WO2005110802A1 - 電気車制御装置 - Google Patents
電気車制御装置 Download PDFInfo
- Publication number
- WO2005110802A1 WO2005110802A1 PCT/JP2005/008974 JP2005008974W WO2005110802A1 WO 2005110802 A1 WO2005110802 A1 WO 2005110802A1 JP 2005008974 W JP2005008974 W JP 2005008974W WO 2005110802 A1 WO2005110802 A1 WO 2005110802A1
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- WO
- WIPO (PCT)
- Prior art keywords
- frequency
- frequency deviation
- idling
- torque
- slip
- Prior art date
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Classifications
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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
- 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
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
-
- 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
Definitions
- the present invention relates to an electric vehicle control device that performs vehicle idling control and the like of an electric vehicle driven by an AC motor.
- Electric vehicles usually perform acceleration / deceleration by the adhesive force between the wheels and the rails. However, if a driving force greater than the above-mentioned adhesive force is applied when the AC motor is started, the wheels will spin and the braking force will be less than the above-mentioned adhesive force during braking. If a large positive power is applied, the wheels will slide. For this reason, the acceleration and deceleration performance of an electric vehicle has been conventionally improved by detecting idling and gliding, reducing the torque generated by the AC motor, and quickly re-adhering the electric motor.
- Patent Document 1 first, an average speed of rotation speeds of a plurality of AC motors is calculated, and a wheel diameter difference correction of a wheel coupled to each AC motor is performed based on a ratio of the average speed to a rotation speed of each AC motor. The amount is calculated, and subsequently, a reference speed as a reference for the re-adhesion control in each control unit is calculated from the wheel diameter difference correction amount and the average speed. Then, wheel idling is detected for each control unit based on the average speed and the rotational speed of the AC motor to be controlled, and the idle speed is detected for each control unit according to the difference between the reference speed and the rotational speed of the controlled AC motor. Reduce the torque of the AC motor and perform slip adhesion readhesion control.
- Patent Document 1 Japanese Patent Application Laid-Open No. 2001-145207 (Page 3, FIG. 1)
- the present invention has been made to solve the above-described problems, and simplifies control. It is an object of the present invention to provide an electric vehicle control device capable of achieving quick processing.
- An electric vehicle control device detects an axle speed of an axle corresponding to each of a plurality of AC motors that are torque-controlled by an inverter and detects idling of an axle directly connected to the axle.
- high-priority calculating means for extracting the maximum frequency from the frequency corresponding to each axle speed
- low-priority calculating means for extracting the minimum frequency from the frequency corresponding to each axle speed
- a first subtractor for calculating the first frequency deviation by subtracting the minimum frequency
- a first-order lag means for calculating the second frequency deviation by inputting the first frequency deviation as a first-order lag system
- a second subtractor for subtracting the second frequency deviation from the first frequency deviation to calculate an idling frequency deviation, and an idling detection setting means for outputting an idling detection set value for judging wheel idling at a frequency level
- Idling frequency above The slippage detection means that outputs the slippage detection signal when the slippage frequency deviation is larger than
- the first frequency deviation force is subtracted, the second frequency deviation is subtracted, a slip frequency deviation that fluctuates only during idling is calculated, and the slip frequency deviation is compared with a slip detection setting value.
- the slip detection signal is output, so that the slip can be detected instantaneously without being affected by the difference in the wheel diameters.Simple, quick and accurate torque correction control can be performed. Best form
- FIG. 1 is a configuration diagram showing a relationship between an electric vehicle control device, an inverter, and an AC motor according to Embodiment 1 for carrying out the present invention.
- DC power collected from an overhead line 1 via a current collector 2 is supplied to an inverter 3 and converted into three-phase U-, V-, and W-phase AC power.
- Induction power is generated by the three-phase AC power output from inverter 3.
- AC motors 4 to 7 for electric vehicles such as motives are driven.
- Pulse generators 8 to: The rotation speeds N1 to N4 of the AC motors 4 to 7 detected at L1 are input to the electric vehicle control device 12.
