JPS6173591A - Controlling method of induction main motor - Google Patents
Controlling method of induction main motorInfo
- Publication number
- JPS6173591A JPS6173591A JP59194316A JP19431684A JPS6173591A JP S6173591 A JPS6173591 A JP S6173591A JP 59194316 A JP59194316 A JP 59194316A JP 19431684 A JP19431684 A JP 19431684A JP S6173591 A JPS6173591 A JP S6173591A
- Authority
- JP
- Japan
- Prior art keywords
- connection
- speed
- inverter
- switched
- delta
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- 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
- H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
- H02P5/74—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more ac dynamo-electric motors
-
- 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
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
- B60L9/22—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines polyphase motors
-
- 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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Ac Motors In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の技術分野〕
本発明は可変電几可変周波数（以下、■Ｖ■［ど称する
）制御インバータ駆ｆＩ＋電気車に使用される誘導主電
動ｎ（以下、ＩＭと称する）の制御方法に関する乙ので
ある。[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to a variable voltage variable frequency (hereinafter referred to as ■V■) control inverter drive fI+induction main electric motor n (hereinafter referred to as IM) used in electric vehicles. This is related to the control method of
第４図は、従来の直流架線ＶＶＶＦ制御インバータ駆動
電気中の一般的な主回路構成例を示したものである。FIG. 4 shows an example of a general main circuit configuration in a conventional DC overhead wire VVVF control inverter drive circuit.
図において、よ・ｆ百雷ＦＡ（＋ｉｎ流架線）１から中
上のパンタグラフ２を通じて直流入力が得られる。In the figure, DC input is obtained from Yo-f Hyakurai FA (+in current overhead line) 1 through pantograph 2 in the upper middle.
この直流入力をフィルタツノ１クトル３ど一ノイルウコ
ンデンサ４から成る１０回路にＣ平滑することにより直
流定電圧電源が形成される。そして、この直流定電圧電
源の電Ｉｆはインバータ回路５の入力電圧どしてインバ
ータ側へ供給される。インバータ回路５としてはＧ −
ｒ Ｏ簀の電力変換用半導体索子ｌ】目ら成るパルス幅
変調方式（以下、ＰＷＭと称する）電圧形インバータが
用いられ、インバータに入力される一定電圧をＰＷＭ制
御して並列接続された複数個の誘導主電動機（ＩＭ＞６
に可変周波数の′１ｂ）上、゛電流を印加ａｉｌ制御す
ることにより、インバータ電気中を駆ｆＪＪするＪ、う
にしＣいる。この１易白、１〜１（３の固定Ｆ巻線の結
線どしては、インバータ出力の三相不平衡、ＩＭＭ部循
環電流の抑制の点から星形結線が用いられる。A DC constant voltage power source is formed by smoothing this DC input through 10 circuits each consisting of a filter horn, 3 coils, and 4 capacitors. Then, the electric current If of this DC constant voltage power supply is supplied to the inverter side as an input voltage of the inverter circuit 5. As the inverter circuit 5, G −
A pulse width modulation type (hereinafter referred to as PWM) voltage source inverter is used, and a constant voltage input to the inverter is controlled by PWM, and multiple connected in parallel are used. induction traction motor (IM>6
On the variable frequency '1b), the inverter is driven by controlling the application of current. For the connection of the fixed F windings 1 to 1 (3), a star connection is used from the viewpoint of three-phase unbalance of the inverter output and suppression of IMM part circulating current.
第５図は、−ヒ述した従来の制御方法により（りられる
インバータ電気車の車両性能１）性を示すらのＣある。FIG. 5 shows the vehicle performance of the inverter electric vehicle obtained by the conventional control method described above.
、同図でＴはけん引力（Ｋ’Ｊ・ｔ）、Ｖは１Ｍ電圧（
Ｖ ） 、ｌ １．Ｌ Ｉ ＩＶＮＨ流（Ａｎ表わす。, In the same figure, T is the traction force (K'J・t), and V is the 1M voltage (
V), l1. L I IVNH flow (represents An.
