576results about "Propulsion using ac induction motors" patented technology

An electric work vehicle includes a body, a travel device in the body, a motor to drive the travel device, an inverter to supply power to the motor, an electric component, a DC / DC converter to convert a voltage of power to be supplied to the electric component, a radiator to cool coolant, and a cooling path through which the coolant cooled by the radiator circulates through the motor, the inverter, and the DC / DC converter and returns to the radiator. The cooling path extends from the radiator, passes through the inverter, the motor, and the DC / DC converter in this order, and returns to the radiator.

An apparatus comprises a power electronic energy conversion system comprising a first energy storage device configured to store DC energy and a first voltage converter configured to convert a second voltage from a remote power supply into a first charging voltage configured to charge the first energy storage device. The apparatus also includes a first controller configured to control the first voltage converter to convert the second voltage into the first charging voltage and to provide the first charging voltage to the first energy storage device during a charging mode of operation and communicate with a second controller located remotely from the power electronic energy conversion system to cause a second charging voltage to be provided to the first energy storage device during the charging mode of operation to rapidly charge the first energy storage device.

To provide a controller of a hybrid vehicle which can suppress a relay selectively connecting between a power storage device and a control unit to drive a motor from being solid-phase bonded.SOLUTION: A controller of a hybrid vehicle comprises: a first motor which converts power of an engine into electric power; a second motor which is driven by the electric power generated by the first motor; a step-up converter which boosts output voltage of a battery to be output to respective motors; a relay which is arranged between the battery and the step-up converter; a low voltage capacitor which is arranged close to the battery side relative to the step-up converter; and a high voltage capacitor which is arranged close to respective motor sides relative to the step-up converter. In a case that conductive state of the relay continues for a predetermined time period or more, voltage of the high voltage capacitor is kept being higher than that of the low voltage capacitor (step S3) and then the relay is switched to a cut-off state (step S6).SELECTED DRAWING: Figure 4

A power conversion apparatus includes a power converter configured to convert DC power supplied from a battery into AC power by switching control, and is configured to supply the AC power from the power converter to a rotary electric machine having windings. Further, the power conversion apparatus includes a control unit that performs temperature-increase control of the battery by performing switching control of upper arm switches and lower arm switches so that a current flows to the battery via the power converter and the windings. In the temperature-increase control while the vehicle is stopped, the control unit controls the current so that a current value of the rotary electric machine gradually increases within a current control range in which a torque of the rotary electric machine is less than an upper limit torque.

A power storage system has a battery, a three-phase motor in which coils of three phases are connected at a neutral point, an inverter connected on an electric power transmission path between the battery and the three-phase motor, and a DC power supply circuit connected to a connection portion positioned on an electric power transmission path between the inverter and the battery. The battery includes two power storages and a switch unit that switches between a first voltage state where the two power storages are connected in series and chargeable at a first voltage, and a second voltage state where the two power storages are connected in parallel and chargeable at a second voltage. The DC power supply circuit has a branch circuit connected to a coil of any one phase among the coils of three phases at a positive electrode side of the DC power supply circuit.

An electric vehicle drive system (200) is provided with: a control device (120) for controlling motors (80, 81) for driving axles (40a, 40b) of a trolley (40) for driving an electric vehicle (150A); and a control device (121) for controlling motors (82, 83) for driving axles (41a, 41b) of a trolley (41). The control device (120, 121) includes an inverter (60) and a control unit (30) that controls the inverter (60). The control device (120) is housed in the housing (260), and the control device (121) is housed in the housing (261). Coolers (270, 271) for cooling by the traveling wind are respectively attached to the housing (260, 261). The control devices (120, 121) are distributed in the vicinity of the trolley (40) and the vicinity of the trolley (41).

