WO2016135858A1

WO2016135858A1 - Electric vehicle control device

Info

Publication number: WO2016135858A1
Application number: PCT/JP2015/055243
Authority: WO
Inventors: 晃大寺本; 良範山下; 将加藤
Original assignee: 三菱電機株式会社
Priority date: 2015-02-24
Filing date: 2015-02-24
Publication date: 2016-09-01
Also published as: DE112015006217T5; JP6214814B2; DE112015006217B4; JPWO2016135858A1

Abstract

An electric vehicle control device is equipped with a plurality of power conversion devices for driving an electric motor in a sensorless control scheme and is provided with a signal selection unit 9 and a signal switch 10 for selecting, according to vehicle speed information, which control system is used to start up the power conversion devices 1, wherein, according to the vehicle speed, the power conversion devices 1 (1₁, 1₂, …, 1_N) start to operate through the same control system.

Description

Electric vehicle control device

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. Is a technique for controlling a synchronous motor by supplying a current from the power converter to the synchronous motor with a phase corresponding to the above.

When such sensorless control is applied to a power converter, 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.

In an electric vehicle equipped with a power conversion device that drives such a synchronous motor by sensorless control, the electric vehicle may not be stopped even when the power conversion device is stopped. For example, when decelerating on an uphill, accelerating on a downhill, or traveling in inertia by the inertia energy of an electric vehicle, the so-called coasting state corresponds to these. In these operating states, 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.

Therefore, in order to start the operation of the power converter by sensorless control when the power converter is in a stopped state, an initial value for detecting the rotor rotation speed or the rotor magnetic pole position is instantaneously set. Must be set to

Here, the following Patent Document 1 discloses a method for estimating the initial magnetic pole position using magnetic saturation when the rotor is stopped. Patent Document 2 below 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.

When applying sensorless control of a synchronous motor to a control device for an electric vehicle, it is necessary to accurately detect the rotation speed or the magnetic pole position, and a plurality of estimation methods are often used in combination. For example, Patent Document 3 below 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.

Japanese Patent No. 4271397 Japanese Patent No. 5318286 Japanese Patent No. 5291184

However, in the case of an electric vehicle having a plurality of power converters, the wheel diameters of the wheels to which the individual synchronous motors are mechanically connected are not necessarily the same in the electric vehicle. The rotational speed is not always the same. In such a state, when the sensorless control of the prior art is applied, the operation of each power conversion device will vary. For example, 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.

In order to solve the above-described problems and achieve the object, 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. And

According to the present invention, in 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.

Whole system block diagram including the control apparatus of the electric vehicle which concerns on Embodiment 1 The block diagram which shows the detailed structure of the power converter device 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. The figure which uses for description of the setting concept of the 2nd judgment value

Hereinafter, a control device for an electric vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings. In addition, this invention is not limited by embodiment shown below.

Embodiment 1 FIG.
1 is an overall system configuration diagram including an electric vehicle control device according to Embodiment 1. FIG. FIG. 2 is a block diagram illustrating a detailed configuration of the power conversion device 1 according to the first embodiment.

First, in FIG. 1, 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.

In FIG. 1, 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.

1, the electric vehicle control device according to the first embodiment 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 ). Although 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. In FIG. 1, 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. In particular, 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.

In addition, as shown in FIG. 2, 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. 3. 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. .

Between the power conversion unit 3 and the electric motor 2, 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. In the example shown in the drawing, 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 | position to all three phases instead of any two phases. Note that if all three phases are arranged, all phase currents can be detected, so that no arithmetic processing is required.

In addition, 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 θ01 using magnetic saturation, and an initial velocity ω02 and an initial magnetic pole position θ02 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 And 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. In accordance with the signal selection unit 9 to be generated and the selection signal SF output from the signal selection unit 9, any output of the first activation unit 6, the second activation unit 7, and the motor control unit 8 is actually selected. Trust Configured to include a switch 10, a. 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. Similarly, 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. When the selection signal SF is input from the signal selection unit 9 to the signal switcher 10 connected in this manner, the following operation is performed.

First, when the selection signal SF for selecting the first activation unit 6 is input to the signal switch 10, the switch of the signal switch 10 is connected to the contact 10d. As a result, the switching signal SW output from the first starter 6 is applied to the power converter 3 via the contact 10a.

When the selection signal SF for selecting the second activation unit 7 is input to the signal switch 10, the switch of the signal switch 10 is connected to the contact 10c. As a result, the switching signal SW output from the second activation unit 7 is applied to the power conversion unit 3 via the contact 10a.

When the selection signal SF for selecting the motor control unit 8 is input to the signal switch 10, the switch of the signal switch 10 is connected to the contact 10b. As a result, the switching signal SW output from the motor control unit 8 is applied to the power conversion unit 3 through the contact 10a.

Note that 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. When the selection signal SF is a full gate off signal, the changeover switch of the signal changer 10 is connected to the contact 10e. As a result, 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. Alternatively, even if the motor control unit 8 is operating, the switching signal is not applied to the power conversion unit 3.

