WO2016135858A1 - 電気車の制御装置 - Google Patents

電気車の制御装置 Download PDF

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Publication number
WO2016135858A1
WO2016135858A1 PCT/JP2015/055243 JP2015055243W WO2016135858A1 WO 2016135858 A1 WO2016135858 A1 WO 2016135858A1 JP 2015055243 W JP2015055243 W JP 2015055243W WO 2016135858 A1 WO2016135858 A1 WO 2016135858A1
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WO
WIPO (PCT)
Prior art keywords
power conversion
determination value
unit
speed
vehicle speed
Prior art date
Application number
PCT/JP2015/055243
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English (en)
French (fr)
Japanese (ja)
Inventor
晃大 寺本
良範 山下
将 加藤
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2015/055243 priority Critical patent/WO2016135858A1/ja
Priority to JP2017501605A priority patent/JP6214814B2/ja
Priority to DE112015006217.3T priority patent/DE112015006217B4/de
Publication of WO2016135858A1 publication Critical patent/WO2016135858A1/ja

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for 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
    • 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
    • B60L2240/423—Torque
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a control device for an electric vehicle including a plurality of power conversion devices that drive a synchronous motor by sensorless control.
  • the sensorless control of the synchronous motor estimates the rotor rotational speed or the rotor magnetic pole position and controls the synchronous motor in order to control the synchronous motor with a desired torque and a desired rotational speed without using a position sensor or a speed sensor.
  • the rotation speed of the rotor or the magnetic pole position of the rotor can be detected when the power converter is operating and when the power converter is stopped. Does not know the rotation speed or magnetic pole position.
  • the electric vehicle may not be stopped even when the power conversion device is stopped.
  • the so-called coasting state corresponds to these.
  • the speed of the electric vehicle itself also changes, and it becomes impossible to specify the rotation speed of the rotor or the magnetic pole position of the rotor.
  • an initial value for detecting the rotor rotation speed or the rotor magnetic pole position is instantaneously set.
  • Patent Document 1 discloses a method for estimating the initial magnetic pole position using magnetic saturation when the rotor is stopped.
  • Patent Document 2 discloses a method for estimating an initial speed and an initial magnetic pole position using an induced voltage generated in a winding when the rotor is rotating.
  • Patent Document 3 discloses a technique in which an initial speed and an initial magnetic pole position are set as initial values and a synchronous motor is controlled based on an operation command value.
  • each power conversion device when each power converter receives a repowering command or a brake command from the coasting state, there is a deviation in the timing of acceleration or a deviation in the timing of deceleration for each vehicle. As a result, there is a problem that the vehicle is in a ball-throwing state in which vehicles approach and leave each other repeatedly, which deteriorates the ride comfort.
  • the present invention has been made in view of the above, and in a control device for an electric vehicle provided with a plurality of power conversion devices that drive a synchronous motor by sensorless control, it suppresses a ball hitting state and improves riding comfort.
  • An object of the present invention is to provide an electric vehicle control device that can be realized.
  • the present invention is a control device for an electric vehicle including a plurality of power conversion devices that drive a synchronous motor by sensorless control, and the vehicle obtained from a vehicle speed sensor An activation selection unit that selects which control system to activate the power conversion device based on speed information is provided, and each of the power conversion devices starts operation in the same control system based on the vehicle speed.
  • a control device for an electric vehicle provided with a plurality of power converters that drive a synchronous motor by sensorless control, it is possible to suppress a situation where the electric vehicle is in a ball-thrust state and improve riding comfort. There is an effect that it is possible.
  • FIG. 1 Whole system block diagram including the control apparatus of the electric vehicle which concerns on Embodiment 1
  • FIG. The flowchart which shows the flow of a process of the signal selection part which concerns on Embodiment 1.
  • FIG. Whole system block diagram including the control apparatus of the electric vehicle which concerns on Embodiment 2 The block diagram which shows the detailed structure of the power converter device which concerns on Embodiment 2.