- the input currents INU, INV, INW of the AC motors 4 to 7 detected by the current detectors 13 to 15 are input to the electric vehicle control device 12. Further, a driver's cab (not shown) inputs a driver's cab command signal 16 of a power notch command and a variable load device (not shown) or a variable load command signal 17 to the electric vehicle control device 12. Then, the q-axis current control of the inverter 3 is performed by the q-axis current control signal 18 output from the electric vehicle control device 12.
- FIG. 2 is a block diagram showing an internal configuration of the electric vehicle control device 12 of the first embodiment for carrying out the present invention.
- the axles (not shown) to which wheels (not shown) are directly connected are obtained from the rotation speeds N1 to N4 of the AC motors 4 to 7 detected by the pulse generators 8 to L1.
- the high priority calculation means 20 extracts the maximum frequency FMMAX corresponding to the axle speed of the axle directly connected to the wheel having the smallest diameter from each of the frequencies FM1 to FM4.
- the low-priority calculating means 21 similarly extracts the minimum frequency FMMIN from each of the frequencies FM1 to FM4.
- the first subtractor 22 subtracts the minimum frequency FMM IN from the maximum frequency FMMAX to calculate a first frequency deviation A FM1.
- the first frequency deviation AFM1 is input to the first-order delay means 23 as a first-order delay system, and a second frequency deviation AFM2 is calculated.
- the second subtractor 24 subtracts the second frequency deviation ⁇ FM2 from the first frequency deviation ⁇ FM1 to calculate an idling frequency deviation ⁇ FMS.
- the slip detection setting means 25 outputs a slip detection setting value A FMAl for judging slip in a frequency level. Then, the idling detection means 26 compares the idling frequency deviation A FMS with the idling detection set value ⁇ FMA1, and when the idling frequency deviation ⁇ FMS is larger than the idling detection set value ⁇ FMA1, the analog corresponding to the difference between the two. Outputs the idle rotation detection signal 26a.
- the torque command correction calculating means 27 to which the slip detection signal 26a is input calculates the torque correction amount ⁇ T of the torque pattern according to the slip detection signal 26.
- a cab command signal 16 corresponding to the power notch commanded from the cab when the electric vehicle powers, and an adaptive load command signal 17 corresponding to the weight of the electric vehicle are used for torque command calculation.
- the torque command calculating means 28 outputs a torque command signal TP corresponding to the torque to be output to the AC motor 4 from the two command signals 16, 17.
- the torque command correction calculation means 29 outputs only when idling occurs, and narrows down the torque command correction signal TP1 by subtracting the torque command signal TP force torque correction amount ⁇ .
- the vector control calculation means 30 calculates the q-axis current corresponding to the torque of the AC motors 4 to 7 from the input currents INU, INV, INW of the AC motors 4 to 7 and the torque command correction signal TP 1 to calculate the q-axis current. Outputs control signal 18. Then, the inverter 3 reduces the torque pattern in accordance with the q-axis current control signal 18 to perform the idling readhesion control.
- the second frequency deviation ⁇ FM2 that fluctuates due to the wheel diameter difference is calculated by the first-order lag means 23 that receives the first frequency deviation ⁇ FM1 as an input.
- the second frequency subtracter 24 subtracts the second frequency deviation ⁇ FM2 from the first frequency deviation ⁇ FM1 to calculate an idle frequency deviation A FMS that fluctuates only during idling.
- the idling detection means 26 detects the idling by comparing the idling frequency deviation ⁇ FMS and ⁇ FMA1, the frequency-time characteristic force of each signal shown in FIG. 3 is also affected by the wheel diameter difference, as is clear.
- the slipping detection set value ⁇ FMA1 can be set without any problem, the point where the slipping frequency deviation ⁇ FMS becomes larger than the slipping detection set value A FMAl is detected as occurrence of slippage, and slippage re-adhesion control is performed according to the deviation. . Accordingly, the calculation of the average speed of the AC motors 4 to 7 and the calculation of the wheel diameter difference correction amount are not required, and the configuration is simplified, so that quick processing can be performed.
