WO2011135777A1 - Dispositif de commande de véhicule électrique - Google Patents

Dispositif de commande de véhicule électrique Download PDF

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Publication number
WO2011135777A1
WO2011135777A1 PCT/JP2011/001999 JP2011001999W WO2011135777A1 WO 2011135777 A1 WO2011135777 A1 WO 2011135777A1 JP 2011001999 W JP2011001999 W JP 2011001999W WO 2011135777 A1 WO2011135777 A1 WO 2011135777A1
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WO
WIPO (PCT)
Prior art keywords
rotor
phase
excitation
inverter
synchronous
Prior art date
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PCT/JP2011/001999
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English (en)
Japanese (ja)
Inventor
中村　雅憲
Original Assignee
東洋電機製造株式会社
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Publication date
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Priority to JP2012512635A priority Critical patent/JP5665859B2/ja
Publication of WO2011135777A1 publication Critical patent/WO2011135777A1/fr

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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
    • B60L9/02—Electric propulsion with power supply external to the vehicle using dc motors
    • B60L9/08—Electric propulsion with power supply external to the vehicle using dc motors fed from ac 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
    • 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
    • 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
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/047—V/F converter, wherein the voltage is controlled proportionally with the frequency
    • 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
    • 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
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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 an electric vehicle control apparatus using a synchronous motor as a main motor for an electric vehicle.
  • a large number of induction motors are currently adopted as main motors for railway vehicles, and the control method is to drive multiple induction motors with one main VVVF inverter (variable voltage variable frequency inverter). It is a 1 inverter multi-motor drive system.
  • the diameters of the wheels of the electric vehicle are controlled so that there is no difference in the rotational speeds of the induction motors, there is actually an error in the diameters of the wheels of the electric vehicle (hereinafter referred to as “diameter difference”). For this reason, a certain rotational speed difference occurs, and the rotational speed difference is approximately the generated torque difference of each wheel.
  • the rated slip of the induction motor is often designed to be slightly larger so that the torque difference does not occur with respect to the difference in rotational speed. Since rated slip greatly affects the efficiency of the motor, it is desirable to use a low slip motor in order to achieve high efficiency, but at present it can not be realized from the relationship of the wheel diameter difference described above. In addition, if the difference in diameter of each wheel is strictly managed, it is theoretically possible to realize a low slip motor with high efficiency, but maintenance takes time and is not practical.
  • a desynchronized synchronous motor capable of applying an alternating current to the field winding of the synchronous motor is adopted, and excitation of a frequency corresponding to the slip of the rotor is performed, so that the rotational speed is different according to the difference in diameter of each wheel.
  • Techniques for absorbing differences and driving a plurality of synchronous motors with one main VVVF inverter are known (see, for example, non-patent documents 1 to 3).
  • the object of the present invention is to use the alternating current excitation of the field of the synchronous motor to absorb the difference in diameter of each wheel by the frequency, and even if the number of revolutions of each wheel is different.
  • An object of the present invention is to provide an electric vehicle control device capable of stably controlling a plurality of synchronous motors by a main VVVF inverter and controlling each wheel with the same torque or the same output.
  • an electric vehicle control device concerning the present invention is an electric vehicle control device provided with one VVVF inverter and a plurality of synchronous motors, and each synchronous motor is fed from the VVVF inverter A stator that generates a rotating magnetic field, a rotor that rotates in synchronization with the rotating magnetic field of the stator, an excitation inverter that DC excites or AC excites the rotor, and a wheel connected to the rotor And a position detector for detecting a rotational speed difference of a rotor caused by a radial difference, wherein the excitation inverter calculates slip from the rotational speed difference to determine a frequency and a phase of an excitation current.
  • the excitation inverter DC-excites the rotor of one or more synchronous motors of the plurality of synchronous motors, and the rotors of the other synchronous motors are of each wheel. It is characterized by carrying out alternating current excitation according to the rotation speed difference by a diameter difference.
  • the excitation inverter is one of the plurality of synchronous motors, in which the number of rotations of the rotor is sequentially selected from the one closer to the average value of the number of rotations of each rotor.
  • the rotor of the synchronous motor described above is DC excited, and the rotors of the other synchronous motors are AC excited in accordance with the rotational speed difference due to the difference in diameter of the wheels.
  • the synchronous motor to be subjected to the direct current excitation is one.
  • the number of synchronous inverters and the number of synchronous inverters are the same as that of the main VVVF inverter.
  • the number of revolutions and torque with the excitation inverter it is possible to stably control a plurality of synchronous motors with one main VVVF inverter even if the number of revolutions of each wheel is different, and each wheel has the same torque or the same It can be controlled by the output.