図示の如く、インバータ電気中は必要けん引力で、ある
速度まで加速され（第５図への範囲）、その後、定出力
制ｔ１１ （第５）図［３の範囲）で中速域まで加速さ
れ、さらに定Ｊベリυ制御（第５図Ｃの範囲）により高
速ｌ或まで加速される。As shown in the figure, while the inverter is running, it is accelerated to a certain speed (range in Figure 5) with the necessary traction force, and then accelerated to a medium speed range under constant output control t11 (range in Figure 5) [3]. , and is further accelerated to a high speed l by constant J veri υ control (range C in FIG. 5).
このようなＶＶＶＦ制御において、第６図に示Ｊように
直流加速域を拡張して、車両性能を向上させようとした
場合（第６図ａ−＞ａ’ ＞、ＩＭ電電圧一定である
から、ＩＭＩＮ流ｌを図に破線で示す如く、速度に比例
して増加させなければならない。しかしながらＩＭ電流
Ｉに対しては、インバータ装置５に使用されるＧＴＯ素
子等の許容電流値１ｊの制約があり（例えば、４５００
Ｖ−２０００Ａ ＧＴＯ素子の場合、約７５０Ａ／個
）この点から、従来の制御では直流加速域を十分に拡張
することが出来ず、即ら第６図のａ→ｂ→ｂ′の特性ま
でしか得られず、したがって車両性能を向上させること
が非常に困難であるという問題がある。In such VVVF control, when trying to improve vehicle performance by expanding the DC acceleration region as shown in Figure 6 (J in Figure 6) (Figure 6 a->a'>, since the IM voltage is constant, , the IMIN current I must be increased in proportion to the speed, as shown by the broken line in the figure.However, the IM current I is limited by the allowable current value 1j of the GTO elements used in the inverter device 5. Yes (for example, 4500
In the case of V-2000A GTO element, it is approximately 750A/piece) From this point, conventional control cannot sufficiently expand the DC acceleration range, that is, it can only reach the characteristics of a → b → b' in Figure 6. Therefore, it is very difficult to improve vehicle performance.
本発明は上記のような問題を解決するために成されたも
ので、その目的（」、中高速域での車両性能に慶れた特
性をｖすることができるインバータ電気小川ｎｆ、導１
電動機の制御方法を促供りることにある。The present invention has been made to solve the above problems, and its purpose is to develop an inverter that can improve vehicle performance in medium and high speed ranges.
The purpose is to promote methods of controlling electric motors.
（発明の概要）
上記目的を達成するために本発明では、前述した従来の
インバータ電気１■用１１１ｉ ”Ｊ主電動機の固定子
巻線の結線を星形結線および三角結線の両方に切苔え可
能な構成としておくことにより、ｖｖＶＦ制御と組合せ
て中高速域での車両性能向上を実現りるようにしたこと
を特徴どりる。(Summary of the Invention) In order to achieve the above object, the present invention has been developed by changing the connection of the stator winding of the conventional inverter electric 111i"J traction motor into both a star connection and a triangular connection. By making this possible, it is possible to improve vehicle performance in medium and high speed ranges in combination with vvVF control.
以下、本発明を図面に示Ｊ−実施例について詳細に説明
り−る。まず第１図は、本発明を適用するインバータ電
気車の主回路構成１列を示すものであり、見本的には第
４図に示した従来のインバータ電気車の主回路構成と同
様である。ツなわら、第１図が第４図と異なる点は、中
高速域での車両性能向上を目的として、［Ｍ６を星形結
線（Ｙ結１）および三角結線（△結線）の両方に接続可
能な構成としたこと４３ Ｊ：びＹ→△切換指令回路９
を追加し、インバータ装ｒ５の制御を行なうマイコン制
御部８とインターフェイスしている点である。Hereinafter, the present invention will be described in detail with reference to embodiments shown in the drawings. First, FIG. 1 shows one line of the main circuit configuration of an inverter electric vehicle to which the present invention is applied, and is samplewise similar to the main circuit configuration of the conventional inverter electric vehicle shown in FIG. However, the difference between Fig. 1 and Fig. 4 is that [M6 is connected to both the star connection (Y connection 1) and the triangular connection (△ connection) for the purpose of improving vehicle performance in medium and high speed ranges. Possible configuration 43 J:Y→△ switching command circuit 9
is added and interfaced with the microcomputer control section 8 that controls the inverter device r5.
