347results about "Propulsion using ac induction motors" patented technology

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).

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.

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

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.

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).

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.

The invention relates to an electrically driveable vehicle, in particular a rail vehicle (10), comprising an intermediate DC circuit (40), an in-vehicle, three-phase on-board electrical system (70) fed by the intermediate DC circuit (40), at least one drive motor fed via a converter (80), and at least one coolant pump (100) for pumping a coolant that cools the converter (80). According to the invention, in addition to the in-vehicle three-phase on-board electrical system (70), the vehicle also has a second on-board electrical system (110) and the at least one coolant pump (100) is connected to the second on-board electrical system (110).

To provide a fuel cell vehicle which can store a larger amount of hydrogen while securing a wide passenger compartment.SOLUTION: A fuel cell vehicle 10 includes: an FC unit 24; a pair of side rails 12; a plurality of hydrogen tanks 70 disposed under a floor of a vehicle, at the vehicle rear relative to a front wheel 16F, and at the vehicle front relative to a rear wheel 16R; and a main battery 50 which stores electric power generated by the FC unit 24. The plurality of hydrogen tanks 70 includes two or more inner hydrogen tanks 70A arranged parallel to each other in a vehicle width direction between the pair of side rails 12. The main battery 50 is disposed on the floor of the vehicle and at a rear part of the vehicle.SELECTED DRAWING: Figure 1

To provide an electric roller capable of preventing a vehicle from making unintended movement while increasing the uptime of a battery by reducing electric power consumption.SOLUTION: An electric roller 1D includes: a rolling wheel electric motor; a rolling wheel inverter; a battery for supplying electric power; and a control unit 3D that outputs a signal to the rolling wheel inverter in accordance with inclination of a forward / reverse lever. The electric roller does not comprise any internal combustion engine, and uses only the battery as a power source of the rolling wheels. The control unit 3D has a standby mode in which the control unit 3D is activated but the rolling wheel inverter is not activated, and a ready mode in which the control unit 3D and the rolling wheel inverter are activated and the forward / reverse lever is positioned in a neutral position, thereby enabling the vehicle to travel. When a parking brake is released during the ready mode and the state in which the forward / reverse lever is in the neutral position continues for a predetermined time, the mode is switched to the standby mode.SELECTED DRAWING: Figure 30

To provide a power conversion device capable of improving responsiveness while stably controlling a secondary side voltage of a GND common type dual inverter, and driving a motor having a winding of an open end structure.SOLUTION: A primary side inverter is connected to a DC power supply, a secondary side inverter is connected to a capacitor, a negative side power supply line of the primary side inverter and the secondary side inverter is shared, and a control device 6 for controlling a secondary side voltage which is a charging voltage of the capacitor is provided. The control device 6 includes a secondary-side voltage control system 23 that generates a zero phase voltage command value for flowing a zero phase current necessary for controlling the secondary-side voltage to the secondary-side voltage command value. The secondary-side voltage control system 23 includes a feedforward control unit that outputs a feedforward control amount of the zero phase voltage command value on the basis of the secondary-side voltage command value and the primary-side voltage.SELECTED DRAWING: Figure 2

To provide a cooling system for electric vehicle that can achieve both of pump load reduction and drive unit cooling improvement.SOLUTION: A cooling system 40 is a cooling system for electric vehicle, which is equipped with a drive unit 60 located in the front of a vehicle 1 and a battery charger 8 located on a rear side with respect to the drive unit 60, comprises: a cooling liquid circuit 42 which is connected to the drive unit 60 and the battery charger 8, and has a sixth path 42f bypassing the battery charger 8; and a control device 10 which controls circulation of a cooling liquid to the cooling liquid circuit 42. The control device 10 feeds the cooling liquid to the sixth path 42f when the battery charger 8 is not operating and a temperature of the drive unit 60 is less than a prescribed temperature, and feeds the cooling liquid to the drive unit 60 after feeding the same to the battery charger 8 when the battery charger 8 is not operating and the temperature of the drive unit 60 is the prescribed temperature or more.SELECTED DRAWING: Figure 10

A power supply control system and method, and a traction battery apparatus, a power supply system and method for a vehicle, and a vehicle, which belong to the technical field of batteries. The power supply control system is arranged inside a traction battery apparatus, and comprises: a voltage conversion module, which is configured to perform voltage conversion on electric energy output by a traction battery in a traction battery apparatus and output the electric energy subjected to the conversion; a first power supply module, which is configured to output electric energy on the basis of a first output instruction, wherein the first output instruction is used for instructing the power supply control system to start; and a first controller, which is connected to the first power supply module, and is configured to receive the electric energy output by the first power supply module, and in response to a second output instruction being received, control the voltage conversion module to output the electric energy subjected to the conversion, wherein the second output instruction is used for instructing the power supply control system to output the electric energy. The power supply control system can improve the power supply efficiency of a vehicle.