In terms of hardware, 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. When the processing unit 4 includes 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. Further, if at least one of the DSP and the FPGA has a processor logically configured in a hardware circuit, 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. At that time, the arithmetic processing portion may be processed by software by a microcomputer. In addition to storing the program, the storage unit 5 stores the initial magnetic pole position θ01 estimated by the first activation unit 6, the initial velocity ω02 and the initial magnetic pole position θ02 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.

Next, processing executed by the first starter 6, the second starter 7, and the motor controller 8 will be described.

(About the 1st starting part 6)
The first activation unit 6 is a functional unit having a control system that performs processing for estimating the initial magnetic pole position θ01 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.

(About the 2nd starting part 7)
The second starting unit 7 is a functional unit having a control system that performs processing for estimating the initial velocity ω02 and the initial magnetic pole position θ02 using the induced voltage as described above. In the present embodiment, 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. In addition, 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.

(About the motor control unit 8)
The electric motor control unit 8 uses either the initial magnetic pole position θ01 estimated by the first activation unit 6 or the initial velocity ω02 and the initial magnetic pole position θ02 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. In addition, 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.

Next, returning to FIG. 1, the function and role of each element constituting the driving support system 22 and the flow of various information via the train information management device 26 will be described.

First, the 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. In addition, although the ATC apparatus was illustrated as the train security apparatus 14, it is not limited to this, Operation | movement security apparatuses, such as ATS (Automatic Train Stop), can also be used.

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 | movement of the power converter device 1 varies. Moreover, it installs so that the rotational speed of the wheel shaft of a vehicle in which the power converter device 1 and the electric motor 2 are not mounted as mentioned above may be measured. 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.

In the speed regulation section storage unit 24, 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. For example, 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.

When the control start command 1D is received, 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. In addition, although it is the aspect which reads and uses the regulation speed information 17D from the speed regulation area memory | storage part 24 here, it is not limited to this, For example, regulation speed information 17D, kilometer information, etc. It 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. When the vehicle speed 9D approaches the target speed 10D, the travel management unit 25 can output a constant speed operation command 8D and switch to constant speed operation. Moreover, the driving | running | working management part 25 can interrupt the output of the constant-speed driving | operation command 8D, and can switch to manual driving | operation, when steering wheel operation information 3D is received during constant-speed driving | operation. Further, when the control start command 1D is received after switching to the manual operation, it is possible to output the constant speed operation command 8D and switch to the constant speed operation again.

The train information management device 26 can collectively manage the information transmitted from the travel management unit 25. In FIG. 1, only one train information management device 26 is described. However, 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. By connecting, 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 ). In addition, such a transmission form is an example and you may employ | adopt another transmission form. For example, without using the train information management device 26 of each vehicle, 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.

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.

When the vehicle speed 14D approaches the target speed 15D, 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.

Next, the operation of the signal selection unit 9 will be described based on the drawing of FIG. 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. In FIG. 3, the operation command includes a constant speed operation command, a power running command, and a brake command. Hereinafter, 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.

First, in 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 θ01 is finished, the changeover switch of the signal switcher 10 is connected to the contact 10b, and the process proceeds to step S107. .

Returning to the process of 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. In step S <b> 106, the end of the process of the second activation unit 7 is determined. When the processing of the second starter 7 is finished, that is, when the estimation processing of the initial speed ω02 and the initial magnetic pole position θ02 is finished, the changeover switch of the signal switcher 10 is connected to the contact 10b, and the step The process proceeds to S107.

In 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.

In 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.

Returning to the process of 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.

In 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.

Here, it supplements about said process. In 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 ). As a result, 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.

Further, in step S111 and step S109, 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. Here, 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. Therefore, in such a high-speed rotation region, it is necessary to control the induced voltage of the electric motor 2 so as not to exceed the filter capacitor voltage by operating the power conversion unit 3 and performing field weakening control. Further, since the control as described above needs to be performed even in a state where no driving command is input and the vehicle is traveling with inertia of only the inertia energy of the vehicle (referred to as coasting), in the present invention, 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.

Returning to the description of FIG. 3 according to the present invention, the processes in 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. With this configuration, 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.

Further, even when a repowering command or a brake command is input from such a coasting state, 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.

Here, it supplements about the timing which outputs said torque. As shown in FIG. 3, in the sensorless control of the synchronous motor, 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. In order to shift to (corresponding to S107 in FIG. 3), it is necessary to execute processing as shown in FIG. Here, during coasting in which the operation of the power conversion apparatus 1 is stopped, 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. Further, 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. Here, when 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.

It is also conceivable to actively manage the wheel diameter difference to reduce the operation variation caused by the wheel diameter difference with respect to the operation variation caused by the wheel diameter difference as described above. However, in order to unify the variations in the operation of the sensorless control of the synchronous motor as described in the subject of the present invention in each of the power converters 1 (1 ₁ , 1 ₂ ,..., 1 _N ) Since it becomes necessary to manage the wheel diameter of the wheel of the electric vehicle to which 2 is mechanically connected with a tolerance of several millimeters or less, the maintenance cost of the electric vehicle may increase. This is a problem specific to an electric vehicle including a plurality of power conversion devices that drive a synchronous motor by sensorless control. It goes without saying that the present invention is also effective for such a problem of maintenance costs.

