WO2011070651A1 - Dispositif de conversion de puissance - Google Patents

Dispositif de conversion de puissance Download PDF

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Publication number
WO2011070651A1
WO2011070651A1 PCT/JP2009/070563 JP2009070563W WO2011070651A1 WO 2011070651 A1 WO2011070651 A1 WO 2011070651A1 JP 2009070563 W JP2009070563 W JP 2009070563W WO 2011070651 A1 WO2011070651 A1 WO 2011070651A1
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WIPO (PCT)
Prior art keywords
command
braking force
power converter
magnetic flux
calculation unit
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PCT/JP2009/070563
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English (en)
Japanese (ja)
Inventor
河野　雅樹
啓太 畠中
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三菱電機株式会社
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Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to KR1020127010786A priority Critical patent/KR20120060904A/ko
Priority to EP09852048A priority patent/EP2512026A4/fr
Priority to JP2011545012A priority patent/JP4912516B2/ja
Priority to CN2009801628161A priority patent/CN102648578A/zh
Priority to PCT/JP2009/070563 priority patent/WO2011070651A1/fr
Priority to US13/501,409 priority patent/US20120200243A1/en
Publication of WO2011070651A1 publication Critical patent/WO2011070651A1/fr

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    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/06—Rotor flux based control involving the use of rotor position or rotor speed sensors
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • H02P21/20—Estimation of torque
    • 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
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor
    • 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
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor
    • H02P3/26—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor by combined electrical and mechanical braking
    • 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
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/12—Induction machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/427—Voltage
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • H02P2207/00—Indexing scheme relating to controlling arrangements characterised by the type of motor
    • H02P2207/01—Asynchronous machines
    • 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
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates to a power conversion device mounted on an electric vehicle including a railway vehicle or an electric vehicle, and more particularly to a power conversion device that calculates a regenerative braking force necessary for cooperation between an air brake and an electric brake.
  • a regenerative brake and an air brake are generally used together.
  • the brake is used as a regenerative brake calculation result, and as the calculation result decreases, the air brake is supplemented to obtain a stable braking force. That is, in order to realize a highly reliable regenerative brake control device, the regenerative brake calculation result calculated in the inverter is important, and the regenerative brake force calculation result is the regenerative brake output accurately by the motor. Must be able to calculate force.
  • Patent Document 1 describes a torque calculation method of an induction machine
  • Patent Document 2 describes a torque calculation method for a PM motor (permanent magnet synchronous machine) is described.
  • JP 07-031179 A (paragraph “0015” Formula 3) Japanese Patent Laid-Open No. 10-014273 (paragraph “0049” formula 26)
  • Patent Documents 1 and 2 do not mention a brake torque calculation method that can be used for both the induction machine and the PM motor (permanent magnet synchronous machine). That is, there is no description of a brake torque calculation method that does not ask the type of motor. Further, the conventional brake torque calculation method has a problem that the regenerative braking force cannot be accurately calculated when the motor constant changes depending on the driving condition of the electric vehicle.
  • the present invention has been made in view of the above, and an object of the present invention is to obtain a power converter that can accurately calculate the regenerative braking force even if the motor constant changes depending on the driving conditions of the electric vehicle. .
  • the present invention provides a power converter that drives an AC rotating machine, a control unit that controls the power converter, and a brake force command calculation unit that calculates a brake force command.
  • the control unit includes an orthogonal axis current calculated based on current information detected by the AC rotating machine, a voltage command for the power converter calculated based on the braking force command, and an AC rotating machine
  • the first regenerative brake force is calculated based on the speed information
  • the second regenerative brake force is calculated based on the current information, the voltage command, and the speed information
  • the first regenerative brake force and the second regenerative brake are calculated.
  • a regenerative braking force calculation unit that selects any one of the forces according to the speed information and outputs the selected force to the braking force command calculation unit is provided.
  • FIG. 1 is a configuration diagram of a power conversion device according to the first embodiment of the present invention.
  • FIG. 2 is a block diagram of the second torque calculator shown in FIG.
  • FIG. 3 is a configuration diagram of the switching determination unit shown in FIG.
  • FIG. 4 is a diagram for explaining the operation of the power conversion device according to the first embodiment of the present invention.