  • FIG. 1 is an overall system configuration diagram including an electric vehicle control device according to Embodiment 1.
  • FIG. 2 is a block diagram illustrating a detailed configuration of the power conversion device 1 according to the first embodiment.
  • each vehicle 40 (No. 1 car: 40 1 , No. 2 car: 40 2 ,..., No. N car: 40 N ) constituting the train 50 has an electric motor 2 (2 1 , 2, 2 2 ,..., 2 N ) and a power conversion device 1 (1 1 , 1 2 ,..., 1 N ) that rotationally drives the electric motor 2 are mounted.
  • the electric motor 2 is a synchronous motor driven by sensorless control.
  • a driving support system 22 and a train information management system 26 are shown as systems that support the operation of the train 50.
  • the driving support system 22 includes a control start operation unit 13, a train safety device 14, a handle 15, a kilometer management device 16, a speed generator 17 that is a vehicle speed sensor, and a driving support device 23 as main components. ing.
  • the electric vehicle control device includes a power conversion device 1 (1 1 , 1 2 , 1) that drives a plurality of motors 2 mounted on a train 50 by sensorless control. ..., 1 N ).
  • FIG. 1 illustrates the case where the power conversion device 1 and the electric motor 2 are mounted on all of the illustrated vehicles, it goes without saying that there are vehicles on which the power conversion device 1 and the electric motor 2 are not mounted.
  • the control start operation unit 13, the train security device 14, the handle 15, the kilometer management device 16, the speed generator 17, the driving support device 23, and the train information management device 26 are shown outside the train 50. Is mounted on any of the vehicles 40 (40 1 , 40 2 ,..., 40 N ) constituting the train 50.
  • the speed generator 17 is often installed so as to measure the rotational speed of the wheel shaft of a vehicle on which the power conversion device 1 and the electric motor 2 as described above are not mounted.
  • the power conversion device 1 takes in DC power or AC power supplied from the overhead line 51 via the current collector 52 and supplies AC power for driving to the motor 2.
  • the power conversion unit 3 includes a processing unit 4 that generates a switching signal SW for driving a switching element (not shown) and a storage unit 5 that stores an initial value generated by the processing unit 4. .
  • a current detection unit which is a current sensor for detecting a current flowing between the power conversion unit 3 and the electric motor 2 and an applied current from the power conversion unit 3 to the electric motor 2. 11 is provided.
  • the detection value of the current detection unit 11 is input to each of a first startup unit 6, a second startup unit 7 and an electric motor control unit 8 which will be described later.
  • the sensors are arranged in the U phase and the W phase among the UVW phase wirings, but may be arranged in the U phase and the V phase, or in the V phase and the W phase. May be.
  • the phase current that is not arranged can be obtained by calculation from the equilibrium condition of the phase current. Moreover, you may arrange
  • the power conversion unit 3 is provided with a voltage detector 3a for detecting the voltage of the intermediate link unit or the filter capacitor voltage.
  • a voltage (hereinafter referred to as “intermediate link voltage”) EFC detected by the voltage detector 3a is not shown in FIG. 1, but is applied to a first starter 6, a second starter 7, and an electric motor controller 8 described later. Input and used for modulation factor calculation.
  • the processing unit 4 includes, as functional components, a first starting unit 6 that performs an estimation process of the initial magnetic pole position ⁇ 01 using magnetic saturation, and an initial velocity ⁇ 02 and an initial magnetic pole position ⁇ 02 using an induced voltage.
  • the second starter 7 that performs the estimation process
  • the motor controller 8 that performs the process of driving the motor 2 with the torque control command generated using the initial speed and the initial magnetic pole position as initial values, the vehicle speed 14D, and the power running command 11D
  • a selection signal SF for selecting the switching signal SW generated by any one of the first starter 6, the second starter 7, and the motor controller 8 based on the operation command such as the brake command 12D.