Embodiment 2. FIG.
4 is an overall system configuration diagram including the control device for an electric vehicle according to the second embodiment, and 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. In addition to inputting a certain intermediate link voltage EFC to the processing unit 4, it is not shown outside of the power conversion device 1, more specifically, being input to the train information management device 26 as shown in FIG. 5. The second determination value is variable by the intermediate link voltage EFC, and the train information management device 26 includes a calculation unit 26a. In addition, about another structure, it is the same or equivalent structure as Embodiment 1, and it attaches | subjects and shows the same code | symbol to the same or equivalent structure part, and the overlapping description is abbreviate | omitted.

In the electric vehicle control device according to the second embodiment, the processing of the signal selection unit 9 executed in each power conversion device 1 (11, 12,..., 1N) in the first embodiment is illustrated in FIG. It is comprised so that it may perform with the calculating part 26a.

Further, as shown in FIGS. 4 and 5, 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. In the second embodiment, 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. By adopting such a configuration, 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. In FIG. 4, 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.

Next, a signal switching operation in the signal switcher 10 according to the second embodiment will be described. Also in the second embodiment, the signal switching operation is executed according to the flowchart of FIG. In the processing of the second embodiment, 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.

First, the second judgment value can be formulated by the following equation.

2nd judgment value = Intermediate link voltage EFC x Proportional coefficient K-Control margin G ... (1)

In the proportional coefficient K in the above equation (1), the voltage between the terminals of the electric motor 2 connected to the axle 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. In FIG. 6, the horizontal axis represents the vehicle speed, and 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, and the straight line Kb represents the voltage between the terminals of the electric motor b. Here, the electric motor a means an electric motor connected to an axle having a wheel diameter a, and the electric motor b means an electric motor connected to an axle having a wheel diameter b. Here, there is a relationship of wheel diameter a <wheel diameter b, and it is assumed that the 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.

From FIG. 6, the voltage between the terminals of the electric motor increases as the vehicle speed increases, and the voltage between the terminals of the electric motor a, which is the minimum wheel diameter, increases most at the same vehicle speed. Therefore, it is understood that 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.

Furthermore, in general applications such as electric railways, 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.

1 (1 ₁ , 1 ₂ ,..., 1 _N ) Power conversion device, 2 (2 ₁ , 2 ₂ ,..., 2 _N ) motor, 3 power conversion unit, 3a voltage detector, 4 processing unit, 5 storage Unit, 6 first start unit, 7 second start unit, 8 motor control unit, 9 signal selection unit (start selection unit), 10 signal switcher (start selection unit), 11 current detection unit, 13 control start operation Part, 14 train security device, 15 steering wheel, 16 kilometer management device, 17 speed generator, 22 driving support system, 23 driving support device, 24 speed regulation section storage unit, 25 travel management unit, 26 train information management device, 26a Arithmetic unit, 40 vehicles, 50 trains, 51 overhead lines, 52 current collector.

Claims

A control device for an electric vehicle comprising a plurality of power conversion devices for driving a synchronous motor by sensorless control,
An activation selection unit that selects which control system to activate the power conversion device based on vehicle speed information obtained from a vehicle speed sensor;
Each electric power converter starts operation by the same control system based on the vehicle speed. An electric vehicle control device characterized by things.
A first determination value for determining the magnitude of the vehicle speed is set,
2. The electric vehicle according to claim 1, wherein each of the power conversion devices switches a control system of the power conversion device in accordance with the presence / absence of an operation command and the magnitude relationship of the vehicle speed based on the first determination value. Control device.
A second determination value for determining the magnitude of the vehicle speed is set,
The second determination value is larger than the first determination value,
3. The electric vehicle control device according to claim 2, wherein each of the power conversion devices stops switching control for the power conversion unit according to a magnitude relationship of the vehicle speed based on the second determination value.
Each of the power conversion devices
A first activation unit that performs an estimation process of an initial magnetic pole position using magnetic saturation;
A second activation unit that performs an estimation process of the initial velocity and the initial magnetic pole position using the induced voltage;
The electric motor is driven by a torque control command generated by using one of the initial magnetic pole position estimated by the first starting unit or the initial speed and the initial magnetic pole position estimated by the second starting unit as an initial value. An electric motor controller that performs processing
The control apparatus for an electric vehicle according to claim 3, comprising:
Each of the power conversion devices
When a driving command is input, the first activation unit is operated when the vehicle speed is less than the first determination value, and the first activation unit is operated when the vehicle speed is equal to or higher than the first determination value. 5. The electric vehicle control device according to claim 4, wherein the starting unit is operated.
Each of the power conversion devices
When no driving command is input, the second activation unit is operated when the vehicle speed is equal to or higher than the second determination value, and when the vehicle speed is lower than the first determination value, 5. The electric vehicle control device according to claim 4, wherein the switching control for the converter is stopped.
4. The electric vehicle control device according to claim 3, wherein the second determination value is adjusted by an intermediate link voltage of the power conversion device.
4. The electric vehicle control device according to claim 3, wherein the second determination value is adjusted by a temperature of a magnet constituting the synchronous motor.