- FIG. 4 is a block diagram showing an electric vehicle control device 12 according to Embodiment 2 of the present invention.
- reference numerals 16 to 22 and 28 to 30 are the same as those in the first embodiment.
- the first frequency deviation AFM1 is calculated by the first subtractor 22 as in the first embodiment.
- the first frequency deviation A FM1 is input to the first time differentiating means 31, a first time deviation ⁇ FM1 is applied to a predetermined time measurement start force, and a first time is obtained by time differentiation for a predetermined time t1.
- the first frequency deviation A FM1 is input to the second time differentiating means 32, and the temporary time variation ⁇ FM2D ( t2) To do.
- the conversion means 33 converts the provisional time variation A FM2D (t2) into a variation of time tl and outputs a second time variation A FM2D.
- the second subtractor 34 subtracts the first time variation ⁇ FM1D from the second time variation ⁇ FM2D to calculate an idling frequency deviation ⁇ FMS.
- the slip detection setting means 35 outputs the slip detection setting value A FMAD for judging the slip according to the frequency level.
- the idling detection means 36 outputs an analog amount of the idling detection signal 36a according to the difference between the two.
- the torque command correction calculating means 37 to which the slip detection signal 36a is input calculates the torque correction amount ⁇ of the torque pattern according to the slip detection signal 36a. Thereafter, as in the first embodiment, the q-axis current control signal 18 is supplied to the inverter 3 via the vector control calculation means 30 by the torque command correction signal TP1 obtained by subtracting the torque correction amount ⁇ from the torque command signal TP. Then, by controlling the q-axis current of the AC motors 4 to 7, slip re-adhesion control is performed. In the electric vehicle control device 12 configured as described above, the second time change amount during the time t2 is subtracted from the first time change amount during the time tl to calculate the slip frequency deviation A FMS, and the slip frequency deviation is calculated.
- FIG. 6 is a block diagram showing an electric vehicle control device 12 according to Embodiment 3 of the present invention. 1 and 6, 16 to 24 and 28 to 30 are the same as those in the first embodiment.
- the first frequency deviation AFM1 is calculated by the first subtractor 22 as in the first embodiment. Further, the first frequency deviation AFM1 is input to the first-order lag means 23, and the second frequency deviation AFM2 is calculated as a first-order lag system. Subsequently, in the second computing unit 24, the second frequency deviation ⁇ FM2 is subtracted from the first frequency deviation ⁇ FM1 to calculate an idling frequency deviation AFMS. Then, the idling detection setting means 38 The idling detection set value A FMA2 for judging the slip on the frequency level is output. In this embodiment, the idling detection set value A FMA2 is set when the frequency corresponding to the axle speed input from the low priority calculation means 21 reaches a predetermined value as shown in FIG. 7 (for example, the AC motor 4 When a constant acceleration region force reaches the motor characteristic region), the acceleration is switched by a predetermined value, for example, according to the motor characteristics.
- the idling detection means 39 compares the idling frequency deviation ⁇ FMS with the idling detection set value ⁇ FMA2, and when the idling frequency deviation ⁇ FMS is larger than the idling detection set value ⁇ FMA2, the difference between the two is determined.
- the idle rotation detection signal 39a of the corresponding analog amount is output.
- the torque correction amount ⁇ of the torque pattern is calculated according to the idling detection signal 39a.
- the q-axis current control of the AC motors 4 to 7 is performed by the torque command correction signal TP1 via the torque control calculation means 30 by subtracting the torque command signal TP force and the torque correction amount ⁇ . Is
- Embodiments 1 to 3 the same effect can be expected for the one that drives four AC motors 4 to 7 and the one that drives four or more AC motors described above. can do.
- FIG. 8 shows an electric vehicle control device, an inverter, and an AC motor in Embodiment 4 in which the above-described sliding control is performed.
- FIG. 3 is a configuration diagram showing the relationship between In FIG. 8, reference numerals 1 to 15 and 18 are the same as those in the first embodiment.