  • FIG. 5 is a configuration diagram of the power conversion apparatus according to the second embodiment of the present invention.
  • FIG. 6 is a diagram illustrating a configuration example of the magnetic flux calculation unit illustrated in FIG. 5.
  • FIG. 7 is a diagram illustrating another configuration example of the magnetic flux calculation unit illustrated in FIG. 5.
  • FIG. 8 is a diagram for explaining the operation of the power conversion device according to the second embodiment of the present invention.
  • FIG. 9 is a block diagram of the loss calculation unit shown in FIG.
  • FIG. 10 is a configuration diagram of a power converter according to the third embodiment of the present invention.
  • FIG. 11 is a configuration diagram of the switching determination unit shown in FIG.
  • FIG. 12 is a configuration diagram of the power conversion device according to the fourth embodiment of the present invention.
  • FIG. 13 is a configuration diagram of the switching determination unit shown in FIG.
  • FIG. 1 is a configuration diagram of a power conversion device according to a first embodiment of the present invention
  • FIG. 2 is a configuration diagram of a second torque calculation unit shown in FIG. 1
  • FIG. 3 is a configuration diagram of FIG. It is a block diagram of the switching discrimination
  • the power conversion device mainly includes an induction machine 1 that is an AC rotating machine, a power converter 2 that drives the induction machine 1, and a DC power source 5 that is connected in parallel to the DC side of the power converter 2.
  • a speed information detection unit 4 that detects the speed of the induction machine 1, current detectors 3a, 3b, and 3c, a brake force command calculation unit 6 that operates a brake device (not shown), and a control unit 40. Configured.
  • the current detectors 3a, 3b, 3c detect phase current information (current information) Iu, Iv, Iw generated in the induction machine 1.
  • a current detector 3 on the AC side detects the current flowing in the connection between the power converter 2 and the induction machine 1 by CT or the like, but is not limited thereto. Instead, other known methods, for example, a configuration in which phase current information is detected using a current flowing inside the power converter 2 such as a bus current may be used.
  • iu + iv + iw 0 holds, for example, the w-phase current can be obtained from the detected currents for u and v2 phases, so one current detector (in the above example) In other words, 3c) may be omitted. The same applies to obtaining the v-phase current from the detected currents for u and w phases.
  • the control unit 40 includes, as main components, a dq / uvw phase conversion unit (coordinate conversion unit) 10, a regenerative braking force calculation unit 12, a voltage command calculation unit 8, an integration unit 9, and a PWM control unit 11. ing.
  • the dq / uvw phase converter 10 uses the phase current information Iu, Iv, and Iw obtained from the current detector 3 as the rotation orthogonal two axes (dq axes) of the phase ⁇ (hereinafter referred to as “rotation biaxial coordinates”). ) The coordinates are converted into the detected d-axis current value id and the detected q-axis current value iq. As is well known, the dq / uvw phase conversion unit 10 requires a control coordinate axis when performing coordinate conversion of a three-phase current into two rotational orthogonal axes.
  • the phase ⁇ is a value obtained by integrating velocity information (which may be referred to as “angular frequency”) ⁇ by the integrating unit 9.
  • angular frequency ⁇ is obtained by the speed information detection unit 4 attached to the induction machine 1, but the estimated speed value calculated by speed sensorless control without the speed information detection unit 4 is used. Needless to say, it may be used.
  • the brake force command calculation unit 6 includes a brake force calculation unit 13 and a subtractor 14.
  • the brake force calculation unit 13 is for converting a brake step command output from a host system such as a driver's cab (not shown) into a brake force command.
  • the brake force calculation unit 13 performs a calculation such as multiplying a coefficient or unit conversion.
  • the input brake step command is converted into a brake force command.
  • the subtractor 14 subtracts the regenerative braking force BP calculated by the regenerative braking force calculation unit 12 from the braking force command from the braking force calculation unit 13 and controls a mechanical brake such as an air brake not shown. Output.
  • the voltage command calculation unit 8 is a d-axis voltage for controlling the power converter 2 based on the brake force command from the brake force command calculation unit 6 and the speed information ⁇ detected by the speed information detection unit 4.
  • Command Vd * and q-axis voltage command Vq * are calculated.
