WO2018100630A1 - Dispositif de commande de propulsion - Google Patents

Dispositif de commande de propulsion Download PDF

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Publication number
WO2018100630A1
WO2018100630A1 PCT/JP2016/085384 JP2016085384W WO2018100630A1 WO 2018100630 A1 WO2018100630 A1 WO 2018100630A1 JP 2016085384 W JP2016085384 W JP 2016085384W WO 2018100630 A1 WO2018100630 A1 WO 2018100630A1
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WO
WIPO (PCT)
Prior art keywords
torque
power
voltage
control device
value
Prior art date
Application number
PCT/JP2016/085384
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English (en)
Japanese (ja)
Inventor
光太郎 松田
伸翼 角井
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.)
Filing date
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 JP2018553536A priority Critical patent/JP6570769B2/ja
Priority to PCT/JP2016/085384 priority patent/WO2018100630A1/fr
Priority to DE112016007484.0T priority patent/DE112016007484T5/de
Publication of WO2018100630A1 publication Critical patent/WO2018100630A1/fr

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/06—Controlling the motor in four quadrants
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction 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
    • 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
    • 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
    • H02P27/06—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 using dc to ac converters or inverters
    • 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 propulsion control device that controls a power converter that supplies power to an electric motor that drives an electric vehicle.
  • an electric vehicle is configured to take in electric power from an overhead line with a current collector and drive the electric motor with a power conversion device such as an inverter device using the taken-in electric power.
  • a power conversion device such as an inverter device
  • power running is performed to drive the motor by consuming electric power supplied from the overhead line.
  • the motor is regenerated to obtain braking force. So-called regenerative brake control is performed.
  • the electric vehicle receives power during the powering operation of the motor. There are cases where the voltage drops and cases where the voltage rises.
  • the power converter may stop due to low voltage, or other vehicles that receive power from the same overhead line may not be able to travel. is there. Therefore, when the power reception voltage decreases, control is performed to reduce the power running torque of the motor and suppress power consumption.
  • Patent Document 1 there is a method for determining whether or not the input voltage of the inverter satisfies a given voltage condition, and when determining that the input voltage does not satisfy the condition, the motor control current is set to a value corresponding to the filter capacitor voltage. It is disclosed.
  • the output voltage of the generator inside the substation or upstream of the substation is controlled to be constant even when the load changes. Therefore, the change in the driving state of the electric vehicle can be regarded as a disturbance as viewed from the control system that keeps the output voltage of the substation constant. If the operation state of the electric vehicle is constant, the output voltage of the substation is also controlled to a constant value, but the more rapid the change in the power running power or regenerative power of the electric vehicle, the more the transient fluctuation of the output voltage of the substation. Becomes larger. And the tendency becomes so remarkable that the margin of the power capacity of a substation is small with respect to the electric power which an electric vehicle requires.
  • the electric car needs to be strengthened to reduce the power running torque or regenerative torque. That is, due to the influence that the output voltage of the substation changes transiently, the electric vehicle performs an operation of reducing the torque more than necessary at the moment of starting power running or regeneration.
  • Patent Document 1 the amount of electric power of the electric motor is controlled so that the power reception voltage does not exceed the limit value and the operation state in which power running or regeneration can be continued.
  • the method of Patent Document 1 no consideration is given to the effect of transient fluctuation of the output voltage of the substation at the moment when the torque is raised.
  • the present invention has been made in view of the above, and obtains a propulsion control device capable of suppressing an unnecessary torque narrowing amount while suppressing a transient fluctuation of a received voltage of an electric vehicle. With the goal.
  • the present invention is a propulsion control device that controls a power conversion device that supplies electric power to an electric motor that drives an electric vehicle, and the propulsion control device is generated in the electric motor.
  • a torque command calculation unit for calculating a torque command value to be executed. The torque command calculation unit calculates a target value calculation unit that calculates the first torque based on the driving command, and a second torque that is a torque that suppresses the rate of change of the first torque based on the received voltage of the electric vehicle.
  • a change rate control unit that calculates and outputs the change rate.
  • FIG. 1 is a vector diagram showing the power supply voltage and the power reception voltage in a steady state when the propulsion control device in FIG.
  • FIG. 1 is a vector diagram showing power supply voltage and power reception voltage in a steady state when the propulsion control device in FIG. 1 regenerates power.
  • Configuration diagram of the electric vehicle drive system when the rectifier in the configuration of FIG. 4 is regarded as a part of the power source
  • FIG. 3 is a block diagram showing a configuration of a torque command calculation unit in the first embodiment.
  • FIG. 3 is a block diagram illustrating a configuration example of a change rate control unit in the first embodiment.
  • limiting table shown in FIG. The figure explaining a mode that the rate of change of the 2nd torque changes by control of a rate of change control part in case the 1st torque is power running torque.
  • Block diagram showing a configuration example of a rate of change control unit in the second embodiment The figure which shows an example of the time constant table shown in FIG.
  • FIG. 3 is a block diagram showing an example of a hardware configuration that embodies the torque command calculation unit in the first to fourth embodiments.
  • FIG. 7 is a block diagram showing another example of a hardware configuration that embodies the torque command calculation unit in the first to fourth embodiments.
  • FIG. 1 is a configuration diagram of an electric vehicle drive system 100 including a propulsion control device 1 according to a first embodiment.
