WO2023286122A1 - 推進制御装置及びフィルタコンデンサ電圧の制御方法 - Google Patents

推進制御装置及びフィルタコンデンサ電圧の制御方法 Download PDF

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Publication number
WO2023286122A1
WO2023286122A1 PCT/JP2021/026121 JP2021026121W WO2023286122A1 WO 2023286122 A1 WO2023286122 A1 WO 2023286122A1 JP 2021026121 W JP2021026121 W JP 2021026121W WO 2023286122 A1 WO2023286122 A1 WO 2023286122A1
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WO
WIPO (PCT)
Prior art keywords
voltage
filter capacitor
power consumption
control
target value
Prior art date
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Ceased
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PCT/JP2021/026121
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English (en)
French (fr)
Japanese (ja)
Inventor
篤史 岡
遊 ▲高▼以来
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Publication date
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Priority to JP2023534446A priority Critical patent/JP7433536B2/ja
Priority to US18/568,381 priority patent/US12328084B2/en
Priority to PCT/JP2021/026121 priority patent/WO2023286122A1/ja
Publication of WO2023286122A1 publication Critical patent/WO2023286122A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • H02P27/08—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 with pulse width modulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/005—Interference suppression
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • B60L9/22—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines polyphase motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • 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
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03H—IMPEDANCE NETWORKS, e.g. RESONANT CIRCUITS; RESONATORS
    • H03H7/00—Multiple-port networks comprising only passive electrical elements as network components
    • H03H7/01—Frequency selective two-port networks
    • H03H7/06—Frequency selective two-port networks including resistors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque

