4. On the main circuit side, the alternating current is transmitted to the converter 14 through the normally closed second contactor 13. Converter 14 converts alternating current into direct current. The converted direct current is transmitted to the inverter 15, and the inverter 15 converts the direct current into an alternating current. The converted alternating current is transmitted to the first motor 18a and the second motor 18b via a three-phase line. A current sensor 16 is provided for each of the three phases between the inverter 15 and the first motor 18a. The inverter 15 and the current sensor 16 are connected to the control unit 100.

  Next, the control unit 100 will be described. FIG. 2 is a diagram showing the overall configuration of the control unit 100. The three-phase / two-phase conversion unit 110, the FB voltage calculation unit 111, the first addition unit 112, the second addition unit 113, the drive control unit 114, and the current command calculation unit. 120, a summer departure command calculation unit 121, an erroneous wiring detection unit 122, a difference calculation unit 130, and a comparison unit 131 are shown.

  Iu, Iv, and Iw detected by the current sensor 16 are input to the three-phase / two-phase conversion unit 110. The three-phase / two-phase conversion unit calculates actual d-axis current (Id) and q-axis current (Iq) using the input Iu, Iv, and Iw. The calculated Id and Iq are input to the FB voltage calculation unit 111. Further, the voltage calculation unit 111 receives a d-axis current command value (Id *) and a q-axis current command value (Iq *) that are current command values. Id * and Iq * are calculated by the current command calculation unit 120 based on the magnetic flux command value (Φ *) and the torque command value (T *) which are operation commands.

The FB voltage calculation unit 111 calculates the actual d-axis voltage (VdFB) and q-axis voltage (VqFB) based on Id and Iq and Id * and Iq *. The current command values (Id *, Iq *) calculated by the current command calculation unit 120 are input to the FF voltage command unit 121. The FF voltage command unit 121 calculates a d-axis voltage command value (VdFF) and a q-axis voltage command value (VqFF), which are voltage command values, based on the current command values Id * and Iq *.

  The calculated VdFB and VdFF are added by the first adder 112, and a control d-axis voltage command value (Vd *) serving as an inverter control signal is calculated. Further, VqFB and VqFF are added by the second adder 113, and a control q-axis voltage command value (Vq *) serving as an inverter control signal is calculated. The calculated Vd * and Vq * are input to the drive control unit 114. The drive control unit 114 outputs a gate signal for actually controlling the inverter.

  At this time, Vq * and VqFF are input to the miswiring detector 122. The input Vq * and VqFF are calculated by the difference calculation unit 130 provided in the erroneous wiring detection unit 122 as VqFF−Vq * as an erroneous wiring detection voltage value VV *. The calculated VV * is input to the comparison unit 131. The comparison unit 131 has a set value α in advance, compares VV * and α, and outputs an incorrect wiring signal to the outside when VV * ≧ α. The term “external” refers to an operating device having another control unit, a display unit provided in a driver's cab, a display unit provided by a driver or a maintenance person, and the like.

  FIG. 3 summarizes the relationship between the above VqFF, Vq *, and VV *.

  In FIG. 3, the horizontal axis represents speed, and the vertical axis represents respective voltage values. When each motor is normally connected to the inverter (no miswiring), VqFF and Vq * are gradually increased so as to have substantially the same slope. When there is a miswiring motor among a plurality of motors, Vq * at the time of abnormality is positioned downward with respect to VqFF. Therefore, VqFF−Vq *> 0. By comparing VV * with the set value α, it is possible to detect that among the plurality of motors, there is a motor whose current flow is abnormal and torque is reduced.

  Therefore, even if the inverter and the motor are connected by wrong wiring, the wrong wiring of the motor can be detected when the rotation direction is normal.

(effect)
According to the control device of the embodiment described above, by detecting the state that occurs when the motor is miswired from the normal command value, it is possible to detect miswiring between the motor and the inverter when simultaneously driving a plurality of motors. Is possible.

  Further, in the present embodiment, it is possible to easily detect motor miswiring.

  1 described in the present embodiment includes a charging resistor 11, a charging resistor contactor 12, a contactor 13, a converter 14, an inverter 15, a current sensor 16, a first motor 18a, a second motor 18b, and a control unit 100. Although only one circuit is provided, it is possible to provide a plurality of circuits in the transformer 10.