  • the propulsion control device 1 is a device used for propulsion control of an electric vehicle (not shown).
  • the power supply includes a power supply facility 106 capable of supplying AC power to the propulsion control device 1 and an AC overhead wire 108 for supplying AC power generated by the power supply facility 106 to the propulsion control device 1. 110.
  • the propulsion control device 1 includes a power conversion device 2 that takes in AC power supplied from the power source 110 and supplies power to the motor 120 for driving the electric vehicle using the acquired power.
  • the power conversion device 2 includes a rectifier 20 that rectifies an applied AC voltage and converts it to a DC voltage, and an inverter 22 that converts a DC voltage output from the rectifier 20 into an AC voltage.
  • Such a configuration including the rectifier 20 and the inverter 22 is a general configuration of a propulsion control device mounted on an electric vehicle.
  • the electric motor 120 that is the load of the inverter 22 is rotationally driven by the output voltage of the inverter 22.
  • the rectifier 20 may be either a self-excited converter or a diode rectifier.
  • the propulsion control device 1 further includes a control device 3 that controls the power conversion device 2.
  • the control device 3 controls the inverter 22 by generating a PWM signal for controlling the inverter 22 with pulse width modulation (PWM).
  • PWM pulse width modulation
  • the control device 3 may control the rectifier 20. Note that there are many known documents regarding PWM control, and a detailed description thereof is omitted here.
  • V f power supply voltage
  • V r received voltage
  • Z L impedance element
  • Supply voltage V f is the output voltage of the power supply facilities 106.
  • the power reception voltage V r is a voltage received by the power conversion device 2 via the AC overhead wire 108. That is, the power reception voltage V r is a voltage applied to the power converter 2.
  • the load current i L is a current that flows between the power source 110 and the power conversion device 2.
  • the load current i L may be rephrased as a current that flows from the power source 110 to the power conversion device 2 or a current that flows from the power conversion device 2 to the power source 110.
  • Impedance element Z L is the impedance of the power supply equipment 106, in which collectively represent the impedance of the AC overhead wire 108. The action of the impedance element Z L, is described with reference to FIGS.
  • FIG. 2 is a vector diagram showing the power supply voltage V f and the power reception voltage V r in a steady state when the propulsion control device 1 consumes electric power.
  • FIG. 3 is a vector diagram showing the power supply voltage V f and the power reception voltage V r in a steady state when the propulsion control device 1 regenerates electric power.
  • the resistive component of the impedance element Z L shown in "r” it is indicated by the reactance component of the impedance element Z L "x”.
  • the power supply voltage V f , the power reception voltage V r, and the load current i L have the relationship shown in FIG.
  • “ ⁇ ” is called a load power factor angle.
  • the load power factor angle ⁇ is an angle formed by the received voltage V r and the load current i L.
  • “ ⁇ ” is called a phase difference angle.
  • Phase difference angle ⁇ is the angle between the supply voltage V f and the receiving voltage V r.
  • the voltage difference vector ⁇ v can be decomposed into a component “ri L ” parallel to the load current i L and a component “xi L ” orthogonal to the load current i L as shown in the figure.
  • the propulsion control device 1 receives regenerative power from the electric motor 120, the power supply voltage V f , the received voltage V r, and the load current i L have the relationship shown in FIG. At this time, the received voltage V r becomes larger than the power supply voltage V f due to the voltage rise in the impedance element r + jx, and a voltage difference vector ⁇ v as shown in the figure is generated.
  • Voltage difference vector ⁇ v is, as in the case of FIG. 2, a parallel component "ri L" to the load current i L, can be decomposed into a component "xi L" orthogonal to the load current i L.
  • the form of the power source 110 is not particularly limited, but it is assumed that a rotary generator (not shown) exists on the power supply path.
  • the generator is controlled so that the output voltage becomes constant by adjusting the exciting current of the field winding or adjusting the machine input to the generator.
  • the output voltage fluctuates somewhat when the load power fluctuates.
  • the steep fluctuation of the load power increases the fluctuation of the output voltage. Therefore, when the power supply voltage V f satisfies decreases, also naturally receiving voltage V r decreases. The present invention focuses on this phenomenon.
  • FIG. 4 is a configuration diagram of an electric vehicle drive system 100A having a form different from that in FIG. FIG. 4 shows a general configuration of an electric vehicle configured by a diesel electric system.
  • the power source 110 ⁇ / b> A includes a diesel engine 111 and a generator 112 that generates AC power from the output of the diesel engine 111.
  • the electric power of the generator 112 is supplied to the inverter 22 via the rectifier 20, and the electric motor 120 is driven by the inverter 22.
  • the rectifier 20 may be either a self-excited converter or a diode rectifier.
  • the propulsion control apparatus 1A shown in FIG. 4 has the effect by application of this invention similarly to the propulsion control apparatus 1 shown in FIG.
  • FIG. 5 is a configuration diagram of the electric vehicle drive system 100B when the rectifier 20 in the configuration of FIG. 4 is regarded as a part of the power source.
  • the rectifier 20 is a diode rectifier 20B
  • the diode rectifier 20B may be regarded as a part of the power supply 110B and included in the components of the power supply 110B as illustrated.
  • the receiving voltage V r for the propulsion control apparatus 1B becomes a DC voltage
  • receiving voltage V r is varied according to the input voltage V a of the diode rectifier 20B.