  • any output of the first activation unit 6, the second activation unit 7, and the motor control unit 8 is actually selected.
  • These signal selector 9 and signal switcher 10 constitute an activation selector.
  • the signal switch 10 is provided with contacts 10a, 10b, 10c, 10d, and 10e.
  • the contact point 10a serves as an output terminal when the switching signal SW is output to the power conversion unit 3.
  • the output of the first starter 6 is connected to the contact 10b.
  • the output of the second starter 7 is connected to the contact 10c, and the output of the motor control unit 8 is connected to the contact 10d. Is done. In addition, nothing is connected to the contact 10e.
  • the switch of the signal switch 10 is connected to the contact 10d.
  • the switching signal SW output from the first starter 6 is applied to the power converter 3 via the contact 10a.
  • the switch of the signal switch 10 is connected to the contact 10c.
  • the switching signal SW output from the second activation unit 7 is applied to the power conversion unit 3 via the contact 10a.
  • the switch of the signal switch 10 is connected to the contact 10b.
  • the switching signal SW output from the motor control unit 8 is applied to the power conversion unit 3 through the contact 10a.
  • a selection signal SF that does not select any of the first starter 6, the second starter 7, and the motor controller 8 also makes sense. Specifically, it means an all gate off signal, that is, a switching signal that does not operate all the switching elements.
  • the selection signal SF is a full gate off signal
  • the changeover switch of the signal changer 10 is connected to the contact 10e.
  • none of the outputs of the first starter 6, the second starter 7, and the motor controller 8 is connected to the contact 10a, and the first starter 6 and the second starter 7 are connected.
  • the switching signal is not applied to the power conversion unit 3.
  • the processing unit 4 includes a microcomputer (hereinafter referred to as “microcomputer”) or a processor logically configured in a hardware circuit such as a DSP (Digital Signal Processor) and an FPGA.
  • microcomputer a microcomputer
  • the arithmetic processing in the first starting unit 6, the second starting unit 7, and the motor control unit 8 can be realized by the microcomputer executing a program stored in the storage unit 5. It is.
  • a plurality of processors and a plurality of memories may execute the above functions in cooperation.
  • the processing of the control system in the first starter 6, the second starter 7, and the motor controller 8 May be realized by the processor.
  • the arithmetic processing portion may be processed by software by a microcomputer.
  • the storage unit 5 stores the initial magnetic pole position ⁇ 01 estimated by the first activation unit 6, the initial velocity ⁇ 02 and the initial magnetic pole position ⁇ 02 estimated by the second activation unit 7.
  • the storage unit 5 also stores electric circuit constants of the electric motor 2, parameters necessary for control, and the like.
  • the first activation unit 6 is a functional unit having a control system that performs processing for estimating the initial magnetic pole position ⁇ 01 using magnetic saturation as described above, and is disclosed in Patent Document 1 described above in the present embodiment. Use this technique. Since details of the processing are disclosed in detail in Patent Document 1, detailed description thereof is omitted here. In addition, all the content described in patent document 1, or the content of one part is incorporated in this specification, and comprises a part of this specification.
  • the second starting unit 7 is a functional unit having a control system that performs processing for estimating the initial velocity ⁇ 02 and the initial magnetic pole position ⁇ 02 using the induced voltage as described above.
  • the above-described patent document 2 is used. Since details of the processing are disclosed in detail in Patent Document 2, detailed description thereof is omitted here.
  • all the content described in patent document 2, or the one part content is integrated in this specification, and comprises a part of this specification.
  • the electric motor control unit 8 uses either the initial magnetic pole position ⁇ 01 estimated by the first activation unit 6 or the initial velocity ⁇ 02 and the initial magnetic pole position ⁇ 02 estimated by the second activation unit 7 as initial values.
  • a functional unit having a control system that performs a process of driving the electric motor 2 with a torque control command generated using the initial value, and the method disclosed in Patent Document 3 described above is used in the present embodiment.