  • the PWM control unit 11 calculates three-phase voltage commands Vu *, Vv *, and Vw * (not shown) using the d-axis voltage command Vd *, the q-axis voltage command Vq *, and the phase ⁇ . Based on the phase voltage commands Vu *, Vv *, and Vw *, the power converter 2 generates a gate signal for performing pulse width control and outputs the gate signal to the power converter 2.
  • the voltage command calculation unit 8 is a secondary magnetic flux command determined from the brake force command ⁇ * from the brake force command calculation unit 6, the motor constant of the AC rotating machine, and the characteristics of the AC rotating machine.
  • Torque current command Iq * is calculated using ⁇ * and motor constants (motor mutual inductance M, motor secondary inductance Lr, and pole pair number P).
  • the voltage command calculation unit 8 calculates a flux current command Id * from the secondary magnetic flux command and the mutual inductance M of the motor, which is a motor constant, as shown in the equation (2).
  • the voltage command calculation unit 8 calculates the torque current command Iq *, the magnetic flux current command Id *, the motor constants of the induction machine (the secondary inductance Lr of the motor, and the secondary resistance value of the motor). Rr) is used to calculate the slip angular frequency command ⁇ s *.
  • the voltage command calculation unit 8 calculates an inverter angular frequency ⁇ inv corresponding to the frequency output from the power converter 1 based on the slip angular frequency command ⁇ s * and an arbitrary angular frequency ⁇ , as shown in the equation (4). Calculate.
  • the voltage command calculation unit 8 outputs the dq axis voltage commands Vd * and Vq * calculated by the equation (5) to the PWM control unit 11 and the inverter angular frequency ⁇ inv calculated by the equation (4) as the integration unit 9. Output to.
  • the integrating unit 9 requires a control coordinate axis when coordinate-transforming a three-phase voltage or a three-phase current into two rotation orthogonal axes, but the phase ⁇ of the control coordinate axis is based on an arbitrary angular frequency ⁇ inv. Is calculated. This phase ⁇ is obtained by integrating the inverter angular frequency ⁇ inv as shown in the equation (6).
  • the PWM controller 11 uses the d-axis voltage command Vd * obtained from the equation (5), the q-axis voltage command Vq *, and the phase ⁇ obtained from the equation (6) to use the three-phase voltage command Vu. *, Vv *, and Vw * are calculated (see equation (8)), but the voltage phase ⁇ v of the voltage command is slightly advanced from the phase ⁇ as shown in equation (7).
  • the PWM control unit 11 Based on the voltage phase ⁇ v, the d-axis voltage command Vd *, and the q-axis voltage command Vq * obtained in (7), the PWM control unit 11 performs a three-phase voltage command as shown in the equation (8). Vu *, Vv *, and Vw * are calculated.
  • the PWM control unit 11 calculates a gate signal based on the three-phase voltage commands Vu *, Vv *, and Vw * so that the power converter 2 can perform pulse width control, and outputs the gate signal to the power converter 2. As a result, the power converter 2 is controlled according to the braking force command ⁇ *.
  • the regenerative braking force calculation unit 12 includes a first torque calculation unit 16, a second torque calculation unit 17, and a switching unit 15 as main components. Further, the switching unit 15 includes a switching determination unit 18 and a switching processing unit 19.
  • the first torque calculation unit 16 includes a d-axis current detection value id, a q-axis current detection value iq, a d-axis voltage command Vd *, a q-axis voltage command Vq *, a speed A first regenerative braking force BP1 that can be determined based on the information ⁇ is calculated.
  • the second torque calculation unit 17 includes a current calculation unit 21, a voltage calculation unit 22, a magnetic flux calculation unit 26, and a brake calculation unit 42 as main components. Yes. Further, the brake calculation unit 42 includes multipliers 24 a, 24 b, 24 c and a subtracter 25.
  • the second torque calculator 17 configured in this manner is based on the phase current information Iu, Iv, Iw detected by the current detector 3, the dq axis voltage commands Vd *, Vq *, and the speed information ⁇ .
  • the second regenerative braking force BP2 that can be determined is calculated. This will be specifically described as follows.
  • the current calculation unit 21 converts the three-phase phase current information Iu, Iv, Iw into ⁇ -axis current I ⁇ and ⁇ -axis that are two-axis components on the stationary coordinate system ( ⁇ coordinate system). It converts into current I ⁇ .