  • the propulsion control apparatus 1B shown in FIG. 5 has the effect by application of this invention similarly to the propulsion control apparatus 1A shown in FIG.
  • FIG. 6 is a configuration diagram of an electric vehicle drive system 100C in a form different from those in FIGS.
  • FIG. 6 shows a general configuration of an electric vehicle that travels by receiving power supplied from a DC overhead line, that is, a DC powered electric vehicle.
  • the substation rectifies the received power received from the AC distribution system and supplies DC power to the feeding system.
  • the diode rectifier 20C provided in the substation can be regarded as a component of the power supply 110C.
  • the propulsion control device 1C shown in FIG. 6 has the same configuration as the propulsion control device 1B shown in FIG.
  • Receiving voltage V r for the propulsion control apparatus 1C is a DC voltage. Receiving voltage V r is changed in accordance with the input voltage V a of the rectifier. For this reason, the propulsion control apparatus 1C shown in FIG. 6 has the effect by application of this invention similarly to the propulsion control apparatus 1B shown in FIG. However, the regenerative power of the electric vehicle does not flow to the AC power supply side when viewed from the diode rectifier 20C. For this reason, the regenerative electric power of an electric vehicle can only be consumed by other vehicles in the same section. Accordingly, in the regenerative operation, the transient fluctuation of the power supply voltage V f of interest in the present invention does not occur.
  • FIG. 7 is a block diagram showing a configuration of the torque command calculation unit 30 in the first embodiment.
  • the torque command calculation unit 30 is a calculation unit configured inside the control device 3. As shown in FIG. 7, the torque command calculation unit 30 includes a target value calculation unit 32 and a change rate control unit 34.
  • the target value calculation unit 32 calculates a first torque ⁇ 1 that is a target value of torque to be generated by the electric motor 120 based on the operation command.
  • the driving command includes vehicle information such as notch information operated by the driver, information on the vehicle load, and speed information of the electric vehicle.
  • a ramp characteristic is added to the first torque ⁇ 1 output by the target value calculator 32 for the purpose of preventing a torque shock.
  • the lamp characteristic is a characteristic in which the output increases or decreases with time.
  • a ramp characteristic is provided that changes the time until the first torque ⁇ 1 reaches the final target value from the initial value. Instead of this ramp characteristic, a ramp characteristic in which the first torque ⁇ 1 changes with a constant change rate from the initial value to the final target value may be given.
  • Change ratio control unit 34 based on the first torque tau 1 and the receiving voltage V r, it calculates a second torque tau 2 is the torque which suppresses the first torque tau 1 rate of change. Change ratio control unit 34 outputs the second torque tau 2 computed external to the rate of change of the control unit 34. In the configuration of FIG. 7, the second torque ⁇ 2 generated by the change rate control unit 34 is the torque command ⁇ * generated by the torque command calculation unit 30.
  • the power reception voltage V r any value of the amplitude value of the AC voltage and the effective value of the AC voltage may be used when the power source is AC.
  • the received voltage V r may be subjected to low-pass filter processing for the purpose of noise removal, or may be subjected to moving average processing.
  • a three-phase current value in a stationary coordinate system is converted into a d-axis current id that is a current value of a magnetic flux axis component in a rotating orthogonal two-axis rotation coordinate system, that is, a dq-axis coordinate system
  • Vector control is widely adopted in which control is performed by decomposing the torque axis component into q-axis current iq, which is the current value of the torque axis component. Since the configuration of vector control is well known, detailed description thereof is omitted here.
  • a current command value in vector control is calculated based on the second torque ⁇ 2 .
  • FIG. 8 is a block diagram illustrating a configuration example of the change rate control unit 34 in the first embodiment.
  • the change rate control unit 34 includes a subtractor 34a, a change amount restriction table 34b, a selection unit 34c, a delay unit 34d, and an adder 34e.
  • a deviation ⁇ 1 ⁇ 2 ′ between the first torque ⁇ 1 and the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 is calculated and output to the selector 34c.
  • the received voltage V r is referred to by the change amount restriction table 34b, and a torque change amount restriction value ⁇ which is a control input for restricting the change amount of torque is obtained.
  • the torque change amount limit value ⁇ is a limit value per calculation cycle.
  • the smaller value is selected from the deviation between the first torque ⁇ 1 and the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 and the torque change amount limit value ⁇ , and the adder 34e is selected. Is output.
  • the adder 34e the second torque ⁇ 2 is updated by adding the previous value ⁇ 2 ′ of the second torque ⁇ 2 to the output of the selection unit 34c, and the latest second torque ⁇ 2 is output.
  • the deviation ⁇ 1 ⁇ 2 ′ between the first torque ⁇ 1 and the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 is smaller than the torque change amount limit value ⁇ .
  • the selection unit 34c selects the deviation ⁇ 1 ⁇ 2 ′.
  • the adder 34e outputs the first torque ⁇ 1 obtained by adding the value ⁇ 2 ′ immediately before the second torque ⁇ 2 to the deviation ⁇ 1 ⁇ 2 ′.
  • the deviation ⁇ 1 ⁇ 2 ′ between the first torque ⁇ 1 and the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 is larger than the torque change amount limit value ⁇ .
  • the selection unit 34c selects the torque change amount limit value ⁇ .
  • the adder 34e outputs a torque command having a value obtained by adding the torque change amount limit value ⁇ to the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 .
