Electric vehicle control system

Abstract

The present invention provides an electric vehicle control device that detects increases or decreases in capacitor voltage and controls the motor torque to compensate for these increases or decreases to an extent that has little effect on acceleration or deceleration. [Solution] The electric vehicle control device of this embodiment includes an inverter device that converts power supplied from a current collector into AC power, a capacitor provided on the input side of the inverter device, a capacitor voltage detector that detects the voltage of the capacitor, a first control output unit that outputs based on the difference between the value detected by the capacitor voltage detector and a predetermined first value, a first control unit that adds the output signal of the first control output unit to the drive torque command value of the inverter device to drive the inverter device, and a permanent magnet synchronous motor driven by the output power of the inverter device.

Description

Technical Field

[0001] Embodiments of the present invention relate to an electric vehicle control device.

Background Art

[0002] In recent railway vehicles, the application of permanent magnet synchronous motors (hereinafter simply referred to as PMSMs) has been promoted. When a PMSM rotates, an induced voltage is generated, and during coasting operation, the induced voltage exceeds the overhead line voltage and the generated power flows into the overhead line, leading to the natural generation of regenerative braking force. Therefore, even during coasting operation, the inverter is driven to control the torque of the PMSM to 0 Nm. Under conditions where power supply from the overhead line is interrupted, such as when passing through a dead section, due to control errors, the generation of minute power leads to the charging and discharging of the capacitor in the DC section. Therefore, it is necessary to slightly increase or decrease the torque to a small extent depending on the increase or decrease of the capacitor voltage to prevent the charging and discharging of the capacitor. When the contactor between the inverter and the PMSM is opened to avoid the charging and discharging of the capacitor due to the induced voltage in the PMSM, in routes with many dead sections and a high frequency of interruption of power supply from the overhead line, it is necessary to use long-life contactors, which may result in high costs.

[0003]

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] The problem that this invention aims to solve is to detect the rise / fall in capacitor voltage and compensate for it. Electric vehicle control systems that control the motor torque to such an extent that it has little effect on acceleration and deceleration. The purpose is to provide a place. [Means for solving the problem]

[0006] The electric vehicle control device of this embodiment converts the power supplied from the current collector into AC power. An inverter device, a capacitor provided on the input side of the inverter device, and the capacitor A capacitor voltage detector that detects the voltage of the capacitor, and the value detected by the capacitor voltage detector A first control output unit that outputs based on the difference between and a predetermined first value, and the first control output The output signal of the unit is added to the drive torque command value of the inverter device and the inverter device A first control unit that drives the permanent magnet and the output power of the inverter device drive the permanent magnet It has a periodic electric motor. [Brief explanation of the drawing]

[0007] [Figure 1] This is a circuit diagram showing a PMSM drive circuit for DC overhead lines. [Figure 2] This is a circuit diagram showing a PMSM drive circuit for AC overhead lines. [Figure 3] This is a circuit diagram showing a PMSM drive circuit for AC / DC overhead lines. [Figure 4] This is a control block diagram implemented in the control unit of the inverter according to the first embodiment. [Figure 5] This diagram shows the control characteristics of the correction amount. [Figure 6] This diagram shows the signal waveforms of each part of the control unit. [Figure 7]It is a diagram showing the signal waveforms of each part of the control unit when passing through the dead section. [Figure 8] It is a diagram showing the signal waveforms of each part of the control unit to which this control is applied when passing through the dead section. [Figure 9] It is a control block diagram implemented in the control unit of the inverter according to the second embodiment. [Figure 10] It is a diagram showing the signal waveforms of each part of the control unit according to the second embodiment. [Figure 11] It is a control block diagram implemented in the control unit of the inverter according to the third embodiment. [Figure 12] It is a diagram showing the signal waveforms of each part of the control unit according to the third embodiment. [Figure 13] It is a control block diagram implemented in the control unit of the inverter according to the fourth embodiment. [Figure 14] It is a diagram showing the signal waveforms of each part of the control unit according to the fourth embodiment.

Embodiments for Carrying Out the Invention

[0008] Hereinafter, embodiments for carrying out the invention will be described.

[0009] The PMSM drive circuit will be described with reference to FIGS. 1 to 3. FIG. 1 is a circuit diagram showing a P MSM drive circuit for a DC overhead line. FIG. 2 is a circuit diagram showing a PMSM drive circuit for an AC overhead line is. FIG. 3 is a circuit diagram showing a PMSM drive circuit for an AC / DC overhead line.