Definitions

  • the present disclosure relates to a propulsion control device mounted on a railway vehicle and a method of controlling the voltage of a filter capacitor provided in the propulsion control device.
  • Patent Document 1 discloses a propulsion control device equipped with an inverter that outputs a variable voltage and variable frequency AC voltage to a traction motor of a railway vehicle by Pulse Width Modulation (PWM) control.
  • PWM Pulse Width Modulation
  • a triangular wave comparison method is generally used to generate a PWM pulse by comparing a triangular wave carrier signal that continues at a constant cycle with a voltage command value that is a command value of the voltage output by an inverter.
  • PWM control in this triangular wave comparison method is roughly divided into asynchronous PWM control and synchronous PWM control.
  • an asynchronous mode which is an operation mode in which asynchronous PWM control is performed
  • a synchronous mode which is an operation mode in which synchronous PWM control is performed
  • the asynchronous mode is implemented when the carrier frequency, which is the repetition frequency of the carrier signal, is sufficiently higher than the frequency of the voltage command value.
  • the carrier frequency is fixed and only the frequency of the voltage command value is changed.
  • the synchronous mode is implemented when the carrier frequency and the frequency of the voltage command value are relatively close.
  • the ratio between the carrier frequency and the frequency of the voltage command value is set to be an integer multiple.
  • the number of pulses in the PWM signal is increased when the output voltage output from the inverter is small, and the number of pulses is increased in stages as the output voltage and the basic frequency of the output voltage increase. is controlled to decrease to
  • the switching frequency which is the frequency at which the switching element of the inverter repeats ON and OFF, changes continuously without depending on the fundamental frequency of the output voltage.
  • the switching frequency is lower than in asynchronous mode and closer to audio frequencies. Therefore, the synchronous mode has the disadvantage that electromagnetic noise is greater than the asynchronous mode.
  • asynchronous and synchronous modes are performed based on the filter capacitor voltage and the traction motor speed, which is the rotational speed of the traction motor.
  • the filter capacitor voltage is generally dependent on the contact line voltage applied from overhead lines, third rail, or the like. Therefore, even if the same device outputs an output voltage of the same voltage and frequency, the operation mode may become synchronous mode depending on the filter capacitor voltage, even though the output frequency is not changed. Regardless, there were cases in which electromagnetic noise increased. For example, during constant-speed brake operation in which the output frequency is constant, the operating mode is often the synchronous mode, which poses the problem of increased electromagnetic noise.
  • the present disclosure has been made in view of the above, and aims to obtain a propulsion control device that can reliably suppress an unintended increase in electromagnetic noise.
  • the propulsion control device includes a filter capacitor, an inverter, a power consumption circuit, and a control section.
  • the filter capacitor smoothes the voltage due to the electric power supplied from the contact line via the line breaker.
  • the inverter is connected in parallel to the filter capacitor and applies a variable voltage and variable frequency AC voltage to the traction motor mounted on the railway vehicle by pulse width modulation control in asynchronous mode and synchronous mode.
  • the power consumption circuit has a switching element and a power consumption resistor connected in series with the switching element, and is connected in parallel with the inverter.
  • the control unit performs mode switching control and power consumption control.
  • Mode switching control is control for switching between the asynchronous mode and the synchronous mode based on the filter capacitor voltage, which is the voltage of the filter capacitor, and the main motor speed, which is the rotational speed of the main motor.
  • Power consumption control is control to consume regenerated power generated when the main motor operates as a power generator with a power consumption resistor.
  • the control unit controls the operating point at which the asynchronous mode and the synchronous mode are switched to a desired position by changing the target value of the filter capacitor voltage controlled by the power consumption control.
  • the propulsion control device According to the propulsion control device according to the present disclosure, it is possible to reliably suppress an unintended increase in electromagnetic noise.
  • FIG. 4 is a diagram for explaining the principle of operation of an embodiment that solves the problem of the conventional technology
  • 4 is a flow chart showing a processing flow in the control unit of the embodiment
  • FIG. 2 is a block diagram showing an example of a hardware configuration realizing functions of a control unit according to an embodiment
  • FIG. 4 is a block diagram showing another example of a hardware configuration that implements the functions of the control unit according to the embodiment
  • FIG. 1 is a diagram showing a configuration example of a propulsion control device 100 according to an embodiment.
  • the propulsion control device 100 according to the embodiment as shown in FIG.
  • the propulsion control device 100 includes a switching circuit section 3 , a reactor 4 and an inverter 8 , as well as a brake chopper circuit 5 , a voltage detector 6 , a filter capacitor 7 and a control section 10 .
  • the switching circuit section 3 has line breakers 31 and 32 and a charging resistor 33 .
  • the line breaker 32 and the charging resistor 33 are connected in series.
  • the line breaker 31 is connected in parallel to the series circuit of the line breaker 32 and the charging resistor 33 .
  • the line breaker 31 is opened and the line breaker 32 is closed.
  • the filter capacitor 7 is charged via the charging resistor 33 with power from the train line.
  • the line breaker 32 is opened and the line breaker 31 is closed.
  • the propulsion control device 100 enters a state in which operation can be started.
  • the filter capacitor 7 smoothes the voltage due to the electric power supplied from the overhead contact line 1 via the switching circuit section 3 .
  • the inverter 8 is connected in parallel with the filter capacitor 7 and applies a variable voltage and variable frequency AC voltage to the traction motor 9 by PWM control in asynchronous mode and synchronous mode.
  • the brake chopper circuit 5 is connected in parallel with each of the filter capacitor 7 and the inverter 8 .
  • the brake chopper circuit 5 has a switching element 51 , a power consumption resistor 52 connected in series with the switching element 51 , and a diode 53 connected in parallel with the power consumption resistor 52 . Note that the diode 53 can be omitted.
  • the brake chopper circuit 5 operates as a power consumption circuit that causes the power consumption resistor 52 to consume regenerated power generated when the main motor 9 operates as a generator.
  • the voltage detector 6 detects the filter capacitor voltage, which is the voltage of the filter capacitor 7 .
  • a detected value of the voltage detector 6 is input to the control section 10 .