次に、本発明の制御方法について述べる。すなわち第２
図に示す車両性能特性曲線において、前述した従来のイ
ンバータ電気車υ制御方法では、［Ｍの固定子巻線はＹ
結線のままぐあり、ＩＭ相電圧Ｖの制御パターンはａ点
から一点鎖線で示すように速度に対しＣ一定電圧のまま
である。したがってＩＭ相電流ザなわら、インバータ出
力電流ｌは、ｂ、ｂ’ に示すような定電流特性となる
。Next, the control method of the present invention will be described. That is, the second
In the vehicle performance characteristic curve shown in the figure, in the conventional inverter electric vehicle υ control method described above, [M stator winding is
As long as the wiring remains the same, the control pattern of the IM phase voltage V remains at a constant voltage C with respect to the speed, as shown by the dashed line from point a. Therefore, in addition to the IM phase current, the inverter output current l has constant current characteristics as shown by b and b'.
これに対し、本発明の制御方法では、第２図に示すよう
に、速度ＡＱにてＩＭの固定子巻線をＹ結線からへ結線
に切換えることにより、切換え後の（Ｍ相電圧■は、切
換え前の０倍すなわちａ点からａ′へ上昇し、逆にＩＭ
相電流Ｉは切換え萌の１．、ｙ＊：ａ＋ｇ、づ４１わら
９点からＣ点へ減少する。In contrast, in the control method of the present invention, as shown in FIG. 2, by switching the IM stator winding from Y connection to Y connection at speed AQ, the (M phase voltage It increases from 0 times the value before switching, that is, from point a to a', and conversely, IM
The phase current I is 1. , y*:a+g, decreases from 41 points to point C.
速ＩＣ１Ａ点の選び方は、Ｖ／ｒ（１’Ｌ、ｔ ｔＨ３
Ｑ Ｊ、’＋ｌ Ｒ数）を一定にする制御の最終（主眼
）速度Δ′の０倍以上の速）見に選定すれば、１Ｍ鉄心
の飽和度を従来と同程度に出来るので制御上も都合がよ
い。How to select the speed IC1A point is V/r(1'L, t tH3
If the final (principal) speed Δ' of the control to keep the Q J,'+l convenient.
また、速度Ａ点に達したことを検出するには、１Ｍの速
度またはインバータの周波数（例えばその指令賄）を検
出する。また、［Ｍをつ）過飽和の状態で使用すること
が可能であれば速度Ａ点は、Ａ′点のＪ’−３低以下に
選んでも差し支えない。Furthermore, in order to detect that the speed has reached point A, the speed of 1M or the frequency of the inverter (for example, its command value) is detected. Further, if it is possible to use the motor in a supersaturated state ([M]), the speed A point may be selected to be J'-3 lower than the A' point.
このように構成した１Ｍ合のｎ用二ジノ果につ、Ｎ訂し
く述べる。従来の方法では第３図に示すようにインバー
タ装買５のＧＴＯ素子等の許マコ電流［、の制約のため
車両性能の向」二すなわら、直流加速域が速度Ａ′点か
らＡ点までしか拡玉出来ないのにス・１して、本発明を
用いれば８点ＺｋＣ拡張でき、（〕ん引力特性Ｔにおい
て、従来ａ−＋Ｃと定電力制御を行なっていたものが、
ａ−＋ａ’ →Ｃと、定トルク制御から一気に定すべり
制御を行うことができる。すなわら、第３図に斜線で示
した分だけ車両性能が向上りる。この点をさらに訂しく
説明する。The results of a 1M combination for use in the N system constructed in this way will be described in detail. In the conventional method, as shown in Fig. 3, the maximum current of the GTO elements of the inverter 5 is limited, which affects vehicle performance. Although the ball can only be enlarged up to
From a-+a' to C, constant-slip control can be performed from constant-torque control all at once. In other words, the vehicle performance is improved by the amount indicated by diagonal lines in FIG. This point will be explained in more detail.