[0010] The PMSM drive circuit for the DC overhead line in FIG. 1 is a PMS that utilizes the power from the DC overhead line 100 M drive circuit.

[0011] The PMSM drive circuit for the DC overhead line conducts and interrupts the power from the DC overhead line 100 A current circuit breaker 81, a DC charging contactor 82, a DC charging resistor short-circuit contactor 83, and a DC charging resistor 84, filter reactor 85, smoothing capacitor (FC) 87, smoothing capacitor ( A DC voltage detector (DCPT) 86 detects the voltage of FC)87, an inverter 88, and It includes a current detector (CTU, CTW) 89 and a motor open contactor 90.

[0012] The DC overhead line 100 is provided so that a current collector such as a pantograph makes electrical contact. The DC power supplied from the DC overhead line 100 passes through the DC circuit breaker 81.

[0013] The DC circuit breaker 81 is a circuit breaker that detects abnormal DC currents at high speed and interrupts fault currents. It is provided to protect the circuit in the event of overcurrent or short circuit.

[0014] Subsequently, the DC power is supplied to a DC charging contactor 82 that controls the on / off state of the power supply, and a DC charging resistor. The current passes through the short-circuit contactor 83 and the DC charging resistor 84.

[0015] The DC charging resistor short-circuit contactor 83 is provided to short-circuit both ends of the DC charging resistor 84. The DC charging resistor 84 prevents overcurrent from flowing into the smoothing capacitor (FC) 87. It is provided for that purpose.

[0016] The DC voltage detector (DCPT) 86 has one terminal connected to the positive terminal of the smoothing capacitor (FC) 87. It is connected to one terminal, and the other terminal is at the same potential as the negative terminal on the DC power side of inverter 88. It is connected to a DC voltage detector (DCPT) 86 (capacitor voltage detector). This detects the voltage between both terminals of the smoothing capacitor (FC) 87. DC voltage detector (DCP The charging voltage of the smoothing capacitor (FC) 87 detected by T)86 is controlled by the control unit, CON This is input to the roll unit 120.

[0017] The DC power from the DC overhead line 100 is filtered to suppress high-frequency noise and smooth the current. It is supplied to the reactor 85 and the smoothing capacitor (FC) 87, which smooths the voltage.

[0018] The filter reactor 85, together with the smoothing capacitor (FC) 87, constitutes the filter circuit. It is a device that accomplishes this task.

[0019] The motor open contactor 90 connects or disconnects the inverter 88 and the PMSM70 electrically. This is a device used for releasing objects.

[0020] The smoothing capacitor (FC) 87 is connected to the positive terminal of the DC power side (input side) of the inverter 88. It is located between the negative terminal and the filter reactor. The smoothing capacitor (FC) 87 is a filter reactor. Along with the 85, it is a component that makes up a filter circuit.

[0021] The inverter 88 converts the DC power supplied from the overhead line into AC power and then outputs it to the PMSM70. It supplies AC power. The inverter 88 converts the regenerative power generated from the PMSM70 into DC power. It converts the power to DC and supplies DC power to the DC overhead lines.

[0022] The PMSM70 (Permanent Magnet Synchronous Motor) is the power source for electric vehicles.

[0023] In the above process, the PMSM70 is powered by electricity from the DC overhead line.

[0024] The motor current detector (CTU, CTW) 89 is used when driving the PMSM70. This is a device for detecting electric current. It is detected by the motor current detector (CTU, CTW) 89. The drive current of the PMSM70 is input to the control unit 120, which is a control device. The output of the control unit 120 is used as a control signal for the inverter 88. It will be output to [this location].

[0025] The PMSM drive circuit for AC overhead lines shown in Figure 2 is a PMS that utilizes power from the AC overhead line 101. This is an M drive circuit.

[0026] The PMSM drive circuit for AC overhead lines includes a main circuit breaker 60, a main transformer 61, and an AC input power A flow detector (ACCT) 62, an AC / DC converter 63, and an AC voltage detector (ACPT )64, AC charging resistor short-circuit contactor 66, AC charging contactor 67, AC charging resistor 68 , a DC voltage detector (DCPT) 86, a smoothing capacitor (FC) 87, and an inverter 88 It also includes a motor current detector (CTU, CTW) 89 and a motor open contactor 90.