A program updating device according to the present invention comprises a control unit that carries out control such that when a power conversion device that drives an electrical apparatus loaded on a moving body is not operating, installation or activation of a power conversion device program for controlling the power conversion device is executed.

If an upper branch of a U-phase (15) fails due to a short circuit, the lower branches of a V-phase (16) and a W-phase (17) are switched as opposite branches. When only the lower branch of the V-phase (16) is switched on, a path of motor current (Iu) is formed that passes through an IGBT element (Q6) from a V-phase coil, thus reducing the motor current (Iu) returning to the short-circuited phase. Furthermore, the switching operation of the branch opposite to the short-circuited branch generates an alternating current in a motor-generator (MG2). Consequently, it is possible to continuously drive the motor-generator (MG2) while preventing an increase in the current passing through the short-circuited phase, without adding a new device setup. This ensures the vehicle can be driven in emergency operating mode.

Control method for an electric rotary motor (MG100) for controlling an electric rotary motor (MG100) by PWM with a predetermined carrier frequency, wherein the method comprises the following: then, when an oscillation frequency in a natural oscillation of zero spatial order of the electric rotary motor (MG100) and a frequency of a frequency component of an electromagnetic excitation force that generates the natural oscillation overlap, switching a value of the carrier frequency from a first value to a second value that is different from the first value, wherein The tax procedure is characterized by the fact that the frequency of a frequency component of the electromagnetic excitation force fc ± 3f1, where the carrier frequency fc is and a rotational frequency of the electric rotary motor (MG100) is f1.

a battery self-heating circuit including a first battery group, a second battery group, a first capacitor, a second capacitor, a multi-phase bridge arm, and multi-phase windings corresponding one-to-one to the multi-phase bridge arms, wherein each phase winding is connected to a midpoint of a corresponding bridge arm, a negative electrode of the first battery group is connected to a positive electrode of the second battery group, a negative electrode of the first battery group and a positive electrode of the second battery group are connected to a neutral point of the multi-phase windings, a positive electrode of the first battery group is connected to a first bus terminal of the multi-phase bridge arm, a negative electrode of the second battery group is connected to a second bus terminal of the multi-phase bridge arm, a first end of the second capacitor is connected to a second end of the first capacitor, a first end of the second capacitor and a second end of the first capacitor are connected to the neutral point of the multi-phase windings, a second end of the second capacitor is connected to a negative electrode of the second battery group, and a first end of the first capacitor is connected to a positive electrode of the first battery group.

An object is to provide a thermal management system capable of achieving both effective use of heat generated from a drive device and efficient temperature rise in a power storage device. A thermal management system (1) includes: 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 radiator (122) provided in a third flow path (130a); a chiller (160) provided in a fourth flow path (170a); and a switching device (180, 190). When the power storage device (173) is raised in temperature, the switching device disconnects the third flow path from other flow paths, forms a circuit in which a heat medium circulates through the first flow path and the second flow path, and forms a circuit in which the heat medium circulates through the fourth flow path.

To provide an electric vehicle which can suppress shortage of energy of a second power storage device in vehicle travel while reducing the size of the second storage device, and can improve a life of a first power storage device.SOLUTION: An electric vehicle includes: a first power storage device 4; a second power storage device 5; a power converter 10; a first switch S3 for forming a circuit for connecting the power converter 10 and an inverter 2 without via the second power storage device 5; a second switch S4 for forming a circuit for connecting the power converter 10 and the inverter 2 via the second power storage device 5; and a third switch S5 for forming a circuit for connecting the second power storage device 5 and a ground, wherein in stopping of a motor 1 and / or power running of the motor 1, the first switch S3 is brought in a connection state, the second switch S4 is brought in a cut-off state and the third switch S5 is brought in the connection state, energy is supplied to the second power storage device 5 from the first power storage device 4 while stepping down an output voltage of the first power storage device 4.SELECTED DRAWING: Figure 2

A power supply device includes: a motor drive unit including a field winding energization unit that energizes a field winding of a wound field motor based on direct current power from a battery, and an inverter that energizes a stator coil; an alternating current-to-direct current conversion unit that converts external alternating current power into direct current power; and a converter that converts the converted direct current power into direct current power with which the battery is chargeable. The converter includes a first conversion unit, a second conversion unit, and a transformer. The first conversion unit inputs the direct current power from the alternating current-to-direct current conversion unit to a primary winding of the transformer while oscillating it at a predetermined cycle. The second conversion unit converts alternating current power from a secondary winding of the transformer into direct current power composed of a direct current voltage having a voltage value at which the battery is chargeable. The field winding energization unit and the second conversion unit are provided in common.