- the rotation speeds N1 to N4 of the AC motors 4 to 7 detected by the pulse generators 8 to L1 and the current detectors 13 to 15 The input currents INU, INV, and INW of the AC motors 4 to 7 are input to the electric vehicle control device 12. Further, a brake command signal 41 from a driver's cab (not shown) and a brake force command signal 42 corresponding to the amount of brake from a brake receiving device (not shown) are transmitted. It is input to the vehicle control device 12. Then, the q-axis current control of the inverter 3 is performed by the q-axis current control signal 18 output from the electric vehicle control device 12.
- FIG. 9 is a block diagram showing an electric vehicle control device 12 according to Embodiment 4 of the present invention.
- 18 to 24 and 28 to 30 are the same as those in the first embodiment.
- the first frequency deviation A FM1 is calculated by the first subtractor 22 as in the first embodiment. Further, the first frequency deviation A FM1 is input to the primary delay means 23, and the second frequency deviation ⁇ FM2 is calculated as a primary delay system. Subsequently, in the second subtractor 24, the second frequency deviation ⁇ FM2 is subtracted from the first frequency deviation ⁇ FM1, and the sliding frequency deviation A FMS1 is calculated. Then, the slide detection setting value A FMA3 for judging the slide at a frequency level is output from the slide detection setting means 43.
- the sliding detection means 44 compares the sliding frequency deviation ⁇ FMS1 with the sliding detection set value ⁇ FMA1, and if the sliding detection set value A FMA3 is larger than the sliding detection set value A FMA3, a sliding detection signal 44a of an analog amount corresponding to the difference between the two. Is output.
- the torque command correction calculating means 45 to which the slide detection signal 44a is input calculates a torque correction amount ⁇ T of the torque pattern according to the slide detection signal 44a.
- the torque command calculation means outputs a torque command signal TP corresponding to the torque to be output to the AC motors 4 to 7 from both command signals 41 and 42.
- the q-axis current control of the AC motor is performed by the torque command correction signal TP1 via the vector control calculation means 30 by the torque command correction signal TP1 obtained by subtracting the torque correction amount ⁇ T generated at the time of gliding. Done.
- the second frequency deviation ⁇ FM2 that fluctuates due to the wheel diameter difference is calculated by the first-order delay means 23 that receives the first frequency deviation ⁇ FM1 as an input.
- the second subtractor 24 subtracts the second frequency deviation ⁇ FM2 from the first frequency deviation ⁇ FM1 to calculate a sliding frequency deviation A FMS1 that fluctuates only during the sliding.
- the sliding frequency deviation ⁇ FMS1 is larger than the sliding detection set value ⁇ FMA3 by the sliding detecting means 44, the sliding is detected and the sliding detection signal is output.
- FIG. 11 is a block diagram showing an electric vehicle control device 12 according to Embodiment 5 of the present invention.
- 18 to 22 and 28 to 30 are the same as those of the first embodiment
- 31 to 34 are the same as those of the second embodiment
- 41 and 42 are the same as those of the fourth embodiment.
- the first frequency deviation A FM1 is calculated by the first subtractor 22 as in the first embodiment. Further, when the first frequency deviation ⁇ FM 1 is input to the first time differentiating means 31 in the same manner as in the second embodiment, a predetermined time from the start of the predetermined time measurement for the first frequency deviation ⁇ FM 1 The first time change amount A FM1D is calculated by the time differentiation during the time tl. Further, the first frequency deviation A FM1 is input to the second time differentiating means 32, and the provisional time variation ⁇ FM2D ( Calculate t2).
- the conversion means 33 converts the provisional time change amount A FM2D (t2) into a change amount of time tl and outputs a second time change amount A FM2D.
- the second subtractor 34 subtracts the first time variation ⁇ FM1D from the second time variation ⁇ FM2D to calculate the sliding frequency deviation ⁇ FMS1.
- the slide detection setting means 46 outputs a slide detection set value A FMADl for judging the slide by a frequency level.
- the sliding detection means 47 outputs a sliding detection signal 47a having an analog amount corresponding to the difference between the sliding frequency deviation ⁇ FMS1 and the sliding detection set value ⁇ FMAD1 when the sliding frequency deviation ⁇ FMS1 is larger than the sliding detection set value ⁇ FMAD1.