  • FIG. 1 is a block diagram of an electric vehicle control apparatus according to an embodiment of the present invention.
  • an example is shown in which four synchronous motors are driven by one main VVVF inverter, the stator of each synchronous motor is a three-phase winding, and the rotor is a two-phase winding.
  • the stator of each synchronous motor is a three-phase winding
  • the rotor is a two-phase winding.
  • the electric vehicle control device of this embodiment includes a main VVVF inverter 20 and a plurality of synchronous motors 30.
  • FIG. 1 shows the case where four synchronous motors 30 (30A to 30D) are provided as an example.
  • the synchronous motor 30 (30A-30D) includes a three-phase stator 31 (31A-31D), a two-phase rotor 32 (32A-32D), a slip ring 33 (33A-33D), and a brush 34 (34A-34D). , Position detectors 35 (35A to 35D), and excitation inverters 36 (36A to 36D).
  • the main VVVF inverter 20 converts a DC voltage supplied between the DC overhead wire 10 and the rail 11 into a three-phase AC voltage.
  • the converted three-phase AC voltage is connected in parallel to all the three-phase stators 31 of each synchronous motor 30.
  • the four synchronous motors 30 connected in parallel should ideally operate at the same number of revolutions and the same load angle if normal DC excitation is performed. If the rotational speeds of the four motors are independent, the load angle varies with the load torque of each motor, but the rotational speeds of the four motors are maintained at the synchronous speed.
  • each motor causes a slight error with respect to a certain speed due to the difference in wheel diameter.
  • the mainstream of induction motors increases torque in proportion to slippage, but if there is a slight difference, slippage causes a difference in torque between the motors, but there is no problem in practical use.
  • the three-phase stator 31 electrically feeds three-phase power having a phase difference of 120 degrees to three-phase windings arranged at spatial positions shifted by 120 degrees, as in a conventional induction motor. Generates a circular rotating magnetic field.
  • the two-phase rotor 32 has a two-phase winding disposed at a spatial position shifted by 90 degrees, and two phases ( ⁇ phase and ⁇ phase) and a neutral point N are connected to the slip ring 33 There is.
  • the two-phase rotor 32 generates a circular rotating magnetic field in the same manner as the three-phase stator 31 by supplying a power supply having a phase difference of 90 degrees electrically to the two-phase winding.
  • the winding specifications of the two-phase winding of the two-phase rotor 32 be the same, and generate the same magnetomotive force with the same current.
  • the two-phase winding is preferably distributed winding, and it is also useful to perform a skew to reduce an abnormal torque phenomenon. Skew may be performed by either the three-phase stator 31 or the two-phase rotor 32, but it is generally difficult to skew the stator coil with a high-voltage motor, so skewing is performed by the two-phase rotor 32. Is preferred.
  • the excitation inverter 36 is connected to the two-phase rotor 32 via the slip ring 33 and the brush 34.
  • the excitation inverter 36 can generate both direct current and alternating current, and feeds direct current and two-phase alternating current to the two-phase winding of the two-phase rotor 32.
  • the main VVVF inverter 20 supplies power to the three-phase stator 31 to generate a rotating magnetic field, and generates 1/4 torque of the total torque of the four synchronous motors 30 as torque output by the synchronous motor that DC excites.
  • the excitation inverter 36 supplies power to the two-phase rotor 32 to generate a rotating magnetic field, and controls the individual torques.
  • the position detector 35 is connected to the two-phase rotor 32, detects the phase of the two-phase rotor 32, and detects the rotational speed difference of each rotor.
  • the position detector 35 can also detect the rotational speed Nr of the two-phase rotor 32.
  • a rotational speed detector may be separately provided.
  • the excitation inverter 36 is supplied with power from the excitation DC power supply 40.
  • the excitation inverter 36 calculates slip from the rotational speed difference detected by the position detector 35, and also detects the rotor position signal output from the position detector 35 and the current detector (not shown) of each phase of the synchronous motor 30.
  • the load angle of the synchronous motor 30 is calculated from the current signal output from the main VVVF inverter 20 and the current signal output from the current detector (not shown) of the main VVVF inverter 20. Then, the excitation inverter 36 obtains an excitation current from the calculated slip and load angle, and excites the two-phase rotor 32.
  • the excitation inverter 36A is DC feed (DC excitation) and the other excitation inverters 36B to 36D are AC feed ( The operation in the case of alternating current excitation will be described.