  • the process which operates the motor control part 8 after starting of the 1st starting part 6 is a case where the electric motor 2 has stopped or it is considered that it has stopped, and processes it as an initial speed being zero. It is possible. Since details of the processing are disclosed in detail in Patent Document 3, detailed description thereof is omitted here. All the contents described in Patent Document 3 or a part of the contents are incorporated in the present specification and constitute a part of the present specification.
  • control start operation unit 13 is used when starting constant speed operation. By operating the control start operation unit 13 by the crew, it is possible to output a control start command 1D indicating the start of constant speed operation.
  • the train security device 14 can receive speed limit information 2D indicating an ATC speed limit from an ATC (Automatic Train Control) device (not shown).
  • the steering wheel 15 can output steering wheel operation information 3D when an accelerator or a brake operation is performed by a crew member.
  • ATC apparatus was illustrated as the train security apparatus 14, it is not limited to this, Operation
  • the kilometer management device 16 can manage which kilometer the train is in, and can output the kilometer information 4D, and is used when performing a scheduled operation with respect to a travel reference time between stations.
  • the speed generator 17 is a vehicle speed sensor and can output the detected speed as a speed signal 5D.
  • the speed generator 17 usually has different values for each axle or for each vehicle due to a difference in wheel diameter. Therefore, the average value obtained from the speed generator 17 is managed as the speed signal 5D, or the value obtained from the speed generator 17 provided on the axle having the smallest wheel diameter is managed as the speed signal 5D. Alternatively, it is preferable to receive and manage only the speed signal 5D of the leading vehicle. If it does in this way, the speed signal 5D which the train information management apparatus 26 manages will become a unique value, and it can avoid that operation
  • the wheel shaft on which the electric motor 2 is mounted accelerates or decelerates the vehicle by transmitting the rotational force of the electric motor 2 to the rail via the wheel, but the wheel idles / slides when the rail is wet on a rainy day. It may be easy to (slip / slide). When such idling / sliding occurs, the vehicle speed cannot be detected correctly. Therefore, it is preferable to receive and manage only the speed signal 5D of the wheel shaft on which the electric motor 2 is not mounted.
  • the driving support device 23 includes a travel management unit 25 and a speed regulation section storage unit 24.
  • the driving support device 23 is usually mounted on the leading vehicle or the like, but is not limited to this.
  • regulation speed information 17D in the speed regulation section is stored in advance.
  • the information stored in the speed regulation section storage unit 24 is not limited to this.
  • the arrival prediction time for each kilometer is calculated in advance based on the train speed, the remaining distance based on the travel distance, the route gradient, etc., and this arrival prediction time is stored in the speed regulation section storage unit 24 before the operation starts. It may be configured to be used for constant speed operation.
  • the travel management unit 25 sets a target speed necessary for performing constant speed operation in accordance with the regulated speed information 17D or the speed limit information 2D.
  • the target speed is indicated by a value obtained by subtracting about 3 km / h from the speed limit information 2D or the regulation speed information 17D, but is not limited to this.
  • This constant speed operation control is realized by adjusting the notch so that the train speed follows the target speed described above. Since the information related to the notch is recorded as notch information that can travel about a kilometer at a constant speed in the travel management unit 25, the notch corresponding to the kilometer information is derived from the travel distance and the train speed is set as the target.
  • the constant speed operation is realized by finely adjusting the operation speed while raising or lowering the notch around the following speed so as to follow the speed.
  • regulation speed information 17D may be recorded in a portable storage medium in advance, delivered before train operation, and externally connected to the driving support device 23.
  • the traveling management unit 25 can output a power running command 6D or a brake command 7D to bring the current train speed close to the target speed based on the speed signal 5D.
  • the travel management unit 25 can output a constant speed operation command 8D and switch to constant speed operation.
  • working management part 25 can interrupt the output of the constant-speed driving
  • the train information management device 26 can collectively manage the information transmitted from the travel management unit 25.