- the torque command correction calculating means 48 to which the sliding detection signal 47a is input calculates a torque correction amount ⁇ of the torque pattern according to the sliding detection signal 47a. Thereafter, as in the first embodiment, the q-axis current control signal 18 is supplied to the inverter 3 via the vector control calculation means 30 by the torque command correction signal TP1 obtained by subtracting the torque correction amount ⁇ from the torque command signal TP. Then, by controlling the q-axis current of the AC motors 4 to 7, gliding readhesion control is performed.
- the second time change amount during the time t2 is also subtracted from the first time change amount during the time tl to calculate the sliding frequency deviation A FMS1, and the sliding frequency
- the deviation ⁇ FMS1 is larger than the slide detection set value ⁇ FMAD1
- the slide detection signal is output, the frequency-time characteristic of each signal shown in FIG. 12 is shown.
- FIG. 13 is a block diagram showing an electric vehicle control device according to Embodiment 6 of the present invention.
- FIGS. 1, 9, and 13, 16 to 24 and 28 to 30 are the same as those of the first embodiment, and 41 and 42 are the same as those of the third embodiment.
- the first frequency deviation A FM1 is calculated by the first subtractor 22 as in the first embodiment. Further, the first frequency deviation A F Ml is input to the first-order delay means 23, and a second frequency deviation A FM2 is calculated as a first-order delay system. Subsequently, the second computing unit 24 subtracts the second frequency deviation ⁇ FM2 from the first frequency deviation ⁇ FM1 to calculate the sliding frequency deviation A FMS1. Then, the sliding detection setting means 49 outputs a sliding detection set value ⁇ FMA4 for determining the sliding based on the frequency level. In the sixth embodiment, the sliding detection set value A FMA4 is set when the frequency corresponding to the axle speed input from the high-priority calculating means 20 reaches a predetermined value as shown in FIG. (When the motor reaches the motor characteristic region), the acceleration is switched by a predetermined value, for example, according to the motor characteristics.
- the sliding detection means 50 compares the sliding frequency deviation A FMS1 with the sliding detection set value A FMA4, and when the sliding frequency deviation ⁇ FMS1 is larger than the sliding detection set value ⁇ FMA4, the difference between the two is determined.
- the corresponding analog amount of the slide detection signal 50a is output.
- the torque correction amount ⁇ of the torque pattern is calculated according to the slide detection signal 50a. Thereafter, as in Embodiment 1, the torque correction amount ⁇ is subtracted from the torque command signal TP, and the q-axis current control of the AC motors 4 to 7 is performed by the torque command correction signal TP1 via the vector control calculation means 30. Done. As is clear from the frequency-time characteristics of each signal shown in Fig.
- the sliding detection that occurs during the braking operation in the high-speed range can be more reliably detected.
- FIG. 1 is a configuration diagram showing a relationship between an electric vehicle control device, an inverter, and an AC motor according to Embodiment 1 for carrying out the present invention.
- FIG. 2 is a block diagram showing an electric vehicle control device according to Embodiment 1 for carrying out the present invention.
- FIG. 3 is an explanatory diagram illustrating idling detection in FIG. 2.
- FIG. 4 is a block diagram showing an electric vehicle control device according to Embodiment 2 for carrying out the present invention.
- FIG. 5 is an explanatory diagram for explaining idling detection in FIG. 4.
- FIG. 6 is a block diagram showing an electric vehicle control device according to Embodiment 3 for carrying out the present invention.
- FIG. 7 is an explanatory diagram illustrating switching of a torque pattern in FIG. 6.
- FIG. 8 is a configuration diagram showing a relationship between an electric vehicle control device, an inverter, and an AC motor according to Embodiment 4 for carrying out the present invention.
- FIG. 9 is a block diagram showing an electric vehicle control device according to a fourth embodiment for carrying out the present invention.
- FIG. 10 is an explanatory diagram illustrating idling detection in FIG. 9.
- FIG. 11 is a block diagram showing an electric vehicle control device according to a fifth embodiment for implementing the present invention.