  • FIG. 9 is a diagram showing an example of the change amount restriction table 34b shown in FIG.
  • a table when the command torque is the power running torque is shown in a graph format
  • a table when the command torque is the regenerative torque is shown in a graph format.
  • the torque change amount limit value ⁇ is set to be smaller as the received voltage V r is smaller. More specifically, when the power receiving voltage V r decreases, the first set value ⁇ 1 is maintained until the power receiving voltage V r reaches the first threshold value V th1 . The power receiving voltage V r gradually decreasing the torque variation limiting value ⁇ falls below the first threshold V th1, go to reduce the second value to a threshold V th2. Note that the second threshold value V th2 is smaller than the first threshold value V th1 . When the second threshold value V th2 is reached, the second set value ⁇ 2 that is the torque change amount limit value at the second threshold value V th2 is maintained thereafter.
  • the greater receiving voltage V r is set such that the torque variation limiting value ⁇ becomes smaller. More specifically, when the power receiving voltage V r increases, the third set value ⁇ 3 is maintained until the power receiving voltage V r reaches the third threshold value V th3 . Further, when the received voltage V r exceeds the third threshold value V th3 , the torque change amount limit value ⁇ is decreased and the value is decreased to the fourth threshold value V th4 . Note that the fourth threshold value V th4 is larger than the third threshold value V th3 . When the fourth threshold value V th4 is reached, the fourth set value ⁇ 4 that is the torque change amount limit value at the fourth threshold value V th4 is maintained thereafter.
  • Figure 10 is a diagram for explaining a state where the first torque tau 1 second torque tau 2 rate of change is changed by controlling the rate of change controller 34 in the case of power running torque.
  • the state of change in power running torque is shown on the upper side
  • the state of change in received power voltage V r is shown on the lower side.
  • the power running torque is controlled to a constant value.
  • the power consumption becomes constant, since the transient variation of the power supply voltage V f satisfies fits, as shown in waveform K2, receiving voltage V r is slightly increased. Note that the steady value of the received voltage V r at this time is determined according to the impedance element Z L and the magnitude of power consumption.
  • the output of the selector 34c is selected as a difference value between the first torque ⁇ 1 that is negative or zero and the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 and is output to the adder 34e. . Then, the adder 34e, the first torque tau 1 and 'a difference value between the second torque tau 2 immediately preceding value tau 2' second torque tau 2 immediately preceding value tau 2 because the are added The first torque ⁇ 1 is output. As a result, the second torque ⁇ 2 matches the first torque ⁇ 1 .
  • the waveform K1 indicated by the broken line does not have a change rate control unit 34 described above, based on the first torque tau 1, in the case of calculating a current command value in the vector control is a waveform of the receiving voltage V r.
  • the received voltage V r continues to drop transiently until the change in the first torque ⁇ 1 ends.
  • a waveform K2 indicated by a solid line is a waveform of the received voltage V r when the vector command current command value is calculated by the second torque ⁇ 2 that is the output of the change rate control unit 34.
  • the waveform K2 at time t 1 has a different curve from the waveform K1.
  • the time t 1 is the time when the received voltage V r reaches the first threshold value V th1 shown in FIG.
  • the change rate control unit 34 controls the change rate of the second torque ⁇ 2 .
  • lowering of receiving voltage V r is suppressed.
  • the change rate control unit 34 is configured so that the first torque ⁇ 1 is less than or less than the second torque ⁇ 2 in the case of powering control.
  • the rate of change of ⁇ 1 is not controlled. The reason for doing this is that when the power running torque decreases, the received voltage Vr increases and approaches the rated voltage or nominal voltage at no load, so the rate of change in the torque command value is particularly suppressed. Because there is no need to do. Further, while the electric vehicle is in power running, the rate of change of the first torque ⁇ 1 is suppressed even though the first torque ⁇ 1 is decreasing, and the decrease in the torque generated in the electric motor 120 is delayed. This is because it is not desirable from the viewpoint of safety.
  • the power running torque is decreased by the operation command by not controlling the rate of change of the first torque ⁇ 1.
  • the torque generated in the electric motor 120 can be quickly reduced.
  • FIG. 11 is a diagram for explaining how the rate of change of the second torque ⁇ 2 changes under the control of the rate of change control unit 34 when the first torque ⁇ 1 is the regenerative torque.
  • the upper stage shows the change in the regenerative torque
  • the lower stage shows the change in the received voltage V r .
  • the received voltage V r changes in the opposite direction to the case of powering.
  • the regenerative torque is controlled to a constant value.
  • the regenerative power is constant, because the transient variation of the power supply voltage V f satisfies fits, as shown in waveform K4, receiving voltage V r is slightly lowered. Note that the steady value of the received voltage V r at this time is determined according to the impedance element Z L and the magnitude of the regenerative power.
  • the output of the selector 34c is selected as a difference value between the first torque ⁇ 1 that is negative or zero and the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 and is output to the adder 34e. . Then, the adder 34e, the first torque tau 1 and 'a difference value between the second torque tau 2 immediately preceding value tau 2' second torque tau 2 immediately preceding value tau 2 because the are added first torque tau 1 is output. The result, the second torque tau 2 corresponds to a first torque tau 1.
  • the regenerative power is constant, receiving voltage V r by transient fluctuations in the power supply voltage V f satisfies subsided slightly increased. After that, the receiving voltage V r is to remain stable.