  • FIG. 1 only one train information management device 26 is described.
  • the present invention is not limited to this, and the train information management device 26 is mounted on each vehicle and installed on a transmission line laid between the vehicles.
  • information such as a power running command 11D, a brake command 12D, a constant speed operation command 13D, a vehicle speed 14D, and a target speed 15D is mounted on a vehicle other than the head vehicle from the train information management device 26 of the head vehicle, for example. It is possible to relay to the train information management device 26.
  • the train information management device 26 of each vehicle receives information such as a power running command 11D, a brake command 12D, a constant speed operation command 13D, a vehicle speed 14D, and a target speed 15D from the power conversion device 1 (1 1 , 1 2 ,... 1 N ).
  • a transmission form is an example and you may employ
  • the information is directly transmitted from the train information management device 26 of the leading vehicle to the power conversion device 1 (1 1 , 1 2 ,..., 1 N ) of each vehicle. May be.
  • the power conversion device 1 When accelerating the train, the power conversion device 1 (1 1 , 1 2 ,..., 1 N ) uses the electric motor based on the target speed 15D, the vehicle speed 14D, and the power running command 11D transmitted from the train information management device 26. 2 (2 1 , 2 2 ,..., 2 N ) is controlled.
  • the power conversion device 1 (1 1 , 1 2 ,..., 1 N ) is switched to the constant speed operation, and the electric motor 2 (2 1 , 2 2 ,..., 2 N ) are controlled. Further, when the train is decelerated, the rotation of the electric motor 2 (2 1 , 2 2 ,..., 2 N ) is controlled based on the brake command 12D, and a braking device (not shown) is controlled.
  • FIG. 3 is a flowchart showing a processing flow of the signal selection unit 9 that changes according to the driving command and the vehicle speed.
  • the operation command includes a constant speed operation command, a power running command, and a brake command.
  • the three members of the constant speed operation command, the power running command, and the brake command are collectively referred to as an operation command.
  • step S101 it is determined whether or not there is an operation command. If the operation command is input, the process proceeds to step S102. If the operation command is not input, the process proceeds to step S111. In step S102, it is determined whether or not the vehicle speed is equal to or higher than the first determination value. If the vehicle speed is lower than the first determination value, the changeover switch of the signal switcher 10 is connected to the contact 10d, and step S103. Then, the first activation unit is operated. In step S ⁇ b> 104, the end of the process of the first activation unit 6 is determined. When the processing of the first starter 6 is finished, that is, when the estimation processing of the initial magnetic pole position ⁇ 01 is finished, the changeover switch of the signal switcher 10 is connected to the contact 10b, and the process proceeds to step S107. .
  • step S102 if the vehicle speed is equal to or higher than the first determination value, the changeover switch of the signal switcher 10 is connected to the contact 10c, and the process proceeds to step S105 to operate the second starter 7.
  • step S ⁇ b> 106 the end of the process of the second activation unit 7 is determined.
  • the changeover switch of the signal switcher 10 is connected to the contact 10b, and the step The process proceeds to S107.
  • step S107 the motor control unit 8 is operated, and in step S108, it is determined whether or not there is an operation command. If there is an operation command, that is, if an operation command is input, the operation in step S107 and the determination process in step S108 are repeated. On the other hand, if there is no driving command, it is further determined in step S109 whether or not the vehicle speed is equal to or higher than the second determination value. If the vehicle speed is equal to or higher than the second determination value, the process returns to step S107. Thereafter, the operation in step S107 and the determination processes in steps S108 and S109 are executed. The second determination value is larger than the first determination value.
  • step S109 if the vehicle speed is less than the second determination value, the process proceeds to step S110, where all the gates are turned off, that is, the switching control for the power conversion unit 3 is stopped, and the process returns to step S101. Thereafter, the processing from step S101 is repeated.
  • step S111 it is determined whether or not the vehicle speed is equal to or higher than the second determination value. Make it work. Thereafter, the processing after step S106 is executed.