[0027] The AC overhead line 101 is provided so that a current collector such as a pantograph makes electrical contact. The AC power supplied from the AC overhead line 101 is transmitted to the AC voltage detector (ACPT) 64. It is monitored and passes through the main circuit breaker 60.

[0028] The AC voltage detector (ACPT) 64 is installed for the purpose of monitoring the rise / fall of the overhead line voltage. It is primarily used for monitoring abnormal conditions.

[0029] The main circuit breaker 60 is provided to protect the circuit in the event of overcurrent or short circuit.

[0030] Subsequently, the AC power passes through the main transformer 61, converting the high-voltage AC voltage to a low-voltage AC voltage. Furthermore, an AC charging resistor short-circuit contactor 66 is connected in series to the secondary winding of the main transformer 61. The AC charging resistor 68 is connected in series with the AC charging resistor short-circuit contactor 66 in parallel. and AC charging contact for electrically connecting the AC charging resistor 68 to the secondary winding of the main transformer 61 A container 67 is provided.

[0031] The AC voltage is converted to a DC voltage by the AC / DC converter 63.

[0032] The AC input current detector (ACCT) 62 detects the input current of the AC / DC converter 63. The AC voltage detected by the AC voltage detector (ACPT) 64 and the AC input current detector ( The alternating current detected by ACCT)62 is the control unit 120, which is the control device. It is input to the following. Also, the smoothing capacitor (F) detected by the DC voltage detector (DCPT) 86 C)87 Charging voltage and PMSM detected by motor current detector (CTU, CTW)89 The drive current of 70 is input to the control unit 120, which is a control device. The output of the control unit 120 is sent to the inverter 88 as a control signal for the inverter 88. Output.

[0033] The DC voltage converted by the AC / DC converter 63 is then used by the DC voltage detector (DCPT) 86. This is then supplied to the smoothing capacitor (FC) 87, which smooths the voltage.

[0034] The DC voltage detector (DCPT) 86 detects the voltage across the smoothing capacitor (FC) 87. do.

[0035] The smoothing capacitor (FC) 87 is connected to the positive and negative terminals of the DC voltage side of the inverter 88. It is located between them. The smoothing capacitor (FC) 87 is located at the output of the AC / DC converter 63. This device constitutes a filter circuit for smoothing power voltage.

[0036] The motor open contactor 90 connects or disconnects the inverter 88 and the PMSM70 electrically. It is a device for performing that task.

[0037] The inverter 88 converts the DC voltage supplied from the AC / DC converter 63 into AC voltage. The inverter 88 converts the power generated by the PMSM70 and supplies AC voltage to it. The regenerated power is converted into DC power and supplied to the smoothing capacitor (FC) 87.

[0038] The PMSM70 is the power source for electric vehicles.

[0039] In the above process, the PMSM70 is powered by electricity from the AC overhead line.

[0040] The motor current detector (CTU, CTW) 89 detects the motor current when the PMSM70 is being driven. Detects the drive current of the device.

[0041] The PMSM drive circuit for AC / DC overhead lines shown in Figure 3 receives power from both AC and DC overhead lines. This is a usable PMSM drive circuit.

[0042] The PMSM drive circuit for AC / DC overhead lines includes a main circuit breaker 60, a main transformer 61, and AC Input current detector (ACCT) 62, AC / DC converter 63, AC voltage detector (A CPT)64, AC / DC switch 65, AC charging resistor short-circuit contactor 66, AC charging contact The components include contactor 67, AC charging resistor 68, PMSM 70, DC circuit breaker 81, and DC charging contactor. 82, DC charging resistor short-circuit contactor 83, DC charging resistor 84, filter reactor 85 And a DC voltage detector (DCPT) 86, a smoothing capacitor (FC) 87, and an inverter 8 It has 8, a motor current detector (CTU, CTW) 89, and a motor open contactor 90. .

[0043] AC / DC overhead line 102 is designed so that current collection devices such as pantographs make electrical contact. This overhead wire 102 is either an AC overhead wire or a DC overhead wire, depending on the electric train line. This electric vehicle can be driven by either DC or AC power. (Overhead line 102) The AC voltage supplied from is monitored by the AC voltage detector (ACPT) 64 and the main circuit breaker It passes 60.