  • the waveform K3 indicated by the broken line does not have the above-described change rate control unit 34, and the current command value in vector control is calculated based on the first torque ⁇ 1 .
  • the received voltage V r continues to rise transiently until the change in the first torque ⁇ 1 ends.
  • a waveform K4 indicated by a solid line is a waveform of the received voltage V r when the vector command current command value is calculated by the second torque ⁇ 2 that is the output of the change rate control unit 34.
  • the waveform K4 at time t 1 has a different curve from the waveform K1.
  • time t 1 is the time when the received voltage V r reaches the third threshold value V th3 shown in FIG.
  • the change rate control unit 34 controls the change rate of the second torque ⁇ 2 .
  • increase of the receiving voltage V r is suppressed. Accordingly, to suppress during the electric vehicle regenerative, by performing a control of receiving voltage V r to reduce the higher second torque tau 2 rate of change, an increase in the receiving voltage V r when the regenerative torque increases be able to.
  • the change rate control unit 34 performs the first torque when the first torque ⁇ 1 is less than or less than the second torque ⁇ 2 in the case of regenerative control.
  • the rate of change of ⁇ 1 is not controlled.
  • the rate of change in the torque command value is particularly suppressed. Because there is no need to do.
  • the smaller the separation between the first torque ⁇ 1 and the second torque ⁇ 2 the more precisely the deceleration and stop position of the electric vehicle can be adjusted.
  • the first torque tau 1 is a second torque tau 2 or less or less, with a configuration that does not control the first torque tau 1 rate of change decreases the regenerative torque by the operation command When a command is issued, the torque generated in the electric motor 120 can be quickly reduced.
  • the first torque is calculated based on the received voltage V r of the electric vehicle with respect to the first torque calculated based on the operation command. Since the electric motor is controlled on the basis of the second torque that has been subjected to the process of limiting the rate of change of the electric power, the transient fluctuation of the received voltage V r of the electric vehicle is suppressed, It becomes possible to suppress the amount of unnecessary torque reduction.
  • FIG. 2 In the second embodiment, another configuration example of the change rate control unit 34 will be described. Note that other configurations except the change rate control unit 34 are the same as or equivalent to those of the first embodiment, and the description thereof is omitted here.
  • FIG. 12 is a diagram for explaining the function of the change rate control unit in the second embodiment.
  • a first-order lag filter is applied to the change rate suppression function in the change rate control unit.
  • the transfer function G (s) of the first-order lag filter can be expressed by the following equation, where the time constant Tf , which is a constant for determining the frequency response of the filter processing by the first-order lag filter, is used as a parameter.
  • FIG. 12 shows a step response waveform when the time constant Tf is used as a parameter. More As shown, the time constant T f is large, the rise of the output is slow. Therefore, the first torque tau 1 applies a first-order lag filter, the time constant T f by variable according to the incoming voltage V r, to control the second torque tau 2 rate of change it can.
  • FIG. 13 is a block diagram illustrating a configuration example of the change rate control unit 34A in the second embodiment.
  • FIG. 13 is a block diagram in which the input u is replaced with the first torque ⁇ 1 and the output y is replaced with the second torque ⁇ 2 in the difference equation (2). That is, the change rate control unit 34A includes a delay unit 34A1, a time constant table 34A2, a subtractor 34A3, a divider 34A4, a multiplier 34A5, an adder 34A6, a delay unit 34A7, and a selection unit 34A8. It can be set as the structure which has.
  • Time constant table 34A2 is configured constant T f is selected when response to receiving voltage V r. The selected time constant Tf is output to the divider 34A4.
  • the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 is selected and output to the subtractor 34A3 and the adder 34A6 at the timing when the second torque ⁇ 2 is input.
  • the subtractor 34A3 a deviation ⁇ 1 ′ ⁇ 2 ′ between the immediately preceding value ⁇ 1 ′ of the first torque ⁇ 1 and the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 is generated, and is supplied to the divider 34A4. Is output.
  • the divider 34A4, 'and, second torque tau 2 immediately preceding value tau 2' first immediately preceding value tau 1 of the torque tau 1 deviation tau 1 '-tau 2' is divided by the time constant T f with .
  • the multiplier 34A5, discrete period T s is multiplied by the output of the divider 34A4.
  • the adder 34A6 the output of the multiplier 34A5 and the output of the delay unit 34A7 are added and output to the selection unit 34A8.
  • the selector 34A8 switches the output value in accordance with the magnitude relationship between the first torque ⁇ 1 and the immediately preceding value ⁇ 2 ′ of the second torque ⁇ 2 . Specifically, the first torque tau 1 is equal second torque tau 2 immediately preceding value tau 2 'or less, the first torque tau 1 is selected. On the other hand, if the first torque ⁇ 1 is greater than the previous value ⁇ 2 ′ of the second torque ⁇ 2 , the adder 34A6 is selected.
  • the intention to configure in this way is to make the operation not to suppress the rate of change of the second torque ⁇ 2 when the first torque ⁇ 1 changes in a decreasing direction.
  • the effect is the same as or equivalent to the effect of the change rate control unit 34 in the first embodiment, that is, the first embodiment.