  • the voltage calculation unit 22 integrates the speed information ⁇ to calculate the phase ⁇ 1 of the control coordinate axis that is a fixed biaxial coordinate.
  • the voltage calculation unit 22 converts the dq-axis voltage commands Vd * and Vq * into the ⁇ -axis voltage V ⁇ and the ⁇ -axis voltage V ⁇ using the phase ⁇ 1 as shown in the equation (12).
  • the magnetic flux calculator 26 generates the ⁇ -axis flux ⁇ and the ⁇ -axis flux ⁇ based on the ⁇ -axis current I ⁇ , ⁇ -axis current I ⁇ , ⁇ -axis voltage V ⁇ , and ⁇ -axis voltage V ⁇ . Is calculated.
  • the subtracter 25 obtains a difference between a value obtained by multiplying the ⁇ -axis magnetic flux ⁇ and the ⁇ -axis current I ⁇ from the multiplier 24a and a value obtained by multiplying the ⁇ -axis magnetic flux ⁇ and the ⁇ -axis current I ⁇ from the multiplier 24b. .
  • the multiplier 24c calculates the second regenerative braking force BP2 shown in the equation (14) based on the output from the subtracter 25 and the pole pair number Pn which is a motor constant.
  • speed information ⁇ is input and a switching speed ⁇ fcn is set in the comparison unit 30 constituting the switching determination unit 18.
  • the switching determination unit 18 determines the timing for switching between the first regenerative braking force BP1 calculated by the first torque calculation unit 16 and the second regenerative braking force BP2 calculated by the second torque calculation unit 17.
  • a switching signal predetermined signal for switching the contact of the switching processing unit 19 from B to A is output.
  • the switching processing unit 19 switches the contact from the B contact to the A contact based on the switching signal from the switching determination unit 18. The reason why the switching is necessary will be explained. Although the resistance of the motor changes depending on the temperature, the lower the speed, the more the influence of the fluctuation of the primary resistance Rs becomes larger due to the characteristics of the motor. Since the first regenerative braking force BP1 does not include the primary resistance Rs as shown by the equation (9), it can be said that the first regenerative braking force BP1 is for a low speed with little influence of the fluctuation of the primary resistance Rs.
  • the second regenerative braking force BP2 includes the primary resistance Rs as shown by the equations (13) and (14), the second regenerative braking force BP2 is easily affected by fluctuations in the primary resistance Rs. Since the secondary inductance Lr of the motor and the secondary resistance value Rr of the motor are not used, the fluctuation is robust against the fluctuations (the braking force output accurately by the AC rotating machine even when those fluctuations occur) Can be calculated).
  • the switching unit 15 is configured to output a switching signal based on the speed condition based on the features of these BP1 and BP2. In the case of an induction machine, the switching speed ⁇ fcn needs to be determined from the motor constant of the induction machine in consideration of fluctuations in primary resistance.
  • ⁇ inv ⁇ fcn
  • the switching speed ⁇ fcn is determined from the above equation. be able to.
  • Id * and Iq * can be determined by including the rated current of the induction machine.
  • FIG. 4 is a diagram for explaining the operation of the power conversion device according to the first embodiment of the present invention.
  • the contact point of the switching processing unit 19 is B. Therefore, the second regenerative braking force BP2 shown in FIG.
  • the brake force BP is output to the subtracter 14 of the brake force command calculation unit 6 (see FIG. 4D).
  • the contact point of the switching processing unit 19 is switched from B to A. Therefore, the first regenerative braking force BP1 shown in FIG. (See FIG. 4D).
  • the regenerative braking force BP from the switching processing unit 19 is input to the braking force command calculation unit 6.
  • the subtractor 14 outputs the braking force obtained by subtracting the regenerative braking force BP from the braking force command ⁇ * to the air brake.
  • the induction machine is used as the AC rotating machine.
  • PM motor permanent magnet synchronous machine
  • the power conversion device selects either the first regenerative braking force BP1 or the second regenerative braking force BP2 according to the speed information ⁇ , and the braking force command Since the regenerative braking force calculation unit 12 that outputs to the calculation unit 6 is provided, even when the motor constant changes depending on the driving conditions of the electric vehicle, the regenerative braking force can be accurately compared with the conventional technology. Can be calculated.
