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Vehicle control apparatus, and method of controlling railroad hybrid vehicle

A vehicle control device and vehicle drive technology, which can be applied to the layout of multiple different prime movers of hybrid vehicles and general power plants, and engine-driven traction. It can solve the problems of engine starting failure and time-consuming, and achieve smooth And the effect of reliable starting

Active Publication Date: 2014-10-01
MITSUBISHI ELECTRIC CORP
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

[0008] However, according to the prior art described above, the generator torque and the engine torque interfere with each other, and therefore, there is a problem that it takes time for the engine to reach the idling speed, and engine start failure may sometimes occur

Method used

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  • Vehicle control apparatus, and method of controlling railroad hybrid vehicle
  • Vehicle control apparatus, and method of controlling railroad hybrid vehicle
  • Vehicle control apparatus, and method of controlling railroad hybrid vehicle

Examples

Experimental program
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Embodiment approach 1

[0027] figure 1 It is a diagram showing a configuration example of a vehicle drive system including the vehicle control device according to Embodiment 1 of the present invention, and shows a configuration when applied to a series hybrid type engine system. like figure 1 As shown, the vehicle drive system involved in Embodiment 1 adopts the following structure, that is, includes: an engine 1; a generator 2 driven by the engine 1 and outputting alternating current; a rectifier 3 that converts alternating current into a desired direct current; and the rectifier 3 Load device 4 and battery 5 for electrical connection; driver's cab 6 for vehicle control; engine controller 7 for controlling engine 1; system controller for controlling engine controller 7 and rectifier controller 9 described later 8; a rectifier controller 9 for adjusting the power of the load device 4 and the battery 5; and a rotation speed detector 10 and a current sensor 11 as sensors.

[0028] Next, refer to F...

Embodiment approach 2

[0067] Figure 10 It is a figure explaining the activation method (fifth activation method) concerning Embodiment 2. Comparing the fifth starting method with the fourth starting method according to Embodiment 1, the difference lies in the timing at which the gate-off signal GSTOP is transmitted from the system controller 8 to the rectifier 3 . The voltage controller 18 that is arranged on the rectifier controller 9 (referring to Figure 5 )use figure 1 At least two of the phase currents Iu, Iv, and Iw detected by the current sensor 11 generate a gate signal GP for controlling the rectifier 3 . The control performed by the voltage controller 18 is referred to as vector control, but when this vector control is performed, the vector divided current It is recognized. Therefore, power running / regeneration can be judged from the sign of the torque sub-current It. Additionally, the function as image 3 As shown, it is executed by the regenerative torque determination unit 17 pro...

Embodiment approach 3

[0069] Figure 11 It is a figure explaining the activation method (sixth activation method) concerning Embodiment 3. Comparing the sixth starting method with the fifth starting method according to Embodiment 2, the difference lies in the detecting means for detecting regenerative torque. More specifically, in Embodiment 3, the torque detector 21 is provided on the shaft connecting the engine 1 and the generator 2 , and the value of the generator axis torque Tck is detected from the torque detector 21 . This generator axis torque Tck is sent to the regenerative torque determination unit 17 of the system controller 8 , and the regenerative torque determination unit 17 determines the presence or absence of a regenerative operation. Note that subsequent operations are the same as those in Embodiment 2 described above, and thus detailed description thereof will be omitted.

[0070] According to the sixth starting method, when the engine 1 is started using the generator 2, it is d...

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PUM

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Abstract

A vehicle control apparatus is provided with a system controller for centrally controlling an engine controller and a converter controller. The system controller causes, via the converter controller, a generator to be driven in accordance with a generator rotational speed command value ([omega]c_ref1) smaller than an idling-maintaining minimum rotational speed ([omega]e_idol_min) for the engine; initiates, via the engine controller, fuel injection into the engine after the elapse of a predetermined time; and outputs a gate cutoff signal (GSTOP) for turning off energization of the generator to a converter when the rotational speed of the engine becomes greater than the generator rotational speed command value ([omega]c_ref) and reaches a predetermined rotational speed threshold value ([omega]e_th) smaller than the idling-maintaining minimum rotational speed ([omega]e_idol_min).

Description

technical field [0001] The present invention relates to, for example, a vehicle control device for controlling a railway hybrid vehicle and a control method for a railway hybrid vehicle. Background technique [0002] Conventionally, for example, the following Patent Document 1 discloses, as a prior art document, a technique for improving responsiveness in the case of using a motor generator to start control an engine. [0003] Patent Document 1 discloses a technique in which a controller uses a motor generator to crank the engine when a restart (restart) command is issued, and after the rotational speed of the engine reaches a predetermined rotational speed, the engine is cranked. Rotational speed feedback control restarts the fuel injection and spark ignition of the engine, and judges the combustion stability of the engine based on the regenerative torque required by the motor generator, and switches the feedback gain when it is judged that the engine is in a stable combust...

Claims

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Application Information

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IPC IPC(8): B60W10/08B60K6/46B60W20/00B60L50/10
CPCB60K6/46Y02T10/6286Y02T10/6217B60W2710/0644B60W20/40B60W2510/0642B61C7/04B60W10/08B60W20/00B61C17/12B61L2210/00B60W2710/065Y02T10/62B60W10/06B60W2510/0676B60W2710/083B60Y2200/30B60W2710/0616
Inventor 和田康彦山崎尚德畠中启太冈田万基
Owner MITSUBISHI ELECTRIC CORP
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