[0044] The AC voltage detector (ACPT) 64 is installed for the purpose of monitoring the rise / fall of the overhead line voltage. It is primarily used for monitoring abnormal conditions.

[0045] The main circuit breaker 60 is provided to protect the circuit in the event of overcurrent or short circuit.

[0046] The AC / DC switch 65 operates when the power supplied from the overhead line is AC power, and the main circuit breaker 60 The output is connected to the main transformer 61, and the main circuit is shut off when the power supplied from the overhead line is DC power. This switches the output of device 60 to connect to the DC circuit breaker 81.

[0047] First, let's explain how the circuit works when the power from the overhead line is AC voltage.

[0048] If the power from overhead line 102 is AC power, the AC / DC switch 65 is on the main transformer 61 side. Connected (as shown in Figure 3), and similar to the circuit configuration shown in Figure 2, from the overhead line The power is supplied by the main transformer 61, AC charging resistor short-circuit contactor 66, AC charging contactor 67, AC charging The power is supplied to the AC / DC converter 63 via resistor 68. Its operation is shown in Figure 2. This is similar to the explanation regarding [the other topic].

[0049] On the other hand, if the power from the overhead line 102 is DC power, the AC / DC switch 65 acts as a DC circuit breaker. Connected to side 81, and similar to the circuit configuration shown in Figure 1, the power from overhead line 102 is DC. Circuit breaker 81, DC charging contactor 82, DC charging resistor short-circuit contactor 83, DC charging resistor 84, F The power is supplied to the inverter 88 via the filter reactor 85. Its operation is shown in Figure 1. This is similar to the explanation regarding [the other topic].

[0050] In the above process, the PMSM70 is powered by electricity from an AC or DC overhead line.

[0051] (First embodiment) The control of the inverter 88 (inverter device) in the first embodiment is for DC overhead lines P shown in Figure 1. MSM drive circuit, Figure 2 shows PMSM drive circuit for AC overhead lines, Figure 3 shows P for AC / DC overhead lines This is applied to electric vehicle control devices that control the MSM drive circuit.

[0052] The control of the inverter 88 will be explained with reference to Figure 4. Figure 4 shows the first embodiment. This is a control block diagram implemented in the inverter's control unit.

[0053] Figure 4 shows the capacitor of the smoothing capacitor (FC) 87 (hereinafter simply referred to as capacitor 87). A proportional control system outputs based on the difference between the voltage 1 and the set target value 2 (a predetermined first value). The value output from the control unit 3 and the proportional control unit 3 is input, and an arbitrary limit value is set. It has a limiter 7 and a filter 8 that takes the value output from the limiter 7 as input. Furthermore, the value output from filter 8 is added to the reference torque command value 9 as a correction amount 6. This is an inverter control configuration that determines the torque control value with the final torque command value of 10. The converter control circuit is configured as the first control unit.

[0054] Capacitor voltage 1 is detected by a DC voltage detector that detects the voltage of the smoothing capacitor (FC) 87. This is the voltage detected by DCPT)86. The capacitor voltage rises or falls. The system monitors the increase or decrease in pressure, and if the voltage rises, it applies positive torque (towards the motor). If the voltage drops, a negative torque (regenerative braking) is applied to the motor to control the capacitor voltage of 1. It needs to be done.

[0055] The proportional control unit 3 uses the capacitor voltage 1 detected by the DC voltage detector (DCPT) 86, Output is generated based on the difference with target value 2 (a predetermined first value). (First control output unit) Limiter 7 receives the output signal from proportional control unit 3 and sets the upper and lower limits of the output signal (arbitrary limit). By limiting the torque value, excessive torque is prevented from being applied to the PMSM. Specifically, passengers If you control the increase or decrease of the PMSM70's torque at a level where the speed change is imperceptible... That is its distinguishing feature.

[0056] Filter 8 is designed to prevent abrupt changes in the output from limiter 7, and to control the change. To smooth the process and facilitate control convergence. In summary, filter 8 is not always necessary. Also, filter 8 has a rate of change limit. It can also be substituted with tta.

[0057] A rate of change limiter prevents the torque from increasing or decreasing beyond a predetermined amount (Newton meters; Nm) per second. The decision is made to prevent this from happening. Specifically, the torque should be reduced from limiter 7 to 100. Even if a command is issued to increase Nm, the rate of change limit will only allow it to increase by 10 Nm per second. If you leave the switch on, the torque will only increase by 10 Nm / second at a time. As a result, the torque will gradually increase. By gradually increasing the torque until it reaches 100 Nm, abrupt speed changes are prevented. It is designed to control the situation so that it does not happen.