  • FIG. 14 is a diagram showing an example of the time constant table 34A2 shown in FIG. On the left side of FIG. 14, a table when the command torque is a power running torque is shown in a graph format, and on the right side of FIG. 14, a table when the command torque is a regenerative torque is shown in a graph format.
  • the time constant T f is set to be larger as the received voltage V r is smaller. More specifically, when the power receiving voltage V r decreases, the first set value T f1 is maintained until the power receiving voltage V r reaches the first threshold value V th1 . Further, when the received voltage V r falls below the first threshold value V th1 , the value of the time constant T f is increased, and the value is increased to the second threshold value V th2 . Note that the second threshold value V th2 is smaller than the first threshold value V th1 . When the second threshold value V th2 is reached, the second set value T f2 that is the set value of the time constant at the second threshold value V th2 is maintained thereafter.
  • the time constant T f is set so as to increase as the received voltage V r increases, as shown in the diagram on the right side of FIG. More specifically, when the power receiving voltage V r increases, the third set value T f3 is maintained until the power receiving voltage V r reaches the third threshold value V th3 . Further, when the received voltage V r exceeds the third threshold value V th3 , the value of the time constant T f is increased, and the value is increased to the fourth threshold value V th4 . Note that the fourth threshold value V th4 is larger than the third threshold value V th3 . When the fourth threshold value V th4 is reached, the fourth set value T f4 that is the set value of the time constant at the fourth threshold value V th4 is maintained thereafter.
  • first threshold value V th1 , the second threshold value V th2 , the third threshold value V th3, and the fourth threshold value V th4 in the time constant table of FIG. 14 are those shown in the change amount restriction table of FIG. The same value may be set or may be set independently.
  • FIG. 15 is a block diagram illustrating a configuration of a torque command calculation unit 30A in the third embodiment.
  • the torque command calculation unit 30A further includes a limiter processing unit 36 provided on the rear stage side of the change rate control unit 34 in the configuration of the torque command calculation unit 30 shown in FIG.
  • the other configuration is the same as or equivalent to the configuration shown in FIG.
  • the change rate control unit 34A described in the second embodiment may be used.
  • the configuration other than the torque command calculation unit 30A is the same as or equivalent to that of the first embodiment, and the description thereof is omitted here.
  • the transient increase and decrease in the received voltage V r can be suppressed by suppressing the rate of change of the first torque ⁇ 1 .
  • the voltage drop due to the impedance element Z L in the steady state that is, the difference between the power supply voltage V f and the received voltage V r cannot be eliminated in principle. Therefore, it is preferable to perform control for narrowing down the power running torque when the power receiving voltage V r decreases and control for narrowing down the regenerative torque when the power receiving voltage V r increases.
  • the limiter processing unit 36 is provided in the third embodiment.
  • the limiter processing unit 36 receives the second torque ⁇ 2 that is the output of the change rate control unit 34, the received voltage V r, and the speed information ⁇ m .
  • the speed information ⁇ m is information representing the rotational speed of the electric motor 120.
  • the inverter frequency or the speed information of the electric vehicle may be input to the limiter processing unit 36.
  • the limiter processing unit 36 generates and outputs a third torque ⁇ 3 based on the second torque ⁇ 2 , the received voltage V r , and the speed information ⁇ m .
  • the third torque ⁇ 3 generated by the limiter processing unit 36 is the torque command ⁇ * generated by the torque command calculation unit 30A. That is, in the third embodiment, the current command value in the vector control on the basis of the third torque tau 3 is calculated.
  • FIG. 16 is a diagram illustrating a configuration example of the limiter processing unit 36 illustrated in FIG.
  • the limiter processing unit 36 includes a power limit table 36a, a divider 36b, a selection unit 36c, a stabilization filter 36d, comparators 36e and 36g, filter control units 36f and 36i, A delay unit 36h.
  • Power limit table 36a inputs the receiving voltage V r, is configured to output a power limit value P L.
  • Power limit value P L is output to divider 36b.
  • the torque upper limit value ⁇ L is calculated.
  • the torque upper limit value ⁇ L is obtained by dividing the power limit value P L by the speed information ⁇ m .
  • the selection unit 36c the smaller one of the second torque ⁇ 2 and the torque upper limit value ⁇ L is selected and output to the stabilization filter 36d.
  • the comparator 36e the second torque ⁇ 2 and the output of the divider 36b are compared, and the comparison result is output to the filter control unit 36f.
  • the immediately preceding value ⁇ 3 ′ of the third torque ⁇ 3 is selected and output to the comparator 36g at the timing when the third torque ⁇ 3 is input.
  • the comparator 36g the second torque ⁇ 2 and the immediately preceding value ⁇ 3 ′ of the third torque ⁇ 3 are compared, and the comparison result is output to the filter control unit 36i.
  • the operations of the stabilization filter 36d and the filter controllers 36f and 36i will be described later.
  • FIG. 17 is a diagram illustrating an example of the power limit table 36a illustrated in FIG. On the left side of FIG. 17, a table when the command torque is a power running torque is shown in a graph format, and on the right side of FIG. 17, a table when the command torque is a regenerative torque is shown in a graph format.
  • the power limit value P L is set to be smaller as the power receiving voltage V r is smaller as shown in the left diagram of FIG. More specifically, when the power reception voltage V r decreases, the first power limit value P L1 is maintained until the power reception voltage V r reaches the fifth threshold value V th5 .