- FIG. 12 is an explanatory diagram illustrating idling detection in FIG. 11.
- FIG. 13 is a block diagram showing an electric vehicle control device according to Embodiment 6 for carrying out the present invention.
- FIG. 14 is an explanatory diagram illustrating torque pattern switching in FIG. 13.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Multiple Motors (AREA)
- Selective Calling Equipment (AREA)
- Vehicle Body Suspensions (AREA)
- Control Of Electric Motors In General (AREA)
- Container, Conveyance, Adherence, Positioning, Of Wafer (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
Abstract
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Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
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DE602005026648T DE602005026648D1 (de) | 2004-05-19 | 2005-05-17 | Steuervorrichtung für elektrofahrzeug |
JP2006519547A JP4573835B2 (ja) | 2004-05-19 | 2005-05-17 | 電気車制御装置 |
US10/570,997 US7288909B2 (en) | 2004-05-19 | 2005-05-17 | Electrical vehicle controller |
CA2544037A CA2544037C (en) | 2004-05-19 | 2005-05-17 | Electrical vehicle controller |
AT05741649T ATE500087T1 (de) | 2004-05-19 | 2005-05-17 | Steuervorrichtung für elektrofahrzeug |
EP05741649A EP1747934B1 (en) | 2004-05-19 | 2005-05-17 | Electric vehicle control device |
CN2005800008322A CN1842432B (zh) | 2004-05-19 | 2005-05-17 | 电车控制装置 |
HK06113539.5A HK1092768A1 (en) | 2004-05-19 | 2006-12-08 | Electric vehicle control device |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2004-149439 | 2004-05-19 | ||
JP2004149439 | 2004-05-19 |
Publications (1)
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WO2005110802A1 true WO2005110802A1 (ja) | 2005-11-24 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/JP2005/007075 WO2005110801A1 (ja) | 2004-05-19 | 2005-04-12 | 電気車制御装置 |
PCT/JP2005/008974 WO2005110802A1 (ja) | 2004-05-19 | 2005-05-17 | 電気車制御装置 |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2005/007075 WO2005110801A1 (ja) | 2004-05-19 | 2005-04-12 | 電気車制御装置 |
Country Status (11)
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US (1) | US7288909B2 (ja) |
EP (1) | EP1747934B1 (ja) |
JP (1) | JP4573835B2 (ja) |
KR (1) | KR100710404B1 (ja) |
CN (1) | CN1842432B (ja) |
AT (1) | ATE500087T1 (ja) |
CA (1) | CA2544037C (ja) |
DE (1) | DE602005026648D1 (ja) |
ES (1) | ES2361553T3 (ja) |
HK (1) | HK1092768A1 (ja) |
WO (2) | WO2005110801A1 (ja) |
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WO2009001452A1 (ja) * | 2007-06-27 | 2008-12-31 | Mitsubishi Electric Corporation | 電気車の制御装置 |
CN102381211A (zh) * | 2007-06-27 | 2012-03-21 | 三菱电机株式会社 | 电车的控制装置 |
CN103303158A (zh) * | 2012-03-08 | 2013-09-18 | 株式会社日立制作所 | 电车的控制装置 |
JP2016116265A (ja) * | 2014-12-11 | 2016-06-23 | 株式会社日立製作所 | 電力変換装置及び電力変換装置の制御方法 |
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US8280565B2 (en) * | 2006-04-17 | 2012-10-02 | Mitsubishi Denki Kabushiki Kaisha | Drive control apparatus for electric car |
EP2191998B1 (en) * | 2007-09-18 | 2017-10-25 | Mitsubishi Electric Corporation | Controller for electric vehicle |
JP2011217530A (ja) * | 2010-03-31 | 2011-10-27 | Toshiba Mach Co Ltd | サーボ制御方法及びサーボ制御装置 |