  • any AC rotating machine can be used as long as the type of motor is an AC rotating machine such as an induction machine or a PM motor (permanent magnet synchronous machine) used in an electric vehicle. Can also be adopted. That is, there is no question about the type of motor.
  • FIG. FIG. 5 is a configuration diagram of the power conversion device according to the second embodiment of the present invention
  • FIG. 6 is a diagram illustrating a configuration example of the magnetic flux calculation unit illustrated in FIG. 5
  • FIG. 5 is a diagram illustrating another configuration example of the magnetic flux calculation unit illustrated in FIG. 5
  • FIG. 8 is a diagram for explaining the operation of the power conversion device according to the second embodiment of the present invention
  • FIG. 5 is a configuration diagram of a loss calculation unit shown in FIG.
  • the control unit 41 according to the present embodiment has only one type of torque calculation unit 50, and is characterized in that the output of the magnetic flux calculation unit 31 is switched by the switching unit 23 according to the speed condition. .
  • this Embodiment demonstrates using the synchronous machine 38 which is an alternating current rotating machine, the same effect can be acquired also with an induction machine.
  • the same reference numerals are given to the same parts as those in the first embodiment, and the description thereof is omitted, and only different parts will be described here.
  • the regenerative braking force calculation unit 20 includes a torque calculation unit 50 and a correction unit 51 as main components.
  • the torque calculation unit 50 includes a current calculation unit 21, a voltage calculation unit 22, a magnetic flux calculation unit 31, a switching unit 23, and a brake calculation unit 43.
  • the switching unit 23 includes a switching determination unit 18, a switching processing unit 27, and a switching processing unit 28, and the brake calculation unit 43 is a multiplier similar to the brake calculation unit 42 illustrated in FIG. 24 a, 24 b, 24 c and a subtracter 25.
  • the configuration of the correction unit 51 will be described later.
  • the magnetic flux calculation unit 31 mainly includes a gain unit 33 a that multiplies the ⁇ -axis current I ⁇ calculated by the current calculation unit 21 by a resistance R, and a ⁇ -axis current I ⁇ calculated by the current calculation unit 21.
  • Gain unit 33b that multiplies resistance R, subtracter 32a that subtracts the output of gain unit 33a from ⁇ -axis voltage V ⁇ calculated by voltage calculation unit 22, and gain from ⁇ -axis voltage V ⁇ calculated by voltage calculation unit 22 It comprises a subtractor 32b for subtracting the output of the device 33b, a first-order lag portion 34a, and a first-order lag portion 34b.
  • the ⁇ -axis magnetic flux ⁇ and the ⁇ -axis magnetic flux ⁇ are calculated by integrating the subtracted values.
  • the primary delay unit 34a The ⁇ -axis magnetic flux ⁇ and the ⁇ -axis magnetic flux ⁇ are calculated using 34b. Changing from integration to first-order lag has the effect of removing ripples in voltage and current, and in addition, using pure integration, voltages V ⁇ and V ⁇ calculated by voltage calculation unit 22 and current detector 3 are used. If there is a direct current offset existing in, the calculation result may diverge.
  • the relationship between the time constant T of the approximate integrator by the first-order lag portion and the switching speed ⁇ fcn becomes clear. That is, the ⁇ -axis magnetic flux ⁇ and the ⁇ -axis magnetic flux ⁇ , which are output signals of the first-order lag portions 34a and 34b, have substantially the same value as a pure integral with respect to a signal higher than the time constant T. In other words, the output signals ⁇ and ⁇ of the first-order lag portions 34a and 34b are different from pure integration below the time constant T, and the reliability is lowered. Therefore, by making the switching speed ⁇ fcn higher than the time constant T, a value with high reliability can be selected.
  • the relationship between the time constant T and the switching speed ⁇ fcn can be expressed by equation (15).
  • the first-order lag units 34a and 34b may be configured by integrating units 35a and 35b, subtractors 34a and 34b, and gain units 36a and 36b as shown in FIG.
  • the operation similar to that of the first-order lag portions 34a and 34b can be performed.
  • the configuration in FIG. 7 seems to have more components than in FIG. 6, but the capacity of the software can be reduced compared to the case where the first-order lag portions 34a and 34b are realized by software. Is possible.