  • the control unit 10 controls opening and closing of the line breakers 31 and 32 based on the filter capacitor voltage. Further, the control unit 10 performs power consumption control to cause the power consumption resistor 52 to consume the regenerated power generated by the main motor 9 based on the filter capacitor voltage. Furthermore, the control unit 10 performs mode switching control for switching between the asynchronous mode and the synchronous mode based on the filter capacitor voltage and the main motor speed, which is the rotational speed of the main motor 9 .
  • Information regarding traction motor speed may be obtained by any means or technique. If the main motor 9 has a speed detector, the detected value of the speed detector can be used. Alternatively, if vehicle speed information managed by a vehicle information management device (not shown) can be obtained, the vehicle speed information can be used to convert to the main motor speed.
  • FIG. 2 is a diagram for explaining problems in the conventional technology.
  • FIG. 3 is a diagram for explaining the principle of operation of an embodiment that solves the problems of the prior art.
  • the horizontal axis represents the filter capacitor voltage
  • the vertical axis represents the traction motor speed.
  • the thick solid line represents the mode switching boundary line
  • the thick dashed line represents a speed of 49 [km/h] as an example of the main motor speed.
  • the thin dashed line represents a voltage of 750 [V] as an example of the contact line voltage
  • the thin solid line represents an example of the operation start voltage of the brake chopper circuit 5, which is 850 [V] higher than the contact line voltage by 100 [V]. represents.
  • the operation start voltage of the brake chopper circuit 5 depends on the overhead line voltage and cannot be set arbitrarily.
  • the thin solid line represents the operation start voltage of the brake chopper circuit 5.
  • the concept of the thin solid line as the first target value in the brake chopper circuit 5 is taken.
  • the concept of a second target value in the brake chopper circuit 5 is added, and this concept is represented by a chain double-dashed line. The operation based on this concept will be described below with reference to FIG.
  • FIG. 4 is a flow chart showing the processing flow in the control unit 10 of the embodiment.
  • the control unit 10 sets the operation start voltage of the brake chopper circuit 5 to the first target value (step S11).
  • the first target value is set to 850 [V].
  • the control unit 10 causes the power consumption resistor 52 to consume the regenerated power so that the regenerated current generated by the regenerated power when the main motor 9 performs the regenerative operation does not flow into the overhead contact line 1 (step S12).
  • the controller 10 opens the line breaker 31 (step S13).
  • the line breaker 32 is in an open state.
  • the controller 10 sets the operation start voltage of the brake chopper circuit 5 to a second target value higher than the first target value (step S14).
  • the second target value is set to approximately 960 [V].
  • the second target value may be 920 [V] or more.
  • step S ⁇ b>12 the power consumption resistor 52 consumes the regenerated electric power generated when the main motor 9 regenerates. As a result, almost no regenerative current flows in the overhead contact line 1, so that the line breaker 31 can be opened. Further, by opening the line breaker 31, the operation start voltage in the brake chopper circuit 5 can be set without being restricted by the contact line voltage. Therefore, in step S14, the operation start voltage in the brake chopper circuit 5 is changed from the first target value to the second target value.
  • the operating point of the propulsion control device 100 moves from the operating point 1 to the operating point 2.
  • the propulsion control device 100 according to the embodiment performs constant braking operation at a constant vehicle speed that is converted to a main motor speed of 49 [km/h], operation in the asynchronous mode at operating point 2 and Become. This enables operation with reduced electromagnetic noise.
  • the propulsion control apparatus provides mode switching control for switching between the asynchronous mode and the synchronous mode based on the filter capacitor voltage and the main motor speed, and when the main motor operates as a generator.
  • a power consumption control for consuming the regenerated power generated in the brake chopper circuit by the power consumption resistor of the brake chopper circuit, which is a power consumption circuit.
  • the control unit controls the operating point at which the asynchronous mode and the synchronous mode are switched to a desired position by changing the target value of the filter capacitor voltage controlled by the power consumption control.
  • the operating point of the propulsion control device can be controlled to be in the asynchronous mode, which is advantageous from the standpoint of electromagnetic noise, so that it is possible to reliably suppress an unintended increase in electromagnetic noise.
  • control unit may set the target value of the filter capacitor voltage according to the main motor speed. In this way, even if the vehicle speed during the constant speed braking operation differs depending on the route on which the vehicle equipped with the propulsion control device is running, the desired filter can be obtained according to the vehicle speed. A target value for the capacitor voltage can be set. This makes it possible to reliably perform the control according to the present embodiment.
  • the operation start voltage of the brake chopper circuit which is the power consumption circuit
  • the second step control is performed to consume the regenerated electric power with the power consumption resistor so that the regenerated current due to the regenerated electric power when the main motor performs the regenerative operation does not flow into the overhead contact line.
  • the line breaker is controlled to open.
  • the operation start voltage of the brake chopper circuit is set to a second target value that is higher than the first target value.
  • FIG. 5 is a block diagram showing an example of a hardware configuration that implements the functions of the control unit 10 according to the embodiment.
  • FIG. 6 is a block diagram showing another example of the hardware configuration that implements the functions of the control unit 10 according to the embodiment.
  • the configuration may include an interface 304 for inputting and outputting signals.
  • the processor 300 is computing means.
  • the processor 300 may be a computing means called a microprocessor, microcomputer, CPU (Central Processing Unit), or DSP (Digital Signal Processor).
  • the memory 302 includes nonvolatile or volatile semiconductor memories such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), EEPROM (registered trademark) (Electrically EPROM), Magnetic discs, flexible discs, optical discs, compact discs, mini discs, and DVDs (Digital Versatile Discs) can be exemplified.
  • the memory 302 stores programs for executing the functions of the control unit 10 in the embodiment.
  • Processor 300 performs the above-described processing by exchanging necessary information via interface 304, executing programs stored in memory 302, and referring to tables stored in memory 302 by processor 300. It can be carried out. Results of operations by processor 300 may be stored in memory 302 .
  • the processing circuit 303 shown in FIG. 6 can also be used.
  • the processing circuit 303 corresponds to a single circuit, a composite circuit, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination thereof.
  • Information to be input to the processing circuit 303 and information to be output from the processing circuit 303 can be obtained via the interface 304 .
  • part of the processing in the control unit 10 may be performed by the processing circuit 303 and the processing not performed by the processing circuit 303 may be performed by the processor 300 and the memory 302 .