Ｙ結線のままでりん引力特性１゛を８点からａ′点へ拡
張しようどしても、ＩＭｔ流１が増加し、制御素子の許
容を流ｆ、に相゛１１Ｖる点ｄまで、すなわち、けん引
力特性Ｔ上の［）点までしか拡張できない。そこで、９
点（速度へ点）にてＴＭの固定子巻線結線をＹ結線から
△結線に切換えると、ＩＭ相電圧ＶはＳ侶になるが、Ｉ
Ｍ相雷流■は１／Ｊ３（１８となりｄ′点まで下がる。Even if we try to extend the drag force characteristic 1 from point 8 to point a' while maintaining the Y connection, the IMt flow 1 will increase and the control element tolerance will be reduced to point d, which is 11 V compared to the flow f, that is. , can be extended only up to the point [) on the traction force characteristic T. Therefore, 9
When the TM stator winding connection is switched from Y connection to △ connection at the point (point to speed), the IM phase voltage V changes to S, but the I
The M-phase lightning current ■ becomes 1/J3 (18) and falls to point d'.
したがって制御素子の許容電流ｌ、に対し、充分余裕が
でき、ｄ′点からｅ点まで［Ｍ相電流Ｉを増加させるこ
とができる。Therefore, there is a sufficient margin for the allowable current l of the control element, and it is possible to increase the M-phase current I from point d' to point e.
以上は、インバータ電気車のけん引力特性Ｔすなわちカ
行時について説明したが、本発明は、電力回生時あるい
は、発電ブレーキ時等のいわゆる電気ブレーキ時につい
ても適用できるのは言うもでもなく、特に電力回生ブレ
ーキ時には、フルブレーキ初速の向上といった効果が期
待できる。The above description has been made regarding the traction force characteristic T of the inverter electric vehicle, that is, when the vehicle is in motion, but it goes without saying that the present invention is also applicable to so-called electric braking, such as during power regeneration or during dynamic braking, and in particular, When using electric regenerative braking, you can expect effects such as an improvement in the initial full braking speed.
また、直流架線から電力の供給を受ける場合について説
明したが、交流架線からの電力をいったん直流に変換し
ｊこ後インバータ回路に供給りる場合にも本発明を適用
できる。Moreover, although the case where electric power is supplied from a DC overhead line has been described, the present invention can also be applied to a case where electric power from an AC overhead line is once converted into DC and then supplied to an inverter circuit.
〔発明の２ＩＩ宋）
以上説明したように本発明の誘導主電動機の制御方法に
よれば、以下のような種々の効果を＋ｙ＋持Ｃきるｂの
Ｃある。[2III Song Dynasty of the Invention] As explained above, according to the induction traction motor control method of the present invention, various effects as described below can be achieved.
（ａ） 従来と同一１１沫の誘尋主電＃Ｊ鏝にて、中
高速域でのトルク特性を高り６１ｆ保し、車両性能を向
上することができる。換言すれば１本発明のｉｉ制御方
法でＩ’Ｉられるのと同一のトルク特性を従来の制御方
法で実現しようとすると、誘導主電動機の外形１法およ
び重５′！をＪｆＬＪ加さＶる必要がある（必要トルク
特性に６よるが、重Ｇ！で約２０％増程度が考えられる
）が、本発明で・は−ぞの必（社）がない。(a) With the same 11-stroke main power #J as before, the torque characteristics in the medium and high speed range can be maintained at 61 f, improving vehicle performance. In other words, if one attempts to achieve the same torque characteristics as I'I with the ii control method of the present invention using the conventional control method, the induction traction motor's external shape and weight 5'! It is necessary to add JfLJ to V (it depends on the required torque characteristics, but it is thought that the heavy G! will increase by about 20%), but with the present invention, this is not necessary.