To inhibit a high voltage part from being affected by damage when a casing of a unit is damaged.SOLUTION: A vehicle may include: a motor; a battery connected to the motor through a system main relay; a first unit connected to the battery through the system main relay; and a second unit disposed adjacent to the first unit on a first side in a vehicle front-rear direction. The first unit includes: a casing; an isolation transformer disposed within the casing; a first electric circuit that is disposed in the casing and electrically connected to a primary coil of the isolation transformer and with which the battery is electrically connected; and a second electric circuit that is disposed within the casing and electrically connected to a secondary coil of the isolation transformer. The first electric circuit is located at the other side in the vehicle front-rear direction relative to the isolation transformer in the casing.SELECTED DRAWING: Figure 4

A vehicle body management system for managing a vehicle body having a power train formed by a plurality of parts including a prime mover, the vehicle body management system including: a processing device that computes an efficiency value of a monitoring target, the monitoring target being the power train or a part or a subsystem of the power train, on the basis of information about the vehicle body, the information being sensed by a sensor provided to the vehicle body; and an output terminal that outputs the efficiency value of the monitoring target, the efficiency value being computed by the processing device, the processing device computing a load parameter of the power train, determining whether the load parameter is larger than a load determination value set in advance, computing the efficiency value of the monitoring target on the basis of input energy and output energy of the monitoring target on condition that the load parameter be larger than the load determination value, and recording the computed efficiency value of the monitoring target.

This invention relates to the field of rail transit and discloses a traction system, method, electronic device, and storage medium for rail transit vehicles. The traction system includes a traction inverter, a traction motor, a battery power supply path, an auxiliary converter, and a control unit. When the rail transit vehicle is in battery traction mode, the control unit controls the battery power supply branch to draw power from the battery, and the auxiliary converter boosts the obtained DC power before providing it to the traction inverter for conversion into three-phase AC power to drive the traction motor. Furthermore, when the rail transit vehicle is in external power supply traction mode, the control unit controls the traction inverter to draw power from the external AC power grid and converts the obtained electrical energy into three-phase AC power to drive the traction motor. This solution provides traction power for multiple scenarios, including battery traction mode and external power supply traction mode, allowing the vehicle to flexibly switch traction modes according to actual scenario requirements.

The invention provides a heat management system capable of effectively utilizing heat generated from a driving device and efficiently increasing the temperature of an electricity storage device. A heat management system (1) is provided with: a power storage device (173) that exchanges heat with a first flow path (170b); a drive device (133) that exchanges heat with a second flow path (130b); a heat sink (122) that is provided in a third flow path (130a); and a cooler (160) and switching devices (180, 190) that are provided in a fourth flow path (170a). When the temperature of the electricity storage device (173) rises, the switching device separates the third flow path from the other flow paths, forms a circuit in which the heat medium circulates in the first flow path and the second flow path, and forms a circuit in which the heat medium circulates in the fourth flow path.

The present invention addresses the problem of appropriately controlling a driving motor when traveling over a bump. This vehicle control device comprises a driving motor that is linked to a vehicle wheel, and an accelerator operation unit that is operated by a driver. The vehicle control device comprises a processor and a memory that are communicatively connected to each other and has a control system that controls the driving motor. As control modes for controlling the driving motor, provided are a torque control mode in which the motor torque is subjected to feedback control, and a speed control mode in which the motor rotational speed is subjected to feedback control. The control system switches the control mode from the torque control mode to the speed control mode if an operation amount of the accelerator operation unit exceeds a switching threshold value, and rotation of the driving motor is stopped.

An object of the present invention is to provide a heat dissipation member and a power supply device that can effectively dissipate heat from the outer periphery of a circular circuit board case. [Solution] The problem was solved by a heat dissipation component for a circuit board mounted on a running body, the heat dissipation component comprising: a circular case that covers the circuit board; a refrigerant flow path that is provided on the outer periphery of the case and is formed between an inlet and an outlet; and a plurality of fins that extend linearly along the refrigerant flow path, and the outer periphery of the case is provided with a plurality of ribs from the upstream region to the downstream region for capturing the refrigerant that flows along the periphery.