  • step S111 if the vehicle speed is less than the second determination value, the process proceeds to step S112 to perform a full gate-off operation for stopping the switching control for the power converter 3, and the process returns to step S101. Thereafter, the processing from step S101 is repeated.
  • step S102 the vehicle speed is compared with the first determination value.
  • the first determination value is a vehicle speed at which it can be determined that the electric motor 2 has stopped rotating. If it can be determined that the electric motor 2 has stopped rotating, processing using magnetic saturation is possible, and the electric motor control unit 8 can be activated after the first activation unit 6 is activated. Moreover, if it can be determined from the first determination value that the motor 2 has not stopped rotating, the motor control unit 8 can be started after the second starter 7 is started. With these controls, it is possible to unify the determination as to whether or not to start sensorless control in each power conversion device 1 (1 1 , 1 2 ,..., 1 N ).
  • the timing of outputting torque from the electric motor 2 (2 1 , 2 2 ,..., 2 N ) can be adjusted, so that the ball crush phenomenon between the vehicles can be suppressed and the riding comfort of the electric vehicle is improved. It becomes possible to do.
  • the vehicle speed is compared with the second determination value.
  • the second determination value is a vehicle speed at which it can be determined whether or not the electric motor 2 is rotating at high speed.
  • the case where the electric motor 2 is a permanent magnet type electric motor and the electric motor 2 is rotating at high speed is considered. Under such circumstances, a case is assumed where the induced voltage of the electric motor 2 (specifically, the voltage across the terminals of the electric motor 2) generated by the rotation of the permanent magnet exceeds the filter capacitor voltage. In such a case, if the power converter 3 does not operate with all gates off, the motor 2 becomes a generator when the induced voltage of the motor 2 exceeds the filter capacitor voltage. Electricity is supplied to the overhead wire 51 through the diode 3.
  • coasting control is performed. Called. Note that the torque command during coasting control is zero. Even in such coasting control, the vehicle speed at which coasting control is required differs for each power converter 1 (1 1 , 1 2 ,..., 1 N ) due to the influence of the wheel diameter difference as described above. Needless to say.
  • steps S111 and S109 determine whether or not to perform the coasting control described above by comparing the vehicle speed with the second determination value. become.
  • each power conversion device 1 (1 1 , 1 2 ,..., 1 N ) starts coasting control simultaneously, and each power conversion device 1 (1 1 , 1 2). ,..., 1 N ) can be eliminated, and an increase in the induced voltage of the electric motor 2 can be suppressed.
  • the timing of outputting torque from the electric motor 2 (2 1 , 2 2 ,..., 2 N ) can be adjusted. As a result, it is possible to suppress the crushing phenomenon between the vehicles and to improve the riding comfort of the electric vehicle.
  • the power conversion device 1 is operated while the power conversion device 1 is stopped (all gates are off, corresponding to steps S112 and S110 in FIG. 3), and the motor is sensorlessly controlled.
  • the power conversion apparatus 1 is operated in a state of waiting in a loop that returns to the process of step S101 through step S101 ⁇ step S111 ⁇ step S112.
  • the coasting control is a state in which the motor is controlled in a loop that returns from step S107 to step S108 to step S107.
  • the state of controlling the electric motor based on the operation command is a loop that returns to step S107 through the process of step S107 ⁇ step S108.
  • a repowering command or a brake command is input from the coasting state as described above, in order to shift to a state in which the motor is controlled based on the operation command, “the operation of the power conversion device 1 is stopped.
  • the process required for the transition differs between “in coasting” and “coasting control in which the power conversion device 1 is operated”, and the timing at which the motor 2 outputs torque is different.
  • the present invention solves such a problem, and is configured to determine whether or not to perform coasting control by comparing the vehicle speed and the second determination value, so that each power The converter 1 (1 1 , 1 2 ,..., 1 N ) starts coasting control at the same time, and the operation variation of each power converter 1 (1 1 , 1 2 ,..., 1 N ) The timing of outputting torque from the electric motor 2 (2 1 , 2 2 ,..., 2 N ) can be matched.