  • the switching processing unit 28 includes an ⁇ -axis magnetic flux ⁇ calculated by the magnetic flux calculation unit 31 and a predetermined set value (in this embodiment, a magnetic flux command that is a predetermined magnetic flux that can be determined from a motor constant). ⁇ *) is input, and the switching processing unit 28 selects and outputs either the ⁇ -axis magnetic flux ⁇ or the magnetic flux command ⁇ * according to the switching signal (predetermined signal) from the switching determination unit 18. . Further, the switching processing unit 27 receives the ⁇ -axis magnetic flux ⁇ calculated by the magnetic flux calculating unit 31 and a predetermined set value (0 in the present embodiment), and the switching processing unit 27 receives the switching determination unit 18. In response to the switching signal from, either the ⁇ -axis magnetic flux ⁇ or 0 is selected and output.
  • a predetermined set value in this embodiment, a magnetic flux command that is a predetermined magnetic flux that can be determined from a motor constant.
  • the speed information ⁇ is input to the switching determination unit 18 illustrated in FIG. 5, and the switching determination unit 18 generates a magnetic flux command ⁇ * from the ⁇ -axis magnetic flux ⁇ based on the speed information ⁇ . And the timing for switching from ⁇ -axis magnetic flux ⁇ to 0 are determined. More specifically, when the speed information ⁇ becomes smaller than the switching speed ⁇ fcn, the switching determination unit 18 outputs a switching signal for switching the contact of the switching processing units 27 and 28 from B to A.
  • the magnetic flux calculator 31 uses a resistor R that is a motor constant in the gain units 33 a and 33 b.
  • the actual resistance of the motor changes depending on the temperature, but the design value (resistance value) at 115 ° C., for example, is used as the resistance value of the magnetic flux calculation (the resistance R). Therefore, it is natural that there is a difference between the resistance value of the actual motor and the resistance value of the magnetic flux calculation, which reduces the accuracy of the magnetic flux calculation and affects the accurate torque calculation. The influence becomes more remarkable as the speed is lower in the motor characteristics.
  • the switching processing unit 27 switches the contact from B to A according to the switching signal and outputs 0. Since the actual ⁇ -axis magnetic flux ⁇ of the motor becomes almost zero when the speed decreases, there is no problem even if the magnetic flux ⁇ is replaced with zero.
  • the switching processing unit 28 switches the contact from B to A according to the switching signal and outputs a magnetic flux command ⁇ *. Since the actual motor ⁇ -axis magnetic flux ⁇ substantially coincides with the magnetic flux command ⁇ * when the speed decreases, there is no problem even if it is replaced with the magnetic flux command ⁇ *.
  • the output from the switching processing unit 27 is input to the multiplier 24a, and the output from the switching processing unit 28 is input to the multiplier 24b.
  • the subtractor 25 and the multiplier 24c are the same as those in the first embodiment, and the description thereof is omitted.
  • the regenerative braking force calculation unit 20 shown in FIG. 5 is different from the first embodiment in that a loss calculation unit 37 that receives speed information ⁇ and a brake force command calculation unit 50 to a brake force command calculation unit 6 are provided. And a subtractor 39 for correcting the regenerative braking force BP output in this manner.
  • the loss calculation unit 37 receives the speed information ⁇ and obtains a loss ⁇ Lo that is not taken into account by the magnetic flux calculation unit 31 such as iron loss of the motor. If the loss can be grasped in advance with reference to FIG. 8 to be described later, it can be set by a table, or it can be set as a function such as a function of the speed ⁇ .
  • the regenerative braking force calculation unit 20 can take into account the influence of iron loss and the like, and can accurately calculate the regenerative braking force.
  • the correction unit 51 described in the second embodiment is also applicable to the control unit 40 according to the first embodiment.
  • the correction unit 51 is connected to the output end of the regenerative braking force calculation unit 12 illustrated in FIG. This can be realized by configuring equivalent functions.
  • the torque calculator 50 calculates the ⁇ -axis voltage V ⁇ , ⁇ -axis voltage V ⁇ , ⁇ -axis current I ⁇ , and ⁇ -axis current I ⁇ , and the magnetic flux command ⁇ Since either * or ⁇ -axis magnetic flux ⁇ is selected according to the speed information ⁇ , the regenerative braking force BP obtained based on the selected magnetic flux is output to the braking force command calculation unit 6. Even when the motor constant changes depending on the driving conditions of the electric vehicle, the regenerative braking force can be calculated more accurately than in the prior art.