[0058] Filter 8 and the rate of change limiter have different shapes but serve almost the same purpose. In this case, the movement becomes smooth whether the change is large or small. Because the behavior differs depending on the set value, even small changes will not immediately reach the target value. There is a possibility that it will happen.

[0059] After the output signal of the proportional control unit 3 is controlled by the limiter 7 and filter 8, the inverter 8 The inverter 88 is driven by adding the drive torque command value of 8. (First control unit) The PMSM70 is driven by the output power of the inverter 88.

[0060] Next, the conditions under which the inverter control circuit of this embodiment functions will be explained.

[0061] The overhead wire disconnection terminal is detected by a detection means (not shown) when no DC current is applied to the DC overhead wire 100. When this is detected, a signal is output to the overhead wire cut terminal. Specific examples include, for instance, when passing through a dead section, when the contactor of the input section is released, A Examples include when the C / DC converter 63 is stopped (only when using AC overhead lines).

[0062] When an electric vehicle is coasting, its travel speed increases, and as a result, the rotation speed of the PMSM70 increases. When the rotational speed exceeds the constant speed, the induced voltage of PMSM70 becomes higher than the charging voltage of capacitor 87. The signal output when the expected high speed range is reached is set to 0Nm fixed control 5. There are multiple control methods, but in the following, the induced voltage of the PMSM70 during coasting is DC. Control aimed at preventing fluid from flowing into the section is collectively referred to as 0Nm fixed control 5. The signal for 0Nm fixed control 5 fixes the drive torque of the PMSM70 to a constant control state. It is sometimes output.

[0063] An output signal is output to the overhead wire cutting terminal, and a 0Nm fixed control 5 signal is output. As a result, the AND (&) condition is met, which enables the correction amount 6, and the condition The capacitor voltage 1 at the time of the condition is selected as the target value 2. At this time, the output signal of filter 8 The number is output to inverter 88 as the final torque command value for inverter 88 with a correction amount of 6. ru.

[0064] This ensures that even if an electric train enters a dead section while coasting, the electric train will still have a drive torque. Acceleration and deceleration occur when power is applied for acceleration, or when regenerative power is used for braking to slow down. This eliminates the need for constant speed travel.

[0065] Next, the control characteristics of the correction amount in the first embodiment will be described with reference to Figures 5 and 6. Figure 5 shows the control characteristics of the correction amount. Figure 6 shows the signal waves of each part of the control unit. This is a diagram showing the shape.

[0066] The graph on the left of Figure 5 shows the voltage across capacitor 87, with the horizontal axis representing the capacitor voltage of 1. The graph shows the voltage value for the [target value], with the vertical axis representing the correction amount. The correction amounts are -BNm and + The graph is limited by the ANm limit value. The control block diagram on the right is the same as in Figure 4. This diagram omits the proportional control unit 3, limiter 7, and filter 8. Please refer to Figure 4 for further explanation. Then, when the AND condition of overhead wire cutting condition 4 and 0Nm fixed control condition 5 is met, The capacitor voltage 1 of capacitor 87 is set to target value 2. In the proportional control unit 3, the capacitor If it is determined that the sensor voltage 1 has risen above the target value 2, the positive torque correction amount 6 is increased. This increases power consumption. In the proportional control unit 3, when the capacitor voltage 1 is lower than the target value 2 If it is determined that the torque has been lowered, the negative torque correction amount 6 is increased to increase regenerative power.

[0067] The limiter 7 determines the range of change by setting upper and lower limits on the correction amount, and if necessary, The control response may be delayed by the filter 8 to stabilize the control. The output is then corrected by Subtracting 6 from the reference torque command value of 9, the final torque command value becomes 10, and then the inverter 88 Determine the lux control value.

[0068] The control flow will be explained with reference to Figures 7 and 8. Figure 7 shows the dead section This figure shows the signal waveforms of each part of the control unit when passing through the dead section. Figure 8 shows the dead section This figure shows the signal waveforms of each part of the control unit when this control is applied during passage through the gate.