  • the power receiving voltage V r below the fifth threshold value V th5 gradually reduce the value of the power limit value P L, it reduces the value up to the sixth threshold value V th6 of. Note that the sixth threshold value V th6 is smaller than the fifth threshold value V th5 . Then, when the sixth threshold value V th6 is reached, the second power limit value P L2 that is the set value of the power limit value P L at the sixth threshold value V th6 is maintained thereafter.
  • the greater receiving voltage V r is set such that the power limit P L is reduced. More specifically, when the power reception voltage V r increases, the third power limit value P L3 is maintained until the power reception voltage V r reaches the seventh threshold value V th7 .
  • the power receiving voltage V r exceeds the threshold value V th7 seventh gradually reduce the value of the power limit value P L, it reduces the value to a threshold V th8 eighth. Note that the eighth threshold value V th8 is smaller than the seventh threshold value V th7 .
  • the fourth power limit value P L4 that is the set value of the power limit value P L at the eighth threshold value V th8 is maintained thereafter .
  • the selection unit 36c has explained that the smaller one of the second torque ⁇ 2 and the torque upper limit value ⁇ L is selected and output to the stabilization filter 36d. .
  • the direction of the second torque tau 2 torque upper limit value tau L than smaller that is, when power limiting is enabled, the following problem arises.
  • the third torque tau 3 changes according to receiving voltage V r.
  • the actual torque of the electric motor 120 is controlled so as to coincide with the third torque ⁇ 3 .
  • the voltage drop due to the impedance element Z L changes, also fluctuates transiently supply voltage V f.
  • the received voltage V r changes and the third torque ⁇ 3 changes.
  • the received voltage may become oscillating.
  • the above-described stabilization filter 36d is applied in the third embodiment.
  • the frequency response characteristic of the stabilization filter 36d is assumed to have at least a low-pass characteristic. With this characteristic, the effect of stabilizing the power reception voltage V r by attenuating the vibration of the power reception voltage V r caused by the interaction between the power source 110, the impedance element Z L, and the propulsion control device 1 can be obtained.
  • the stabilization filter 36d is mainly configured with a low-pass characteristic, even when the power limit is not effective, that is, when the second torque ⁇ 2 is equal to or less than the torque limit value ⁇ L , the third The torque ⁇ 3 is delayed with respect to the second torque ⁇ 2 .
  • the stabilization filter 36d is switched between valid and invalid as follows.
  • the above-described function can be realized by the stabilization filter 36d and the filter control units 36f and 36i shown in FIG. “Disabling the filter” means “outputting the input value as it is”.
  • FIG. 18 is a diagram for explaining a state in which the power limitation is enabled and the stabilization filter is switched between enabled and disabled.
  • the thick broken line represents the first torque ⁇ 1
  • the thick solid line represents the second torque ⁇ 2
  • the solid line represents the third torque ⁇ 3 .
  • the common part of the first torque ⁇ 1 , the second torque ⁇ 2 , and the third torque ⁇ 3 is also represented by a solid line.
  • the broken line represents the maximum torque tau L.
  • the torque limit value ⁇ L starts to decrease.
  • the torque limit value ⁇ L starts to decrease because the power receiving voltage V r decreases and reaches the fifth threshold value V th5 in the power limit table 36a.
  • Time t 1 is the time when the power reception voltage V r further decreases and reaches the first threshold value V th1 in the change amount restriction table 34b or the time constant table 34A2. Therefore, the second torque ⁇ 2 having a value different from the first torque ⁇ 1 is generated after the time t 1 .
  • the stabilization filter 36d is activated. Since the stabilization filter 36d is activated, as shown in FIG. 18, the vibration of the torque limit value ⁇ L due to the fluctuation of the received voltage V r is suppressed. In other words, by activating the stabilizing filter 36d, the variation of the receiving voltage V r is suppressed.
  • the second torque ⁇ 2 coincides with the torque limit value ⁇ L, and after time t 3 , the second torque ⁇ 2 falls below the torque limit value ⁇ L. Therefore, in the selection unit 36c, the smaller one of the inputs is selected. For this reason, the second torque ⁇ 2 is output from the selection unit 36c. At substantially the same time, the second torque ⁇ 2 becomes lower than the third torque ⁇ 3, so that the stabilization filter 36d is invalidated. Therefore, the time t 3 after, as shown, the second torque tau 2 and the third torque tau 3, coincide.
  • the torque command calculation unit 30A includes the limiter processing unit 36.
  • the effects in the first embodiment and the second embodiment, the effect of stabilizing can be obtained a receiving voltage V r.
  • FIG. 19 is a block diagram showing a configuration of a torque command calculation unit 30B in the fourth embodiment.
  • the torque command calculation unit 30B further includes a sliding control unit 38 provided on the rear stage side of the limiter processing unit 36 in the configuration of the torque command calculation unit 30A shown in FIG.
  • the other configuration is the same as or equivalent to the configuration shown in FIG.
  • the change rate control unit 34 the change rate control unit 34A described in the second embodiment may be used.
  • the configuration other than the torque command calculation unit 30B is the same as or equivalent to that of the first embodiment, and the description thereof is omitted here.
  • the sliding control unit 38 has a function of detecting the idling state of the wheel of the electric vehicle or the sticking state of the wheel. Moreover, the sliding control part 38 is a function which narrows down the torque of the electric motor 120 when the idling of the wheel of the electric vehicle is detected, re-adheres the wheel, and detects the re-adhesion, and then restores the torque of the electric motor 120.