(Second Embodiment)
The second embodiment will be described in detail with reference to the drawings. FIG. 4 is a diagram illustrating an overall configuration of an erroneous wiring detection unit of the electric vehicle control device according to the second embodiment. In addition, about what has the same structure as FIG. 1 thru | or 3, it attaches | subjects the same code | symbol and abbreviate | omits description.

This embodiment is different from the first embodiment in the miswiring detector. Hereinafter, this point will be described in detail.

(Constitution)
In the erroneous wiring detection unit 222 of the present embodiment, Id and Iq output from the three-phase / two-phase conversion unit 110 are input to the modulation factor calculation unit 231. The modulation factor calculator 231 calculates the modulation factor (AL) from Id and Iq. Id * and Iq * output from current command calculation unit 120 are input to modulation factor command value calculation unit 232. Modulation rate command value calculation unit 232 calculates a modulation rate command value (AL *) from Id * and Iq *.

  AL and AL * are input to the difference calculation unit 233. The difference calculation unit 233 calculates an error range (AA *) of the modulation rate from AL-AL *. AA * is input from the difference calculation unit 233 to the comparison unit 234. The comparison unit 234 has a set value (β) in advance. When the set value β and AA * are compared and the difference is not less than a certain value, an erroneous wiring detection signal is transmitted to the outside.

In the above description, the modulation rate is taken up. However, it is possible to detect power wiring, impedance, reactive power from Id and Iq, and Id * and Iq *, and to detect motor miswiring by calculating the difference in the same manner. it can. At this time, it is assumed that a conventional arithmetic expression is used as a method for calculating the modulation factor, power, impedance, and reactive power.

(effect)
According to the control device of at least one embodiment described above, by detecting a state that occurs when the motor is miswired from a normal command value, miswiring between the motor and the inverter is performed when a plurality of motors are driven simultaneously. It becomes possible to detect.

  Moreover, in this embodiment, since the value for calculating the miswiring detection value is extracted at the initial stage in the control unit, the miswiring detection can be performed earlier.

(Third embodiment)
The third embodiment will be described in detail with reference to the drawings. FIG. 5 is a diagram illustrating an overall configuration of an erroneous wiring detection unit of the electric vehicle control device of the third embodiment. In addition, about the thing which has the same structure as FIG. 1 thru | or 4, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  This embodiment is different from the first embodiment in the miswiring detector. Hereinafter, this point will be described in detail.

(Constitution)
As shown in FIG. 5, Iq output from the three-phase / two-phase converter and T * that is an operation command are input to the erroneous wiring detector 322 of the present embodiment. Iq is input to the torque calculator 331, and the torque (T) is calculated. T * and T are input to the difference calculation unit 332. The difference calculation unit 332 calculates an error range (TT *) from TT *. The calculated TT * is input to the comparison unit 333. The comparison unit 333 has a set value (γ) in advance. When the set value γ and TT * are compared and the difference is not less than a certain value, an erroneous wiring detection signal is transmitted to the outside.

(effect)
According to the control device of at least one embodiment described above, by detecting a state that occurs when the motor is miswired from a normal command value, miswiring between the motor and the inverter is performed when a plurality of motors are driven simultaneously. It becomes possible to detect.

  In addition, since the present embodiment extracts the value for calculating the miswiring detection value at the initial stage in the control unit, the miswiring detection is performed earlier than the first embodiment and the second embodiment. Can do.

Next, a detection system improvement mode applicable to the first to third embodiments will be described with reference to FIG. FIG. 6 shows the inside of the control unit in the detection system improvement mode. As shown in FIG. 6, before the magnetic flux command value (Φ *) and the torque command value (T *) input to the control unit 100 are input to the current command calculation unit 120, as shown in the following formula, The constants (K1, K2) are integrated and output to the current command calculation unit 120.

At this time, K1 = K and K2 = 1 / K.

  By performing such a calculation, the difference in the values compared in the comparison unit of the erroneous wiring detection unit increases. Therefore, detection accuracy can be improved.

  The configurations of the first to third embodiments can also be applied to a DC power supply system as shown in FIG. When FIG. 7 is applied to the first to third embodiments, it is possible to obtain the operational effects of any of the first to third embodiments.