To provide an electric motor driving device having a two-inverter configuration in which an output of an electric motor is stabilized and the continuity is maintained at a time of switching between a one-side driving mode and a both-side driving mode.SOLUTION: An electric motor driving device controls driving of an electric motor that has a winding wire to which two inverters connected to a power source are connected. A switching arbitration unit 303 determines switching between a one-side driving mode in which either one of two inverters 60, 70 is switchingly driven and a both-side driving mode in which both the inverters 60, 70 are switchingly driven, and arbitrates outputs of the respective inverters 60, 70 at the switching time so as to continue an output of the electric motor before and after driving mode switching. The switching arbitration unit 303 slightly changes a power amount of the inverter on the driving start side to increase from zero at the switching time from the one-side driving mode to the both-side driving mode, and slightly changes a power amount of the inverter on the driving end side to decrease to zero at the switching time from the both-side driving mode to the one-side driving mode.SELECTED DRAWING: Figure 4

To quickly start up a regenerative torque of a travel motor.SOLUTION: A vehicle control device has a first travel motor which is connected to a first wheel positioned on the front side in a travel direction, a second travel motor which is connected to a second wheel positioned on the rear side in the travel direction, and a control system for controlling the first travel motor and the second travel motor. When a distance to a collision prediction location or a collision object during traveling is less than a brake prediction threshold, the control system decreases a power running torque of the first travel motor and increases the power running torque of the second travel motor. When the distance to the collision object during traveling is less than a brake determined threshold smaller than the brake prediction threshold, the control system increases a regenerative torque of the first travel motor, and increases a regenerative torque of the second travel motor.SELECTED DRAWING: Figure 10

This vehicle control device (10) controls the output of a left drive source (2L) and a right drive source (2R) of a vehicle, and comprises a first calculation unit (21), a second calculation unit (22), a sum mode feedback model, a difference mode feedback model, and a control unit (24). The first calculation unit (21) calculates a first sum-corresponding value that corresponds to the sum of a left target speed and a right target speed, and a first difference-corresponding value that corresponds to the difference between the same. The second calculation unit (22) calculates a second sum-corresponding value that corresponds to the sum of a left actual speed and a right actual speed, and a second difference-corresponding value that corresponds to the difference between the same. The control unit (24) uses a feedback sum indication torque and a feedback difference indication torque to control the respective torques of the left drive source and the right drive source.

To provide a vehicle control system which is appropriately free from slip while suppressing decline in acceleration or deceleration and destabilization of vehicle behavior.SOLUTION: A vehicle control system 10 comprises: a traction control part 11; a front motor control part 15; and a rear motor control part 17. The traction control part 11 controls traction of each of a plurality of wheels W. Each of the motor control parts 15, 17 controls each of a plurality of rotary electric machines M exchanging torque between the plurality of wheels W based on axle speed information inputted from the traction control part 11. The traction control part configures an axle speed threshold value Vth between a target axle speed Vw and a vehicle body speed Vv to determine a need for execution of prescribed torque control performed by each of the motor control parts 15, 17 so as to resolve slip of each of the wheels W and outputs axel speed information regarding the axle speed threshold value Vth to each of the motor control parts 15, 17.SELECTED DRAWING: Figure 1

To provide a motor control device capable of improving accuracy and reliability of magnetic flux estimation.SOLUTION: A motor control device has a voltage command preparation unit (41) generating a voltage command for controlling output voltage of a power conversion device according to a speed command or a torque command of a motor in which a rotor has a permanent magnet, a dead time compensation unit (42) performing a dead time compensation for the voltage command, and a magnetic flux estimation unit (50) estimating a magnetic flux of the permanent magnet. The magnetic flux estimation unit estimates the magnetic flux of the permanent magnet based on the voltage command, and a voltage drop occurring in the motor and the power conversion device, and between the motor and the power conversion device. The voltage drop includes a first voltage drop component due to resistance components, a second voltage drop component occurring due to the dead time compensation, and a third voltage drop component that is the voltage drop from which the first voltage drop component and the second voltage drop component are excluded.SELECTED DRAWING: Figure 1