[0069] As shown in Figure 7, when the section signal is turned on, the converter gate turns off, and the motor Torque is controlled to 0. When entering the section, the overhead line voltage becomes 0. Also, 0 Torque control errors cause charging and discharging, resulting in the capacitor voltage 1 becoming overvoltage or undervoltage. Due to voltage or low voltage, the motor open contactor (MCOK) / inverter gate turns off. ru.

[0070] As shown in Figure 8, when the section signal is turned on, the converter gate is turned off, To perform the control described in this embodiment, the motor torque and capacitor voltage are controlled. As a result, overvoltage / undervoltage is not reached, allowing the MCOK / inverter gate to remain on. This is the result.

[0071] Based on the above, in the first embodiment, the error of the 0Nm fixed control or the inverter 88 or PMS The charging and discharging of the DC capacitor 87 due to the loss of M70, and the contactor to prevent this. This makes it possible to avoid opening the door.

[0072] (Second embodiment) Next, a second embodiment will be described. The inverter 88(a) according to the second embodiment The control of the converter device is the same as in the first embodiment, for the PMSM drive cycle for DC overhead lines shown in Figure 1. Figure 2 shows the PMSM drive circuit for AC overhead lines, and Figure 3 shows the PMSM drive circuit for AC / DC overhead lines. It is applied to electric vehicle control devices that control electric vehicles.

[0073] Figure 9 shows the control block implemented in the control unit of the inverter according to the second embodiment. This is a lock diagram. Regarding each part of this second embodiment, the inverter of the first embodiment in Figure 4 is shown. Parts identical to those in the control circuit of the first embodiment are indicated by the same reference numerals. This second embodiment is the first embodiment. The difference from the standard is that it has a target value (fixed value) 12 for the capacitor voltage which can be arbitrarily selected. be.

[0074] Figure 9 shows a capacitor voltage 1, a proportional control unit 3, a limiter 7, and a filter 8. (Details of each part are omitted), and the value output from filter 8 is used as the reference amount 6. The torque control value is determined by adding the torque command value of 9 to the final torque command value of 10 in the inverter. This is the control circuit for the 88.

[0075] Filter 8 can be replaced with a rate of change limiter. Also, if the control is stable, Luther VIII does not need to be implemented.

[0076] It is assumed that the overhead wire breakage condition 4 and the PMSM-induced voltage will be higher than the capacitor voltage. The AND condition of the 5 conditions for 0Nm fixed control that are met during coasting in the speed range is met. Enable correction amount 6 and select the arbitrarily chosen capacitor voltage target value 12 as target value 2. In this embodiment, the target value is predetermined as a fixed value. Move to the dead section. When this is done, the voltage is controlled to approach a fixed target value.

[0077] Next, with reference to Figure 10, the control characteristics of the correction amount in the second embodiment will be described. Figure 10 This is a diagram showing the signal waveforms of each part of the control unit according to the second embodiment.

[0078] When the AND condition of overhead wire cutting condition 4 and 0Nm fixed control condition 5 is met, an arbitrary selection is made. The capacitor voltage target value 12 is set to target value 2. In the proportional control unit 3, the capacitor voltage If it is determined that 1 has risen above the target value 2, the positive torque correction amount 6 is increased to increase power consumption. Increase. If the proportional control unit 3 determines that the value has fallen below the target value 2, a negative torque is applied. Increase the regenerative power by increasing the correction amount of 6.

[0079] The limiter 7 determines the range of change by setting upper and lower limits on the correction amount, and if necessary, The control response may be delayed by the filter 8 to stabilize the control. The output is then corrected by The torque control value is determined by adding 6 to the reference torque command value of 9, resulting in a final torque command value of 10. do.

[0080] Based on the above, in the second embodiment, the error of the 0Nm fixed control or the inverter 88 or PMS The charging and discharging of the DC capacitor 87 due to the loss of M70, and the contactor to prevent this. This makes it possible to avoid opening the door.

[0081] (Third embodiment) Next, a third embodiment will be described. The inverter 88(i) according to the third embodiment The control of the converter device is the same as in the first embodiment, for the PMSM drive cycle for DC overhead lines shown in Figure 1. Figure 2 shows the PMSM drive circuit for AC overhead lines, and Figure 3 shows the PMSM drive circuit for AC / DC overhead lines. It is applied to electric vehicle control devices that control electric vehicles.