All the embodiments described above are presented by way of example and do not limit the scope of the invention. Therefore, the present invention can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope of the invention described in the claims and equivalents thereof.

DESCRIPTION OF SYMBOLS 1 Electric power supply line 2 Pantograph 3 Main circuit breaker 4 Grounding 10 Transformer 11 Charging resistor 12 Charging resistance contactor 13 Contactor 14 Converter 15 Inverter 16 Current sensor 18a First motor 18b Second motor 31 Charging resistor 32 Charging resistance Contactor 33 Contactor 35 Converter 36 Current sensor 38a First motor 38b Second motor 100 Control unit 110 Three-phase / two-phase conversion unit 111 FB voltage calculation unit 112 First addition unit 113 Second addition unit 114 Drive control unit 120 Current command calculation unit 121 Summer departure command calculation unit 122 Incorrect wiring detection unit 130 Difference calculation unit 131 Comparison unit 150 Control unit 222 Incorrect wiring detection unit 231 Each actual value calculation unit 232 Each command value calculation unit 233 Difference calculation unit 234 Comparison unit 400 First integration unit 401 Second integration unit

Claims (6)

One inverter that drives a plurality of motors, and a control unit that controls the inverter,
The controller is
Using the magnetic flux command value and the torque command value, the first d-axis voltage command and the first q-axis voltage command are obtained,
A second d-axis voltage used for generating a gate command using the current value detected by a current sensor provided at a position before the output of the inverter branches to the plurality of motors, the magnetic flux command value, and the torque command value Command and the second q-axis voltage command,
When the obtained first q-axis voltage command is larger than the obtained second q-axis voltage command by a predetermined value or more, there is an incorrect wiring between the inverter and the plurality of motors driven by the inverter. An electric vehicle control device characterized by determining that it has occurred . The controller is
A d-axis current command and a q-axis current command are obtained based on the d-axis current and the q-axis current based on the current value of the current output from the inverter detected by the current sensor, and the flux command value and the torque command value, respectively. And determining a d-axis voltage and a q-axis voltage based on the obtained d-axis current, q-axis current, d-axis current command and q-axis current command,
Obtaining the first d-axis voltage command and the first q-axis voltage command using the obtained d-axis current command and q-axis current command; and
The second d-axis voltage command and the second q-axis voltage command are obtained using the obtained d-axis voltage and q-axis voltage, and the first d-axis voltage command and the first q-axis voltage command.
The electric vehicle control device according to claim 1. The controller is
The second d-axis voltage command is obtained by adding the obtained d-axis voltage and the first d-axis voltage command, and the second q-axis voltage command is obtained by the obtained q-axis voltage. And the first q-axis voltage command
The electric vehicle control device according to claim 2. A plurality of motors, one inverter that drives the motor, a current sensor provided at a position before the output of the inverter branches to the plurality of motors, and a control unit that controls the inverter,
The controller is
Using the magnetic flux command value and the torque command value, the first d-axis voltage command and the first q-axis voltage command are obtained,
Using the current value detected by the current sensor and the magnetic flux command value and the torque command value, a second d-axis voltage command and a second q-axis voltage command used to generate the gate command are obtained,
When the obtained first q-axis voltage command is larger than the obtained second q-axis voltage command by a predetermined value or more, incorrect wiring occurs between the inverter and the plurality of motors driven by the inverter. Judge that there is
A vehicle drive system characterized by that. The controller is
D-axis current and q-axis current based on the current value of the current detected by the inverter detected by the current sensor, d-axis current command and q-axis current command based on the magnetic flux command value and torque command value, and D-axis voltage and q-axis voltage are obtained based on the obtained d-axis current, q-axis current, d-axis current command, and q-axis current command, respectively.
Obtaining the first d-axis voltage command and the first q-axis voltage command using the obtained d-axis current command and q-axis current command; and
The second d-axis voltage command and the second q-axis voltage command are obtained using the obtained d-axis voltage and q-axis voltage, and the first d-axis voltage command and the first q-axis voltage command.
The vehicle drive system according to claim 4. The controller is
The second d-axis voltage command is obtained by adding the obtained d-axis voltage and the first d-axis voltage command, and the second q-axis voltage command is obtained by the obtained q-axis voltage. And the first q-axis voltage command
The vehicle drive system according to claim 5.

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