  • FIG. 4 is an overall system configuration diagram including the control device for an electric vehicle according to the second embodiment
  • FIG. 5 is a block diagram illustrating a detailed configuration of the power conversion device according to the second embodiment.
  • the difference in configuration from the power conversion device 1 according to the first embodiment shown in FIG. 1 and FIG. 2 is that the second embodiment does not include the signal selection unit 9, and the detection voltage of the voltage detector 3a.
  • the second determination value is variable by the intermediate link voltage EFC, and the train information management device 26 includes a calculation unit 26a.
  • it is the same or equivalent structure as Embodiment 1, and it attaches
  • the intermediate link voltage EFC detected by each power conversion device 1 (1 1 , 1 2 ,..., 1 N ) is input to the train information management device 26. . Since the intermediate link voltage EFC is detected by the voltage detector 3a provided in each power converter 1 (1 1 , 1 2 ,..., 1 N ), it is not necessarily the same because of the tolerance of the voltage detector 3a. Not necessarily a value. Therefore, in the second embodiment, the intermediate link voltage EFC is collected and collected in the train information management device 26, and the average value EFCmean or the minimum value EFCmin of the intermediate link voltage EFC is calculated by the arithmetic unit 26a of the train information management device 26. The same value is used for the entire organization.
  • the selection signal SF generated by the signal selection unit 9 of FIG. 2 is placed on the transmission line and transmitted to each power conversion device 1 (1 1 , 1 2 ,..., 1 N ). To do.
  • the processing executed in each power conversion device 1 (1 1 , 1 2 ,..., 1 N ) is reduced, which can contribute to cost reduction of the power conversion device 1.
  • the information of the intermediate link voltage EFC and the selection signal SF is transmitted through the transmission path of the train information management device 26, but may be realized using another transmission path, or the signal selection unit Ninth processing is not limited to that executed by the calculation unit 26a.
  • the signal switching operation is executed according to the flowchart of FIG.
  • the second determination value when executing the flowchart of FIG. 3 is changed according to the intermediate link voltage EFC.
  • the intermediate link voltage EFC used in the following description is the average value EFCmean or the minimum value EFCmin of the intermediate link voltage EFC detected by each power converter 1 (11, 12,..., 1N). Hereinafter, this point will be described.
  • the second judgment value can be formulated by the following equation.
  • the electric motor voltage with the smallest wheel diameter (hereinafter referred to as “the electric motor voltage with the smallest wheel diameter” for convenience) and the vehicle speed are proportional to each other. Therefore, the value is uniquely determined and can be expressed by the following equation.
  • Proportional coefficient K Vehicle speed V ⁇ Motor voltage by minimum wheel diameter (2)
  • the control margin G shown in the above equation (1) is a design value that is adjusted so that the second determination value is lower than the value determined by the intermediate link voltage EFC ⁇ proportional coefficient K.
  • the purpose of providing the control margin G is to prevent the intermediate link voltage EFC from becoming smaller than the inter-terminal voltage of the electric motor 2 due to a change in the proportional coefficient K and a steep change in the intermediate link voltage EFC.
  • FIG. 6 is a diagram for explaining the setting concept of the second determination value.
  • the horizontal axis represents the vehicle speed
  • the vertical axis represents the relationship between the intermediate link voltage and the terminal voltage of the electric motor 2.
  • the straight line Ka represents the voltage between the terminals of the electric motor a
  • the straight line Kb represents the voltage between the terminals of the electric motor b.
  • the electric motor a means an electric motor connected to an axle having a wheel diameter a
  • the electric motor b means an electric motor connected to an axle having a wheel diameter b.
  • wheel diameter a is the smallest wheel diameter in the knitting. That is, the electric motor a is an electric motor connected to the axle having the smallest wheel diameter in the train, and the electric motor b means one of electric motors connected to the axle having the smallest wheel diameter.