[0082] Figure 11 shows the control implemented in the control unit of the inverter according to the third embodiment. This is a block diagram. Each part of this third embodiment is shown in Figure 4, which is an inverter of the first embodiment. Parts identical to those in the control circuit of the data are indicated by the same reference numerals. This third embodiment is the first embodiment. The difference from the standard configuration is that the difference between the capacitor voltage 1 and the target value 2 is controlled by the proportional control unit 3 and the integral control unit 1. The task is to input it into number 3.

[0083] Figure 11 shows the capacitor voltage 1, the proportional control unit 3, the integral control unit 13, and the limiter 7. It comprises filter 8 and (description of parts other than the integral control unit 13 is omitted), filter The value output from 8 is added to the reference torque command value 9 as a correction amount 6, and the final torque command value 1 is obtained. This is the control circuit for inverter 88, which determines the torque control value by setting it to 0.

[0084] Filter 8 can be replaced with a rate of change limiter. Also, if the control is stable, Luther VIII does not need to be implemented.

[0085] The integral control unit 13 controls the torque by increasing or decreasing it until the voltage reaches the target value (second control) (Output section). The proportional control unit 3 increases the torque by the amount that the voltage rises, and by the amount that the voltage falls. The process reduces the torque by only a small amount. Therefore, it is not balanced at the target voltage and there is a slight error. The difference from the integral control unit 13 is that this occurs.

[0086] It is assumed that the overhead wire breakage condition 4 and the PMSM-induced voltage will be higher than the capacitor voltage. The AND condition of the 5 conditions for 0Nm fixed control that are met during coasting in the speed range is met. Enable correction amount 6 and select the capacitor voltage 1 when the condition is met as the target value 2.

[0087] Next, with reference to Figure 12, the control characteristics of the correction amount in the third embodiment will be described. Figure 12 This is a diagram showing the signal waveforms of each part of the control unit according to the third embodiment.

[0088] When the AND condition of overhead wire cutting condition 4 and 0Nm fixed control condition 5 is met, the condition is met. The capacitor voltage 1 is set to target value 2. In the proportional control unit 3 and the integral control unit 13, the capacitor If it is determined that voltage 1 has risen above the target value 2, increase the positive torque correction amount 6 / negative torque Reduce the correction amount 6 to increase power consumption / decrease regenerative power. Proportional control unit 3 and integral control In section 13, if it is determined that the value has fallen below the target value 2, the negative torque correction amount 6 is increased / positive. The torque correction amount 6 is reduced to increase regenerative power and decrease power consumption.

[0089] Limiter 7 determines the range of change by setting upper and lower limits on the correction amount, and if necessary, The control may be stabilized by delaying the control response using Router 8. The output is corrected by a factor of 6. The torque control value is determined by subtracting the reference torque command value of 9 to obtain the final torque command value of 10. ru.

[0090] Based on the above, in the third embodiment, the error of the 0Nm fixed control or the inverter 88 or PMS The charging and discharging of the DC capacitor 87 due to the loss of M70, and the contactor opening to prevent this. It becomes possible to avoid leakage. In addition, by applying the integral control unit 13, precision can be achieved. It becomes possible to control the denser voltage 1 to the target value 2.

[0091] (Fourth embodiment) Next, a fourth embodiment will be described. The inverter 88(i) according to the fourth embodiment The control of the converter device is the same as in the first embodiment, for the PMSM drive cycle for DC overhead lines shown in Figure 1. Figure 2 shows the PMSM drive circuit for AC overhead lines, and Figure 3 shows the PMSM drive circuit for AC / DC overhead lines. It is applied to electric vehicle control devices that control electric vehicles.

[0092] Figure 13 shows the control implemented in the control unit of the inverter according to the fourth embodiment. This is a block diagram. For each part of this fourth embodiment, the inverter of the first embodiment in Figure 4 is shown. Parts identical to those in the control circuit of the data are indicated by the same reference numerals. This third embodiment is the first embodiment. The difference from the standard form is that it has an arbitrarily selected capacitor voltage target value 12 (fixed value). Furthermore, the difference between the capacitor voltage 1 and the target value 2 is input to the proportional control unit 3 and the integral control unit 13. It is located there.

[0093] Figure 13 shows the capacitor voltage 1, the proportional control unit 3, the integral control unit 13, and the limiter 7. It comprises filter 8 and (description of each part is omitted), and the value output from filter 8 The torque control value is obtained by adding a correction amount of 6 to the reference torque command value of 9, and then setting the final torque command value to 10. This is the control circuit for inverter 88 that determines [the value].