The present application relates to the technical field of rail vehicles, and provides a traction power system for a variable formation train and a variable formation train. The traction power system comprises two fixed traction power units and N variable traction power units (2), the fixed traction power units are arranged on a leading car, and the variable traction power units (2) are arranged on intermediate cars. A train formation can be adjusted according to the requirements of different operational scenarios, rapidly achieving transitions between different formation forms of a train, greatly improving the flexibility of the train formation, and achieving the optimal train performance utilization. In addition, the fixed traction power units and the variable traction power units (2) exhibit high independence, the transitions between different formation forms are convenient, the train variable formation operation efficiency is improved; and the power redundancy is high, and the starting acceleration requirement of a user for a suburban train can be well met.

A railway vehicle system (100) comprises: trucks (2a, 2b); AC electric motors (4a, 4b) mounted on the truck (2a); AC electric motors (7a, 7b) mounted on the truck (2b); and a power conversion device (9) for controlling operation of the AC electric motors (4a, 4b, 7a, 7b). The AC electric motors (4a, 4b) mounted on the truck (2a) are always operated as AC electric motors for running power, and the AC electric motors (7a, 7b) mounted on the truck (2b) are always operated as AC electric motors for regenerative braking.

Provided in the present application are a dual-current vehicle power supply conversion system and method, and a vehicle and a storage medium, which are used for power supply conversion of a dual-current vehicle between a suburban railway and an urban rail. The system comprises: a detection unit, a conversion unit, a power supply unit and a central control unit, wherein the detection unit comprises a beacon detection module, a vehicle speed measurement module, a vehicle traveling time detection module and a vehicle power supply mode detection module; and the central control unit comprises an operation module, a first determination module, a second determination module and a storage module, the operation module being used for calculating a vehicle traveling mileage, the first determination module being used for determining whether a vehicle successfully detects each beacon, the second determination module being used for determining whether the vehicle reaches each beacon, and the storage module being used for storing distance information between two adjacent beacons and a beacon level classification mode. In the present application, level classification is performed on beacons in a conversion area, and the vehicle executes corresponding actions at beacons of different levels, thereby improving the reliability of alternating-current / direct-current power supply conversion for dual-current vehicles.

A vehicle for receiving power by noncontact from a power transmission apparatus of a ground power supplying apparatus, has: a power reception apparatus for receiving power from the power transmission apparatus; a vehicle side communication device for transmitting a signal including identification information of the vehicle to the ground power supplying apparatus by short range wireless communication; a lateral deviation detection device for detecting a deviation in a relative position of the power reception apparatus with respect to the power transmission apparatus; and a vehicle side control device for controlling the vehicle side communication device. The vehicle side control device controls the vehicle side communication device so that power is not transmitted from the ground power supplying apparatus when the deviation is detected.

When regeneration operation is being performed, electric power on a main-machine side is supplied to an auxiliary-machine side, a voltage on the auxiliary-machine side is controlled to become a first voltage value predetermined on the basis of operating voltage specifications of an auxiliary apparatus, a generator on the auxiliary-machine side is deactivated to stop supply of electric power to the auxiliary-machine side, and electric power on the auxiliary-machine side is supplied to a power storage apparatus. When the regeneration operation is ended, the supply of the electric power from the main-machine side to the auxiliary-machine side is stopped, the generator on the auxiliary-machine side is activated, the generator on the auxiliary-machine side is controlled such that a voltage on the auxiliary-machine side becomes the first voltage value, electric power of the power storage apparatus is supplied to the auxiliary-machine side, and the voltage on the auxiliary-machine side is controlled to become a second voltage value higher than the first voltage value. This enables reduction of fluctuations of a voltage supplied to auxiliary machines at a time of switching of regeneration operation by travel motors.