  • the sliding control unit 38 has a function of detecting the idling state of the wheel of the electric vehicle or the sticking state of the wheel.
  • the sliding control part 38 is a function which narrows down the torque of the electric motor 120 when the idling of the wheel of the electric vehicle is detected, re-adheres the wheel, and detects the re-adhesion, and then restores the torque of the electric motor 120.
  • the sliding control unit 38 generates and outputs a fourth torque ⁇ 4 that is obtained by controlling the third torque ⁇ 3 to increase or decrease the torque for the sliding control.
  • the fourth torque ⁇ 4 generated by the sliding control unit 38 becomes the torque command ⁇ * generated by the torque command calculation unit 30B. That is, in the fourth embodiment, a current command value in vector control is calculated based on the fourth torque ⁇ 4 .
  • slide control unit 38 may be input to the second torque tau 2.
  • the calculation result of the sliding control unit 38 is immediately reflected in the actual torque of the electric motor 120.
  • the conventional sliding control algorithm can sufficiently function.
  • the sliding control unit 38 is provided in front of the change rate control unit 34.
  • the change rate control unit 34 also suppresses the change rate for the calculation result of the sliding control unit 38.
  • the sliding control unit 38 is provided in front of the limiter processing unit 36. In the case of this configuration, since the torque limit value ⁇ L is output during the period when the power limit is effective, the calculation result of the sliding control unit 38 is ignored.
  • the torque command calculation unit 30B includes the sliding control unit 38.
  • an effect that the conventional sliding control algorithm can be sufficiently functioned is obtained.
  • a CPU 200 that performs calculation and a program read by the CPU 200 are stored.
  • the memory 202 and the interface 204 for inputting and outputting signals can be included.
  • the CPU 200 may be a calculation means such as a microprocessor, a microcomputer, a processor, or a DSP (Digital Signal Processor).
  • the memory 202 corresponds to a nonvolatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable ROM), or an EEPROM (Electrically EPROM).
  • the memory 202 stores a program for executing the functions of the torque command calculation units 30, 30A, 30B.
  • the CPU 200 executes various arithmetic processes described in the first to fourth embodiments by exchanging necessary information via the interface 204.
  • the CPU 200 and the memory 202 shown in FIG. 20 may be replaced with a processing circuit 203 as shown in FIG.
  • the processing circuit 203 is, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination of these. Applicable.
  • 1, 1A, 1B, 1C propulsion control device 2 power conversion device, 3 control device, 20 rectifier, 20B, 20C diode rectifier, 22 inverter, 30, 30A, 30B torque command calculation unit, 32 target value calculation unit, 34a, 34A3 subtractor, 34b change amount limit table, 34c, 34A8, 36c selection unit, 34d, 34A1, 34A7, 36h delay unit, 34e, 34A6 adder, 34, 34A change rate control unit, 34A2 time constant table, 34A4, 36b Divider, 34A5 multiplier, 36 limiter processing unit, 36a power limit table, 36d stabilization filter, 36f, 36i filter control unit, 36e, 36g comparator, 38 sliding control unit, 100, 100A, 100B, 100C electric vehicle drive System, 106 Facilities, 108 AC overhead wire, 110 and 110A, 110B, 110C power, 111 diesel engine, 112 generators, 120 motor, 200 CPU, 202 memory, 203 processing circuits, 204 interface.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

L'invention concerne un dispositif de commande de propulsion pourvu d'un dispositif de conversion d'énergie qui fournit de l'énergie à un moteur électrique pour entraîner un véhicule électrique. Le dispositif de commande de propulsion est pourvu d'une unité de calcul de commande de couple (30) permettant de calculer une valeur de commande d'un couple généré par le moteur électrique. L'unité de calcul de valeur de commande de couple (30) est pourvue : d'une unité de calcul de valeur cible (32) qui calcule un premier couple τ1 sur la base d'une commande d'opération ; d'une unité de commande de taux de variation (34) destinée à calculer et à produire un second couple τ2 permettant de commander le taux de variation du premier couple τ1 sur la base d'une tension de réception Vr du véhicule électrique.
PCT/JP2016/085384 2016-11-29 2016-11-29 Dispositif de commande de propulsion WO2018100630A1 (fr)

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PCT/JP2016/085384 WO2018100630A1 (fr) 2016-11-29 2016-11-29 Dispositif de commande de propulsion
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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1169880A (ja) * 1997-08-28 1999-03-09 Toshiba Corp インバータ制御装置
JP2011120475A (ja) * 2011-03-23 2011-06-16 Mitsubishi Electric Corp 電気車の電力変換装置
JP2011152040A (ja) * 2011-03-23 2011-08-04 Mitsubishi Electric Corp 電気車の電力変換装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4670754B2 (ja) * 2006-06-30 2011-04-13 株式会社日立製作所 動力制御装置及び列車制御システム

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1169880A (ja) * 1997-08-28 1999-03-09 Toshiba Corp インバータ制御装置
JP2011120475A (ja) * 2011-03-23 2011-06-16 Mitsubishi Electric Corp 電気車の電力変換装置
JP2011152040A (ja) * 2011-03-23 2011-08-04 Mitsubishi Electric Corp 電気車の電力変換装置

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