  • selection of which rotor 32 of synchronous motor 30 is to be DC excitation can be variously assumed in relation to re-adhesion control, it is possible to empirically find that rotor 32 of synchronous motor 30 at a position where slippage is less likely to occur. Is preferred.
  • the synchronous motor 30A operates at a speed synchronized with the frequency of the main VVVF inverter 20, and the other synchronous motors 30B to 30D cause a slight rotational speed difference due to the difference in wheel diameter. Will be in the state of driving.
  • the wheel connected to the excitation inverter 36B is slightly larger in diameter than the wheel connected to the excitation inverter 36A
  • the rotational speed of the two-phase rotor 32B is slightly slower than the rotational speed of the two-phase rotor 32A There is.
  • This condition is the same condition as an induction motor, and this rotation speed difference divided by the synchronous speed is referred to as slip, and a state where the rotation speed is lower than the synchronous speed is defined as positive slip and high speed is defined as negative slip.
  • the synchronous motors 30B to 30D operate with positive slip if the wheel diameter is larger than the wheel diameter of the synchronous motor 30A, and negative slip if the wheel diameter is smaller.
  • each excitation inverter 36 can be calculated from the slip of the synchronous motor 30, but since the torque of the synchronous motor 30 depends on the load angle, the necessary torque is converted to a load angle to adjust the load angle by two-phase rotation.
  • the excitation current is applied to the ⁇ winding ( ⁇ phase) and ⁇ winding ( ⁇ phase) of the element 32.
  • the synchronous speed per minute of the synchronous motor 30 is expressed by the following equation (1).
  • N s 120 ⁇ f / P (1)
  • N s is the synchronous speed
  • f is the frequency of the AC voltage output from the main VVVF inverter 20
  • P is the number of poles.
  • a slip is represented by following Formula (2).
  • s (Ns-Nr) / Ns (2)
  • s slip
  • N r the rotational speed of the two-phase rotor 32.
  • the slip s is positive when the rotational speed N r of the two-phase rotor 32 is slower than the synchronous speed N s and negative when it is high. That is, when the slip s is positive, the rotation direction of the rotating magnetic field of the three-phase stator 31 and the rotation direction of the two-phase rotor 32 are the same, and when the slip s is negative, the three-phase stator 31 The direction of rotation of the rotating magnetic field and the direction of rotation of the two-phase rotor 32 are reversed. When the slip s is 0, the rotational speed of the two-phase rotor 32 is equal to the synchronous speed.
  • FIG. 2 shows a configuration diagram of an electric vehicle control apparatus in which two vehicles are provided in one vehicle and two synchronous motors 30 described above are disposed opposite to each vehicle.
  • the torque of each synchronous motor 30 is transmitted to the wheel 53 via the pinion gear 51 and the large gear 52.
  • the rotation direction of the synchronous motor 30 is reversed in one, the U-phase and the W-phase are interchanged in the three-phase stator 31, and in the two-phase rotor 32, the .alpha.
  • the rotation direction is made to be the same.
  • FIG. 3 is a flow chart showing the operation of the electric vehicle control system of one embodiment according to the present invention.
  • the electric vehicle control device determines one reference motor as a reference among the synchronous motors 30 (step S101). For example, the electric car control device determines in advance the synchronous motor 30 disposed at a place where it is not easy to slip empirically, and determines this synchronous motor 30 as a reference motor. Alternatively, the electric vehicle control device obtains the number of rotations of each two-phase rotor 32 with the position detector 35, calculates an average value of the number of rotations, and synchronizes the number of rotations of the two-phase rotor 32 closest to this average value The motor 30 is determined as the reference motor.
  • the synchronous motor 30A is used as a reference motor.
  • the electric vehicle control device DC excites the two-phase rotor 32A of the reference motor 30A by the excitation inverter 36, and AC excites the two-phase rotors 32B to 32D of the other synchronous motors 30B to 30D. (Step S102).
  • the position detector 35 measures the difference between the number of rotations of the two-phase rotors 32B to 32D and the number of rotations of the two-phase rotor 32A by the number of pulses (approximately several hundred pulses are generated by one rotation of the two-phase rotor 32) As detected.
  • the frequency of the power supplied to the two-phase rotor having a lower rotational speed than the two-phase rotor 32A is positive (+), and the two-phase rotor has a higher rotational speed than the two-phase rotor 32A.
  • the frequency of the power supply to be supplied is negative (-).
  • the electric vehicle control device is controlled by the excitation inverter 36 to output the current signal (not shown) of each phase of the three-phase stator 31 and the two-phase rotor 32 and the current of the main VVVF inverter.