  • any AC rotating machine can be used as long as the type of motor is an AC rotating machine such as an induction machine or a PM motor (permanent magnet synchronous machine) used in an electric vehicle. Can also be adopted. That is, there is no question about the type of motor.
  • the power conversion device uses only one type of torque calculation unit 50, the amount of software can be reduced compared to the first embodiment, and an inexpensive microcomputer is applied. It is possible. That is, the cost can be reduced as compared with the first embodiment.
  • this Embodiment demonstrated using the synchronous machine which is an AC rotary machine it cannot be overemphasized that it can implement similarly with an induction machine.
  • FIG. FIG. 10 is a configuration diagram of the power conversion device according to the third embodiment of the present invention
  • FIG. 11 is a configuration diagram of the switching determination unit 53 shown in FIG.
  • the control unit 42 according to the present embodiment is characterized in that the switching determination unit 53 calculates from a motor constant, a magnetic flux current command Id *, and a torque current command Iq *.
  • the same reference numerals are given to the same parts as those in the first embodiment, and the description thereof is omitted, and only different parts will be described here.
  • the switching speed ⁇ fcn is determined as described in the first embodiment. That is, in the case of an induction machine, the switching speed ⁇ fcn needs to be determined from the motor constant of the induction machine in consideration of fluctuations in primary resistance. In particular, it is determined by the voltage command Vq shown in the equation (5).
  • the switching determination unit 53 is configured so as to determine the switching speed ⁇ fcn by the above formula.
  • the comparison unit 30 that constitutes the switching determination unit 53 switches a switching signal (predetermined value) for switching the contact of the switching processing unit 19 from B to A. Signal).
  • the power conversion device selects either the first regenerative braking force BP1 or the second regenerative braking force BP2 according to the speed information ⁇ , and the braking force command Since the regenerative braking force calculation unit 12 that outputs to the calculation unit 6 is provided, even when the motor constant changes depending on the driving conditions of the electric vehicle, the regenerative braking force can be accurately compared with the conventional technology. Can be calculated.
  • the power conversion device can easily determine the switching speed as compared with the first embodiment. Needless to say, this concept can also be adopted in the configuration of the second embodiment.
  • FIG. FIG. 12 is a configuration diagram of the power conversion device according to the fourth embodiment of the present invention
  • FIG. 13 is a configuration diagram of the switching determination unit 55 shown in FIG.
  • the control unit 43 according to the present embodiment is characterized in that the switching determination unit 55 outputs the switching signal (predetermined signal) under the voltage information condition, so that the switching unit 54 switches the output of the magnetic flux calculation unit 31. It is.
  • this Embodiment demonstrates using the synchronous machine 38 which is an alternating current rotating machine, the same effect can be acquired also with an induction machine.
  • the same reference numerals are given to the same parts as those of the second embodiment, and the description thereof is omitted, and only different parts will be described here.
  • the switching determination unit 55 shown in FIG. 13 inputs the q-axis voltage command Vq * and the torque current command Iq * and takes into account the resistance variation, and the resistance variation is multiplied by the value obtained by multiplying the resistance R and the torque current command Iq *. Is compared with a value (voltage information) Vqfc multiplied by a factor of 2 taking into account the q-axis voltage command (voltage information) Vq *, and a switching signal is output when Vq * becomes larger than Vqfc. It is what I did.
  • the present embodiment is switched by the q-axis voltage command. However, the present embodiment is not limited to this. For example, depending on the magnitude of the d-axis voltage command, the q-axis voltage command and the d-axis current command, or the modulation rate. Needless to say, the mode may be switched.
  • the power converter calculates the ⁇ -axis voltage V ⁇ , the ⁇ -axis voltage V ⁇ , the ⁇ -axis current I ⁇ , and the ⁇ -axis current I ⁇ by the torque calculation unit 50, and generates the voltage information. Based on this, the magnetic flux command ⁇ * and the ⁇ -axis magnetic flux ⁇ are switched and output as a regenerative braking force BP. Therefore, when the motor constant changes depending on the driving conditions of the electric vehicle, Compared with technology, it is possible to calculate the regenerative braking force more accurately.