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (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)
PCT/JP2021/026121 2021-07-12 2021-07-12 推進制御装置及びフィルタコンデンサ電圧の制御方法 Ceased WO2023286122A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2023534446A JP7433536B2 (ja) 2021-07-12 2021-07-12 推進制御装置及びフィルタコンデンサ電圧の制御方法
US18/568,381 US12328084B2 (en) 2021-07-12 2021-07-12 Propulsion controller and method of controlling filter capacitor voltage
PCT/JP2021/026121 WO2023286122A1 (ja) 2021-07-12 2021-07-12 推進制御装置及びフィルタコンデンサ電圧の制御方法

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PCT/JP2021/026121 WO2023286122A1 (ja) 2021-07-12 2021-07-12 推進制御装置及びフィルタコンデンサ電圧の制御方法

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Citations (4)

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Publication number Priority date Publication date Assignee Title
JP2013059144A (ja) * 2011-09-07 2013-03-28 Hitachi Ltd 鉄道車両の駆動システム
WO2015118917A1 (ja) * 2014-02-10 2015-08-13 株式会社明電舎 電気鉄道用回生インバータ装置
JP2017135791A (ja) * 2016-01-26 2017-08-03 株式会社日立製作所 鉄道車両の運転台表示装置
WO2021106063A1 (ja) * 2019-11-26 2021-06-03 三菱電機株式会社 推進制御装置および推進制御方法

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Publication number Priority date Publication date Assignee Title
JPH09261966A (ja) 1996-03-19 1997-10-03 Hitachi Ltd パルス幅変調インバータ装置
JP4823399B1 (ja) * 2010-12-02 2011-11-24 三菱電機株式会社 電力変換装置
JPWO2019180970A1 (ja) * 2018-03-23 2020-12-03 三菱電機株式会社 モータ駆動装置、電動送風機、電気掃除機及びハンドドライヤ

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013059144A (ja) * 2011-09-07 2013-03-28 Hitachi Ltd 鉄道車両の駆動システム
WO2015118917A1 (ja) * 2014-02-10 2015-08-13 株式会社明電舎 電気鉄道用回生インバータ装置
JP2017135791A (ja) * 2016-01-26 2017-08-03 株式会社日立製作所 鉄道車両の運転台表示装置
WO2021106063A1 (ja) * 2019-11-26 2021-06-03 三菱電機株式会社 推進制御装置および推進制御方法

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