  • the direct axis current, the horizontal axis current, the direct axis voltage and the horizontal axis voltage of the synchronous motor 30 are calculated from the current signal output from the detector (not shown) (step S103).
  • the torque of the synchronous motor 30 is expressed by the following equation (3).
  • T n torque (Nm)
  • P n pole number
  • a a linkage flux
  • I d direct axis current
  • I q horizontal axis current
  • L d direct axis inductance
  • L q horizontal axis It is an inductance.
  • the direct axis inductance L d may be equal to the horizontal axis inductance L q .
  • the horizontal axis current I q is calculated as soon as the torque command value (designated torque) is determined. That is, the horizontal axis current I q is expressed by the following equation (4).
  • the input power of synchronous motor 30 is calculated from the following equation (5), and the apparent power is calculated from the following equation (6). Assuming that the power factor is 1.0, the following equation (7) holds.
  • V d is a direct axis voltage
  • V q is a horizontal axis voltage
  • ⁇ in the second term of the right side of the equation (8) may become negative, and the initial value of the direct axis current Id is calculated according to the following equation (9), ignoring the second term.
  • ⁇ ⁇ in the second term on the right side of the equation (8) is negative, it means that the power factor can not be made 1.0 even if the direct axis current Id is adjusted.
  • the voltage equation of the synchronous motor 30 is expressed by the following equations (10) and (11).
  • R a is the resistance of the armature winding
  • ⁇ is the angular velocity of the frequency f of the AC voltage output from the main VVVF inverter 20.
  • the excitation inverter 36 substitutes the direct axis current I d and the horizontal axis current I q calculated by the equations (4) and (9) into the equations (10) and (11) to obtain the direct axis voltage V d and the lateral direction.
  • the axis voltage V q is calculated.
  • the excitation inverter 36 substitutes this voltage into the first term on the right side of equation (6) to calculate voltage equation (12).
  • Excitation inverter 36 Rearranging Equation (11), calculates the direct axis current I d.
  • the excitation inverter 36 substitutes this into the equations (10) and (11), repeats the following equation (12), and so on until the direct axis current I d converges.
  • the direct axis voltage V d , the horizontal axis voltage V q , the direct axis current I d and the horizontal axis current I q are all calculated. That is, the excitation inverter 36 determines the torque command value T n and calculates and calculates the direct axis voltage V d and the horizontal axis voltage V q that can flow the necessary direct axis current I d and the horizontal axis current I q.
  • the direct axis voltage Vd and the horizontal axis voltage Vq are subjected to two-phase / three-phase conversion to output three-phase voltages.
  • the excitation inverter 36 converts the current flowing thereby into three-to-two phase and then feeds it back to control so as to obtain the target direct axis current Id and horizontal axis current Iq .
  • the electric vehicle control device calculates the load angle ⁇ by the excitation inverter 36 (step S104).
  • the load angle ⁇ is calculated by the following equation (14).
  • the reference motor 30A which is DC excited and the current values of the direct axis current I d and the horizontal axis current I q are command values.
  • the corresponding excitation axis is determined by the excitation current phase calculated from the load angle ⁇ of the motor 30A.
  • the DC excitation of the stator 32A is performed using the ⁇ phase and the ⁇ phase, in order to make the temperature distribution of the field winding uniform, it is desirable that the two currents have the same current.
  • the direction of the so-called d-axis takes the direction of the vector sum of the ⁇ -axis and the ⁇ -axis.
  • the electric vehicle control device calculates slip s from the rotor position signal output from the position detector 35 by the excitation inverter 36, and based on the calculated slip s and load angle ⁇ , the two-phase rotor 32 The frequencies and phases of the excitation current I ⁇ of the ⁇ phase and the excitation current I ⁇ of the ⁇ phase are determined (step S105).
  • the load angle ⁇ indicates the angle between the terminal voltage and the excitation axis.
  • the excitation current I ⁇ for the ⁇ phase and the excitation current I ⁇ for the ⁇ phase are calculated using the slip s calculated from equation (2)
  • the reference motor 30A to DC excitation and master motor m, a synchronous motor 30B ⁇ 30D to be other AC excitation and the slave motor s i (i 1,2,3).
  • the load angle ⁇ can be obtained from the equation (14), and is expressed as ⁇ m in the case of the load angle of the master motor m, for example.
  • Load angle [delta] si of the slave motor s i calculates each linear axis voltage V d and the abscissa the voltage V q and the like position detector signal or three-phase current signals to each of the excitation inverter 36, is calculated from their respective .