In a thermal management system (1), during temperature rise control for a power storage device (173), a switching device (180, 190) is controlled such that a first connection flow path (30) connecting a first flow path (170b), a second flow path (130b), and a fourth flow path (170a) is formed, and a radiator (122) is separated and independent from the first connection flow path (30).

In a railway vehicle equipped with an electric motor, in order to suppress rotational speed fluctuations when wheel slip or skidding occurs, by using a simple configuration to appropriately vary a torque command reduced speed during wheel slipping or skidding, this electric motor drive device is provided with an inverter for driving the electric motor, a current detecting circuit for detecting a current of the electric motor, and a control device for controlling the inverter on the basis of a torque command value for the electric motor and a current detected value from a current detecting means, wherein the control device narrows down the torque of the electric motor by varying the torque command reduced speed for the electric motor on the basis of a wheel slip / skidding detection signal for detecting the occurrence of wheel slip or skidding of the electric motor, and the torque command value.

We provide a wire harness that can suppress the effects of magnetic fields with a simple configuration. [Solution] At least a portion of the wire harness 10 is located inside the vehicle, separated from the outside by the vehicle body B. The wire harness 10 comprises a wire member 21 having a first wire 22 and a metal shield member 23 covering the first wire 22, a resin case 30 located inside the vehicle, having an opening 31 and housing the wire member 21, and a metal member 40 covering the opening 31 of the resin case 30. The resin case 30 has a holding portion 35 capable of holding the metal member 40.

This overhead traveling vehicle system comprises: a track that is at least partially disposed in a grid pattern; a traveling unit that travels along the track; and an overhead traveling vehicle having a body unit that is disposed below the track and suspended from the traveling unit. The traveling unit includes a traveling wheel that rotates around a rotating shaft and rolls on the track; and a travel driving motor that drives the traveling wheel. The travel driving motor is installed on the rotating shaft of the traveling wheel.

Charging device comprising: a battery (106) suitable and configured to store DC voltage; first and second motors (101, 102) suitable and configured to operate as a motor or a generator; first and second inverters (103, 104) suitable and configured to operate the first and second motors (101, 102); a voltage transformer (105) suitable and configured to increase the DC voltage of the battery (106) to supply it to the first and second inverters (103, 104) and to increase the DC voltage of the inverter to supply it to the battery (106); and a charging controller (200) suitable and configured to operate the first and second inverters (103, 104) as a booster or generator.to operate voltage amplifiers or to operate the voltage transformer (105) as a step-down converter, according to a voltage which is input via a neutral point of the first and second motors (101, 102) and the voltage of the battery (106), wherein the charging control element (200) is configured to switch off the voltage transformer (105) so that the voltage which is increased by the first inverter (103) or the second inverter (104) charges the battery (106) when the voltage which is input via the neutral point of the first and second motors (101, 102) is less than the battery voltage.

An on-vehicle device that controls a plurality of power conversion devices 10 for converting power from a catenary 1, which is a power source, and supplying the power to an electric motor 5 that drives a vehicle 3, the on-vehicle device comprising: a calculation unit that determines a tread force required for moving the vehicle 3; and a selection unit that selects, on the basis of the tread force, a speed of the vehicle 3, and a voltage value of the catenary 1, a power conversion device to be operated from among the plurality of power conversion devices 10. Through this feature, it is possible to provide an on-vehicle device, a railway vehicle, and a control method capable of further increasing an efficiency of an electrical component provided to the vehicle and improving an energy-saving performance as compared with a case in which the configuration of the present invention is not provided. Further, it is possible to provide a ground device capable of making corrections, even if a design value or an actual measurement value of efficiency of an electric component of a vehicle deviates from the efficiency during actual travel of the vehicle.