  • the second determination value may be made variable based on the motor voltage based on the minimum wheel diameter. Therefore, the second determination value shown in FIG. 6 is made variable according to the intermediate link voltage based on the straight line Ka that is the motor voltage based on the minimum wheel diameter.
  • the DC voltage value of the intermediate link may fluctuate greatly. Therefore, as shown in the above equation (1), the control margin G is added to the intermediate link in consideration of these conditions. If the second predetermined value is adjusted to be lower than the link DC voltage value ⁇ proportional constant, the intermediate link voltage EFC becomes smaller than the voltage between the terminals of the motor, that is, the motor 2 is in a regenerative state. Therefore, the torque generated by each electric motor 2 (2 1 , 2 2 ,..., 2 N ) can be surely aligned, and the ball collision phenomenon between the vehicles can be suppressed and the electric vehicle can be prevented. It is possible to improve the ride comfort.
  • the proportionality coefficient K may slightly vary depending on the magnet temperature of the electric motor 2. Therefore, when the influence of the magnet temperature of the electric motor 2 is large, a temperature sensor may be provided in the electric motor 2 and the proportionality coefficient K may be varied according to detection information of the temperature sensor. Further, the magnet temperature may be estimated from the current flowing through the electric motor 2 and the proportionality coefficient K may be varied according to the estimation result, or the control margin G may be adjusted in consideration of these effects.
  • the configuration described in the above embodiment shows an example of the contents of the present invention, and can be combined with another known technique, and can be combined with other configurations without departing from the gist of the present invention. It is also possible to omit or change the part.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Multiple Motors (AREA)
PCT/JP2015/055243 2015-02-24 2015-02-24 電気車の制御装置 WO2016135858A1 (ja)

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PCT/JP2015/055243 WO2016135858A1 (ja) 2015-02-24 2015-02-24 電気車の制御装置
JP2017501605A JP6214814B2 (ja) 2015-02-24 2015-02-24 電気車の制御装置
DE112015006217.3T DE112015006217B4 (de) 2015-02-24 2015-02-24 Elektrofahrzeug-Steuereinrichtung

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Publication number Priority date Publication date Assignee Title
CN112913136A (zh) * 2018-11-02 2021-06-04 三菱电机株式会社 电动机控制装置
JP7463213B2 (ja) 2020-06-29 2024-04-08 株式会社東芝 インバータ装置

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JP2001268705A (ja) * 2000-03-22 2001-09-28 Railway Technical Res Inst ブレーキの制御方法及びその装置
WO2009144957A1 (ja) * 2008-05-30 2009-12-03 パナソニック株式会社 同期電動機駆動システム

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JP4271397B2 (ja) 1999-09-20 2009-06-03 三菱電機株式会社 同期電動機の磁極位置検出装置
CA2409249C (en) 2001-10-25 2008-05-27 Honda Giken Kogyo Kabushiki Kaisha Electric vehicle
CA2756719C (en) 2009-03-26 2014-09-09 Mitsubishi Electric Corporation Controller for ac rotary machine
JP5318286B2 (ja) 2010-07-27 2013-10-16 三菱電機株式会社 交流回転機の制御装置

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Publication number Priority date Publication date Assignee Title
JP2001268705A (ja) * 2000-03-22 2001-09-28 Railway Technical Res Inst ブレーキの制御方法及びその装置
WO2009144957A1 (ja) * 2008-05-30 2009-12-03 パナソニック株式会社 同期電動機駆動システム

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112913136A (zh) * 2018-11-02 2021-06-04 三菱电机株式会社 电动机控制装置
CN112913136B (zh) * 2018-11-02 2023-11-24 三菱电机株式会社 电动机控制装置
JP7463213B2 (ja) 2020-06-29 2024-04-08 株式会社東芝 インバータ装置

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JP6214814B2 (ja) 2017-10-18

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