MX2010011171A (es) * | 2010-10-11 | 2012-04-13 | Mabe Sa De Cv | Control de defasamiento. |
EP2899873B1 (en) * | 2012-09-21 | 2021-01-06 | Mitsubishi Electric Corporation | Electric motor control device |
JP2015037329A (ja) * | 2013-08-09 | 2015-02-23 | 日本信号株式会社 | 列車制御装置 |
DE102016208704A1 (de) * | 2016-05-20 | 2017-11-23 | Robert Bosch Gmbh | Ermitteln von Freilaufphasen einer mit einem Freilauf an eine Brennkraftmaschine gekoppelten elektrischen Maschine |
JP7131144B2 (ja) * | 2018-07-09 | 2022-09-06 | 株式会社デンソー | 車両の駆動システムに適用される駆動制御装置 |
US10906557B1 (en) | 2019-07-17 | 2021-02-02 | Harley-Davidson Motor Company Group, LLC | Haptic function of electric vehicle powertrain |
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2005
- 2005-04-12 WO PCT/JP2005/007075 patent/WO2005110801A1/ja active Application Filing
- 2005-05-17 DE DE602005026648T patent/DE602005026648D1/de active Active
- 2005-05-17 ES ES05741649T patent/ES2361553T3/es active Active
- 2005-05-17 US US10/570,997 patent/US7288909B2/en not_active Expired - Fee Related
- 2005-05-17 WO PCT/JP2005/008974 patent/WO2005110802A1/ja active IP Right Grant
- 2005-05-17 JP JP2006519547A patent/JP4573835B2/ja not_active Expired - Fee Related
- 2005-05-17 KR KR1020067002770A patent/KR100710404B1/ko not_active IP Right Cessation
- 2005-05-17 CA CA2544037A patent/CA2544037C/en not_active Expired - Fee Related
- 2005-05-17 CN CN2005800008322A patent/CN1842432B/zh not_active Expired - Fee Related
- 2005-05-17 EP EP05741649A patent/EP1747934B1/en active Active
- 2005-05-17 AT AT05741649T patent/ATE500087T1/de not_active IP Right Cessation
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2006
- 2006-12-08 HK HK06113539.5A patent/HK1092768A1/xx not_active IP Right Cessation
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Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2009001452A1 (ja) * | 2007-06-27 | 2008-12-31 | Mitsubishi Electric Corporation | 電気車の制御装置 |
CN102381211A (zh) * | 2007-06-27 | 2012-03-21 | 三菱电机株式会社 | 电车的控制装置 |
US8285430B2 (en) | 2007-06-27 | 2012-10-09 | Mitsubishi Electric Corporation | Controlling device for railway electric car |
CN102381211B (zh) * | 2007-06-27 | 2014-07-23 | 三菱电机株式会社 | 电车的控制装置 |
CN103303158A (zh) * | 2012-03-08 | 2013-09-18 | 株式会社日立制作所 | 电车的控制装置 |
CN103303158B (zh) * | 2012-03-08 | 2015-08-19 | 株式会社日立制作所 | 电车的控制装置 |
JP2016116265A (ja) * | 2014-12-11 | 2016-06-23 | 株式会社日立製作所 | 電力変換装置及び電力変換装置の制御方法 |
Also Published As
Publication number | Publication date |
---|---|
CN1842432B (zh) | 2010-10-06 |
KR20060052977A (ko) | 2006-05-19 |
US20070063662A1 (en) | 2007-03-22 |
JPWO2005110802A1 (ja) | 2008-03-21 |
CN1842432A (zh) | 2006-10-04 |
CA2544037C (en) | 2010-07-13 |
US7288909B2 (en) | 2007-10-30 |
CA2544037A1 (en) | 2005-11-24 |
JP4573835B2 (ja) | 2010-11-04 |
HK1092768A1 (en) | 2007-02-16 |
EP1747934A4 (en) | 2010-03-24 |
DE602005026648D1 (de) | 2011-04-14 |
EP1747934B1 (en) | 2011-03-02 |
ES2361553T3 (es) | 2011-06-20 |
ATE500087T1 (de) | 2011-03-15 |
KR100710404B1 (ko) | 2007-04-24 |
WO2005110801A1 (ja) | 2005-11-24 |
EP1747934A1 (en) | 2007-01-31 |
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