  • I? Si is the exciting current of ⁇ -phase of the rotor 32B ⁇ 32D of the slave motor s i
  • I ⁇ si the exciting current of ⁇ -phase rotor 32B ⁇ 32D of the slave motor s i
  • I f is the excitation current
  • [delta] m is the load angle of the master motor m
  • [delta] si is the load angle of the slave motor s i.
  • the excitation inverter 36A applies a DC current identical to the ⁇ phase and ⁇ phase, for example, to the rotor 32A to generate a constant magnetomotive force.
  • the VVVF inverter 20 generates a voltage so as to output a direct axis current Id and a horizontal axis current Iq that generate a designated torque of the reference motor 30A.
  • the excitation inverters 36B to 36D adjust the rotors 32B to 32D so that the excitation magnetomotive force as a vector sum becomes constant by feedback from the current detectors of the .alpha. Generate a frequency.
  • the exciting inverters 36B ⁇ D is a torque generated by the synchronous motor 30B ⁇ 30D, and the direct axis current I d for 3-phase to two-phase conversion feedback current from the current detector 3 phases of the synchronous motor 30B ⁇ 30D It is calculated by the horizontal axis current I q , and corrects an error with the load angle ⁇ of the excitation inverters 36 B to D.
  • the difference in wheel diameter is absorbed by the excitation inverter 36 connected to each synchronous motor 30 so that the difference in rotational speed is absorbed, and one main VVVF inverter 20 is used.
  • the excitation inverter 36 does not need to receive high voltage as in the main VVVF inverter 20, and can be driven by the low voltage inverter depending on the winding design of the two-phase rotor 32, so an IGBT (Insulated Gate) with high carrier frequency and high response Bipolar Transistors can be used, and high response control such as re-adhesion control is possible.
  • IGBT Insulated Gate
  • a single main VVVF inverter can stably control a large number of synchronous motors having different rotational speeds, which is useful for any application that controls the rotational speed of the motor.

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  • 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 Multiple Motors (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Une excitation de champ de moteur électrique synchrone par un courant continu ou un courant alternatif permet à un onduleur VVVF principal simple d'actionner une pluralité de moteurs électriques synchrones ayant des nombres de rotations différents. Les bobines du rotor (32) d'un moteur électrique synchrone (30) ont la forme de bobines à deux phases. Lorsque la vitesse de rotation du rotor (32) est différente d'une vitesse synchrone, un onduleur d'excitation (36) calcule un courant et une phase nécessaires à partir des valeurs de courant d'un détecteur de position de rotor (35) et de chaque phase, applique une tension alternative correspondant à une fréquence de glissement aux bobines du rotor, et entraîne chacun des moteurs à produire un couple ou une sortie souhaité.
PCT/JP2011/001999 2010-04-30 2011-04-04 Dispositif de commande de véhicule électrique WO2011135777A1 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3150420A1 (fr) * 2015-09-30 2017-04-05 Siemens Aktiengesellschaft Groupes d'entrainement pour vehicules
EP3371875A4 (fr) * 2015-11-02 2019-12-04 MSSB Motor Technology, LLC Machine synchrone de glissement étalonnée

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60113603A (ja) * 1983-11-22 1985-06-20 Mitsubishi Electric Corp 電気車制御装置
JPH0223097A (ja) * 1988-07-12 1990-01-25 Hitachi Ltd 交流励磁発電電動機の励磁装置
JPH04251502A (ja) * 1991-01-07 1992-09-07 Toyo Electric Mfg Co Ltd 電気車制御装置
JPH1066204A (ja) * 1996-08-09 1998-03-06 Yukio Ota 気動・電動車両の動力装置
JPH1118209A (ja) * 1997-06-27 1999-01-22 Mitsubishi Heavy Ind Ltd ゴムタイヤ車両の制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60113603A (ja) * 1983-11-22 1985-06-20 Mitsubishi Electric Corp 電気車制御装置
JPH0223097A (ja) * 1988-07-12 1990-01-25 Hitachi Ltd 交流励磁発電電動機の励磁装置
JPH04251502A (ja) * 1991-01-07 1992-09-07 Toyo Electric Mfg Co Ltd 電気車制御装置
JPH1066204A (ja) * 1996-08-09 1998-03-06 Yukio Ota 気動・電動車両の動力装置
JPH1118209A (ja) * 1997-06-27 1999-01-22 Mitsubishi Heavy Ind Ltd ゴムタイヤ車両の制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3150420A1 (fr) * 2015-09-30 2017-04-05 Siemens Aktiengesellschaft Groupes d'entrainement pour vehicules
EP3371875A4 (fr) * 2015-11-02 2019-12-04 MSSB Motor Technology, LLC Machine synchrone de glissement étalonnée

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