（ｂ） 逆に同一車両性能を維持するためには、中高
速域での電流が少なくで済むのひ、結果的に誘導主電動
機のＲＭＳ （自乗平均）電流が少なくなり、したがっ
て誘導主電動機の熱イ白設計が楽になる、ずなわら、同
一熱設計とすれば、誘導主電動機Ｊ機の小形軽量化が計
れる。２
（Ｃ） 従来の主回路部品をそのまま使用することが
できる。すなわら、ハード関係で追加するのは基本的に
は、Ｙ→Δ１．ＩＪ Ｉ％指令回路およびその制御指令
のための制御部、例えばマイコン制御部のみである。(b) Conversely, in order to maintain the same vehicle performance, less current is required in the medium and high speed range, which results in a decrease in the RMS (root mean square) current of the induction traction motor. Not only does the thermal design become easier, but if the same thermal design is used, the induction traction motor J machine can be made smaller and lighter. 2 (C) Conventional main circuit components can be used as is. In other words, the hardware-related additions are basically Y→Δ1. There is only an IJ I% command circuit and a control section for its control commands, such as a microcomputer control section.
第１図は本発明の一実Ｉｌｉ！１例を示す回路図、第２
図はＹ−へ変換による電流の変化を示１°図、第３図は
本発明による制御パターンの一例を示す図、
第４図は従来のインバータ電気車の主回路構成図、
第５図はインバータ電気中の車両性能曲線および従来の
電圧、電流のｆｆ１１１１６１１パターンを示す図、第
６図は従来のインバータ電気車制御り法を説明するため
の図である。
１・・・直流架線、２・・・パンクグラフ、３・・・フ
ィルタリ７り１−ル、４・・・フィルタコンデンサ、５
・・・インバータ装胃、６・・・誘導主電動１幾、７・
・・接地、８．・・・マイコン制御品、９・・・Ｙ−→
△切換旧令回路。
出願人代理人 猪 股 ン１）第６図
ｉ！、度Ｃｋｍ／ｈ）−一−
第１図
速度（ｋｍ／ｈ）
速度（人ｍ／ｈ） □Figure 1 is one of the fruits of the present invention! Circuit diagram showing one example, second
The figure shows a 1° diagram showing the change in current due to conversion to Y-, Figure 3 shows an example of the control pattern according to the present invention, Figure 4 shows the main circuit configuration of a conventional inverter electric car, and Figure 5 shows FIG. 6 is a diagram showing a vehicle performance curve during inverter electricity and a conventional ff1111611 pattern of voltage and current, and is a diagram for explaining a conventional inverter electric vehicle control method. DESCRIPTION OF SYMBOLS 1... DC overhead wire, 2... Punk graph, 3... Filter reel, 4... Filter capacitor, 5
... Inverter installed, 6... Induction main electric motor 1, 7.
