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Vehicle control device and control method for railway hybrid vehicle

A vehicle control device and vehicle drive technology, which is applied in the arrangement of multiple different prime movers of hybrid vehicles and general power units, and the use of engine-driven traction, etc., can solve problems such as engine start failure and time-consuming, and achieve smooth and reliable starting effect

Active Publication Date: 2016-10-19
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 device and control method for railway hybrid vehicle
  • Vehicle control device and control method for railway hybrid vehicle
  • Vehicle control device and control method for railway hybrid vehicle

Examples

Experimental program
Comparison scheme
Effect test

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. Such as 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 ...

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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Abstract

The vehicle control device is provided with a system controller that collectively controls the engine controller and the rectifier controller. The system controller drives the generator with the generator rotation speed command value (ωc_ref1) smaller than the engine idle speed maintenance minimum speed (ωe_idol_min) through the rectifier controller, and starts fueling the engine through the engine controller after a predetermined time elapses. Injection, when the engine speed reaches a predetermined speed threshold (ωe_th) that is greater than the generator speed command value (ωc_ref) and smaller than the idle speed maintenance minimum speed (ωe_idol_min), it outputs a gate to the rectifier that cuts off the power supply of the generator Disconnect signal (GSTOP).

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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Patent Type & Authority Patents(China)
IPC IPC(8): B60W10/08B60K6/46B60W20/00B60W20/40B60L50/10
CPCB60K6/46B60W10/08B60W20/00B60W20/40B60W2510/0642B60W2710/0644Y02T10/62B60W10/06B60W2510/0676B60W2710/083B60Y2200/30B60W2710/0616B60W2710/065B61C7/04B61C17/12B61L2210/00
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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