[0094] Filter 8 can be replaced with a rate of change limiter. Also, if the control is stable, Luther VIII does not need to be implemented.

[0095] It is assumed that the overhead wire breakage condition 4 and the PMSM-induced voltage will be higher than the capacitor voltage. The AND condition of the 5 conditions for 0Nm fixed control that are met during coasting in the speed range is met. Enable correction amount 6 and select the capacitor voltage 1 when the condition is met as the target value 2.

[0096] Next, with reference to Figure 14, the control characteristics of the correction amount in the fourth embodiment will be described. Figure 14 This is a diagram showing the signal waveforms of each part of the control unit according to the fourth embodiment.

[0097] When the AND condition of overhead wire cutting condition 4 and 0Nm fixed control condition 5 is met, an arbitrary selection is made. The target capacitor voltage value 12 is set to target value 2. In the proportional control unit 3 and the integral control unit 13... If it is determined that the capacitor voltage 1 has risen above the target value 2, the positive torque correction amount 6 is increased. Reduce the negative torque correction amount 6 to increase power consumption / Reduce regenerative power. Proportional control unit. In the integral control unit 13, if it is determined that the value has fallen below the target value 2, the negative torque correction amount is applied. Increase 6 / decrease the positive torque correction amount 6 to increase regenerative power / decrease power consumption.

[0098] Limiter 7 determines the range of change by setting upper and lower limits on the correction amount, and if necessary, The control may be stabilized by delaying the control response using Router 8. The output is corrected by a factor of 6. The torque control value is determined by adding it to the reference torque command value of 9 to obtain the final torque command value of 10. ru.

[0099] Based on the above, in the third embodiment, the error of the 0Nm fixed control or the inverter 88 or PMS The charging and discharging of the DC capacitor 87 due to the loss of M70, and the contactor to prevent this. This makes it possible to avoid open circuits. In addition, by applying an integral control unit, it becomes possible to control with high precision. It becomes possible to control the denser voltage 1 to the target value 2.

[0100] Although several embodiments of the present invention have been described, these embodiments are presented as examples only. This is not intended to limit the scope of the invention. These novel embodiments are also It can be implemented in various forms, and without departing from the spirit of the invention, various ministries These embodiments and their variations may be replaced or modified. It is included in the scope of the claims and the invention described therein and its equivalents. [Explanation of Symbols]

[0101] 1…Capacitor voltage 2…Capacitor voltage target value 3…Proportional control unit 4. Conditions for cutting overhead wires 5…0 Nm fixed control condition 6… Torque correction amount 7... Limiter 8…Filter 9…Reference torque command value 10…Final torque command value 12…Capacitor voltage target value (fixed value) 13…Integration Control Section 70...Permanent magnet synchronous motor (PMSM) 88... Inverter 120...Control Unit

Claims

1. An inverter device that converts the power supplied from the current collector into AC power, A capacitor provided on the input side of the inverter device, A capacitor voltage detector for detecting the voltage of the capacitor, Output is generated based on the difference between the value detected by the capacitor voltage detector and a predetermined first value. The first control output unit, The output signal of the first control output unit is added to the drive torque command value of the inverter device. A first control unit that drives the inverter device, A permanent magnet synchronous motor driven by the output power of the inverter device, An electric vehicle control device having

2. The first control output unit is interrupted when the power supplied from the current collector is cut off, and the permanent When a signal is output to fix the drive torque of a magnet synchronous motor to a constant control state, The output is generated based on the difference between the value detected by the capacitor voltage detector and a predetermined first value. 、 The electric vehicle control device according to claim 1.

3. The value output from the first control output unit is input, and an arbitrary limit value is set. It further has a limiter, The electric vehicle control device according to claim 1.

4. The system further includes a filter that smooths the value output from the limiter to converge the control. 、 The electric vehicle control device according to claim 3.

5. The system further includes a rate of change limiter that smooths the value output from the limiter to converge the control. do, The electric vehicle control device according to claim 3.

6. The predetermined first value is the current supply from the current collector when the current is cut off. The voltage of the sensor, The electric vehicle control device according to claim 1.

7. The difference between the value detected by the capacitor voltage detector and a predetermined first value is integrated, and the integrated It further includes a second control output unit that adds a value to the output of the first control output unit. The electric vehicle control device according to claim 1.

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