...Earth, 8. ...Microcomputer controlled product, 9...Y-→
△Switching old order circuit. Applicant's representative Inomata 1) Figure 6 i! , degree Ckm/h) -1- Figure 1 Speed (km/h) Speed (person m/h) □
Claims (1)
調制御して得られる可変周波数の電圧に変換して誘導主
電動機へ供給することにより鉄道用電気車を駆動する方
法において、誘導主電動機の固定子巻線を星形結線およ
び三角結線の双方に接続可能に構成しておき、インバー
タの出力電圧と出力周波数の比が一定に保たれる速度領
域の上限速度よりも高い速度に達したとき、Ｌ記固定子
巻線を星形結線から三角結線に切換えることを特徴とす
る、誘導主電動機の制御方法。 ２、上記上限速度から、上記も結線の切換を行なう速度
までの速度領域では、速度の上昇に伴つて、インバータ
の出力電流を上昇させ、上記結線の切換に伴つてインバ
ータの出力電流をストップ状に減少させ、また上記結線
の切換を行なう速度からそれより高いある速度までの速
度領域でも速度の上昇に伴つてインバータの出力電流を
上昇させることによりこれらの速度領域で定トルク特性
を得るようにしたことを特徴とする特許請求の範囲第１
項記載の方法。 ３、上記速度の上昇に伴つてインバータの出力電流を上
昇させる速度領域では、上記インバータの出力電圧が一
定に保たれることを特徴とする特許請求の範囲第２項記
載の方法。[Claims] 1. A method for driving an electric railway car by receiving power from an overhead wire, converting it into a variable frequency voltage obtained by pulse width modulation control of an inverter, and supplying the voltage to an induction traction motor. , the stator winding of the induction traction motor is configured so that it can be connected to both star and triangular connections, and the ratio of the inverter's output voltage and output frequency is higher than the upper limit speed of the speed range where it is kept constant. A method for controlling an induction traction motor, characterized in that when the speed is reached, the L stator winding is switched from a star connection to a triangular connection. 2. In the speed range from the above upper limit speed to the speed at which the connection is switched above, the inverter output current is increased as the speed increases, and the inverter output current is stopped as the connection is switched. In addition, even in the speed range from the speed at which the connection is switched to a certain higher speed, constant torque characteristics are obtained in these speed ranges by increasing the output current of the inverter as the speed increases. Claim 1 characterized in that
The method described in section. 3. The method according to claim 2, wherein the output voltage of the inverter is kept constant in a speed range in which the output current of the inverter increases as the speed increases.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59194316A JPS6173591A (en) | 1984-09-17 | 1984-09-17 | Controlling method of induction main motor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59194316A JPS6173591A (en) | 1984-09-17 | 1984-09-17 | Controlling method of induction main motor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6173591A true JPS6173591A (en) | 1986-04-15 |
Family
ID=16322571
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59194316A Pending JPS6173591A (en) | 1984-09-17 | 1984-09-17 | Controlling method of induction main motor |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6173591A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63206195A (en) * | 1987-02-23 | 1988-08-25 | Fuji Electric Co Ltd | Inverter power source drive motor |
| JPS6439288A (en) * | 1987-07-31 | 1989-02-09 | Yaskawa Denki Seisakusho Kk | Producing method of motor winding selection command |
| US6894455B2 (en) | 2003-04-30 | 2005-05-17 | Remy Inc. | Performance improvement of integrated starter alternator by changing stator winding connection |
| US7294984B2 (en) | 2004-11-24 | 2007-11-13 | Mitsubishi Denki Kabushiki Kaisha | Motor controller |
| WO2012098585A1 (en) * | 2011-01-21 | 2012-07-26 | Three Eye Co., Ltd. | Three-phase inverter for driving variable-speed electric machine |
-
1984
- 1984-09-17 JP JP59194316A patent/JPS6173591A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63206195A (en) * | 1987-02-23 | 1988-08-25 | Fuji Electric Co Ltd | Inverter power source drive motor |
| JPS6439288A (en) * | 1987-07-31 | 1989-02-09 | Yaskawa Denki Seisakusho Kk | Producing method of motor winding selection command |
| US6894455B2 (en) | 2003-04-30 | 2005-05-17 | Remy Inc. | Performance improvement of integrated starter alternator by changing stator winding connection |
| US7294984B2 (en) | 2004-11-24 | 2007-11-13 | Mitsubishi Denki Kabushiki Kaisha | Motor controller |
| US7612509B2 (en) | 2004-11-24 | 2009-11-03 | Mitsubishi Denki Kabushiki Kaisha | Motor controller |
| WO2012098585A1 (en) * | 2011-01-21 | 2012-07-26 | Three Eye Co., Ltd. | Three-phase inverter for driving variable-speed electric machine |
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