  • any AC rotating machine can be used as long as the type of motor is an AC rotating machine such as an induction machine or a PM motor (permanent magnet synchronous machine) used in an electric vehicle. Can also be adopted. That is, there is no question about the type of motor.
  • correction unit 51 described in the second embodiment can be applied to the control unit 42 according to the third embodiment and the control unit 43 according to the fourth embodiment.
  • the present invention can be applied to a power conversion device mounted on an electric vehicle or the like including a rail vehicle or an electric vehicle.
  • the present invention can be accurately applied. This is useful as an invention capable of calculating regenerative braking force.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Control Of Ac Motors In General (AREA)
  • Stopping Of Electric Motors (AREA)

Abstract

La présente invention a trait à un dispositif de conversion de puissance qui est équipé : d'un convertisseur de secteur (2) qui entraîne une machine à induction (1) ; d'une unité de commande (40) qui commande le convertisseur de secteur (2) ; et une unité de calcul de commande de force de freinage (6) qui calcule une commande de force de freinage. L'unité de commande (40) calcule une première force de freinage à récupération déterminable (BP1) sur la base d'une valeur de détection du courant d'axe d (id), d'une valeur de détection du courant d'axe q (iq), d'une commande de tension d'axe d (Vd*), d'une commande de tension d'axe q (Vq*) et d'une information sur la vitesse (ω), et calcule une seconde force de freinage à récupération déterminable (BP2) sur la base d'une information sur le courant par phase (Iu-Iw), de la commande de tension d'axe d (Vd*), de la commande de tension d'axe q (Vq*) et de l'information sur la vitesse (ω). L'unité de commande (40) est équipée d'une unité de calcul de force de freinage à récupération (12) qui fournit en sortie à l'unité de calcul de commande de force de freinage (6) soit la première force de freinage à récupération (BP1) soit la seconde force de freinage à récupération (BP2) sélectionnée en réponse à l'information sur la vitesse (ω).
PCT/JP2009/070563 2009-12-08 2009-12-08 Dispositif de conversion de puissance WO2011070651A1 (fr)

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KR1020127010786A KR20120060904A (ko) 2009-12-08 2009-12-08 전력 변환 장치
EP09852048A EP2512026A4 (fr) 2009-12-08 2009-12-08 Dispositif de conversion de puissance
JP2011545012A JP4912516B2 (ja) 2009-12-08 2009-12-08 電力変換装置
CN2009801628161A CN102648578A (zh) 2009-12-08 2009-12-08 电力变换装置
PCT/JP2009/070563 WO2011070651A1 (fr) 2009-12-08 2009-12-08 Dispositif de conversion de puissance
US13/501,409 US20120200243A1 (en) 2009-12-08 2009-12-08 Power conversion device

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US9397590B2 (en) 2012-04-30 2016-07-19 Snu R&Db Foundation Double wound rotor type motor with constant alternating current or direct current power supply input and control method thereof
WO2022029911A1 (fr) * 2020-08-05 2022-02-10 三菱電機株式会社 Dispositif de calcul de perte dans le fer de moteur et dispositif de commande le comprenant

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JP2015082943A (ja) * 2013-10-24 2015-04-27 トヨタ自動車株式会社 車両制御装置
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CN111711385B (zh) * 2020-06-30 2022-04-15 深圳市优必选科技股份有限公司 一种弹性驱动器及舵机系统
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US9397590B2 (en) 2012-04-30 2016-07-19 Snu R&Db Foundation Double wound rotor type motor with constant alternating current or direct current power supply input and control method thereof
WO2015020062A1 (fr) * 2013-08-06 2015-02-12 ナブテスコ株式会社 Système de frein pour véhicules de chemin de fer, dispositif de commande de frein pour véhicule de chemin de fer, et procédé de commande de frein pour véhicules de chemin de fer
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EP2512026A4 (fr) 2013-03-27
CN102648578A (zh) 2012-08-22
US20120200243A1 (en) 2012-08-09
JPWO2011070651A1 (ja) 2013-04-22
JP4912516B2 (ja) 2012-04-11
EP2512026A1 (fr) 2012-10-17

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