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WO2011070609A1 - Dispositif de commande de propulsion - Google Patents

Dispositif de commande de propulsion Download PDF

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Publication number
WO2011070609A1
WO2011070609A1 PCT/JP2009/006692 JP2009006692W WO2011070609A1 WO 2011070609 A1 WO2011070609 A1 WO 2011070609A1 JP 2009006692 W JP2009006692 W JP 2009006692W WO 2011070609 A1 WO2011070609 A1 WO 2011070609A1
Authority
WO
WIPO (PCT)
Prior art keywords
converter
intermediate link
vehicle speed
voltage
auxiliary power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2009/006692
Other languages
English (en)
Japanese (ja)
Inventor
松本武郎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to AU2009356390A priority Critical patent/AU2009356390B9/en
Priority to ES09852007.5T priority patent/ES2573334T3/es
Priority to MX2012006479A priority patent/MX2012006479A/es
Priority to JP2011544976A priority patent/JP4973813B2/ja
Priority to RU2012128453/11A priority patent/RU2502614C1/ru
Priority to CN200980162779.4A priority patent/CN102639354B/zh
Priority to CA2783782A priority patent/CA2783782C/fr
Priority to US13/511,705 priority patent/US8738208B2/en
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to EP09852007.5A priority patent/EP2511123B1/fr
Priority to PCT/JP2009/006692 priority patent/WO2011070609A1/fr
Priority to KR1020127010542A priority patent/KR101387092B1/ko
Publication of WO2011070609A1 publication Critical patent/WO2011070609A1/fr
Priority to ZA2012/02643A priority patent/ZA201202643B/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/52—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/24—Electric propulsion with power supply external to the vehicle using AC induction motors fed from AC supply lines
    • B60L9/28—Electric propulsion with power supply external to the vehicle using AC induction motors fed from AC supply lines polyphase motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/0086—Arrangements or methods for the control of AC motors characterised by a control method other than vector control specially adapted for high speeds, e.g. above nominal speed
    • H02P23/009—Arrangements or methods for the control of AC motors characterised by a control method other than vector control specially adapted for high speeds, e.g. above nominal speed using field weakening
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a propulsion control device for an AC electric vehicle.
  • An electric vehicle is generally provided with an auxiliary power supply device for supplying power to lighting, air conditioning, and the like in the electric vehicle.
  • a load (such as lighting and air conditioning) on the auxiliary power supply generates heat (loss) in the main circuit element of the auxiliary power supply regardless of the vehicle speed. Therefore, the main circuit element needs to be cooled, but the cooling method of the main circuit element of the auxiliary power supply device includes a self-venting type using traveling air and a forced air cooling type using a fan.
  • the cooling capacity decreases as the vehicle speed decreases because the strength of the traveling wind depends on the vehicle speed, and becomes the lowest when the traveling wind cannot be expected. Therefore, in order to guarantee the cooling capacity under the worst condition, the cooling design of the main circuit element of the auxiliary power supply apparatus is performed using the no-wind state when the vehicle is stopped as a design condition.
  • the input voltage of the auxiliary power supply is the intermediate link of the main converter.
  • Voltage Normally, the voltage depends on the main motor (vehicle drive motor) that is the load of the main converter, so it is set to a high voltage, and the generated loss of the main circuit elements is larger than the configuration that obtains power directly from the main transformer. Tend to be.
  • JP 2006-121816 A (page 3-4, FIG. 4)
  • the generated loss of the main circuit element of the auxiliary power supply device is large because the intermediate link voltage is set to a high voltage. Become.
  • the input voltage control of the inverter simply using the above-mentioned conventional technology cannot be performed due to the convenience of the auxiliary power supply device, and in order to improve the cooling capacity There was a problem that the cooler had to be enlarged.
  • the present invention has been made to solve the above-described problems.
  • the auxiliary power supply is connected to the intermediate link connection portion of the main converter, the loss generated in the main circuit element of the auxiliary power supply is reduced.
  • An object is to provide a reduced propulsion control device.
  • the converter control for lowering the voltage of the intermediate link connection portion when the vehicle speed is equal to or lower than the VVVF terminal speed is set up a section.
  • the present invention it is possible to provide a propulsion control device that reduces the generation loss of the main circuit element of the auxiliary power supply device 7 when the auxiliary power supply device is connected to the intermediate link connection portion of the main converter.
  • FIG. 1 is a diagram showing an example of the configuration of a power conversion system according to Embodiment 1 of the present invention.
  • the power conversion system is mounted on an AC electric vehicle, and an AC current sent from a power plant through an overhead line is input from the pantograph 1.
  • the main transformer 2 converts the output voltage of the pantograph 1 and outputs it.
  • Converter 3 converts the output of the main transformer 2 from AC to DC.
  • the output voltage of the converter 3 is an intermediate link voltage.
  • the inverter 4 converts the output of the converter 3 from direct current to three-phase alternating current.
  • the filter capacitor 5 is provided on the DC output side of the converter 3 and removes noise from the output of the converter 3 to smooth the intermediate link voltage.
  • the main motor 6 receives a three-phase alternating current from the inverter 4 and drives the electric vehicle.
  • the auxiliary power supply device 7 is connected to the intermediate DC circuit and is a power source that supplies power to lighting, air conditioning, and the like.
  • the inverter 4 outputs power corresponding to the speed of the electric vehicle regardless of the intermediate link voltage.
  • the intermediate link voltage command generator 8 generates an intermediate link voltage command Vd * according to the rotor frequency FM (corresponding to the vehicle speed) of the main motor 6.
  • the converter control unit 9 is a converter control unit that generates a gate pulse signal that actually drives the main circuit element of the converter 3 according to the voltage command Vd *.
  • the inverter control unit 10 receives the rotor frequency FM of the main motor 6 and controls the inverter 4.
  • the propulsion control device includes a converter 3, an inverter 4, a filter capacitor 5, a voltage command generation table 8, a converter control unit 9, and an inverter control unit 10.
  • the converter controller 9 receives the voltage command Vd * from the intermediate link voltage command generator 8 and operates as follows, for example. First, converter control unit 9 calculates a converter voltage command value such that the intermediate link voltage matches voltage command Vd * received from intermediate link voltage command generation unit 8.
  • the converter control unit 9 generates a gate pulse signal for driving the main circuit element of the converter 3 based on the voltage command value, and controls the converter 3 by sending the gate pulse signal to the converter 3. Thereby, the output of converter 3 is controlled so that intermediate link voltage Vd matches voltage command Vd *.
  • a converter control unit of a conventional power conversion system for an AC electric vehicle normally controls the converter 3 so as to keep the intermediate link voltage constant.
  • the converter control unit 9 of the power conversion system according to Embodiment 1 of the present invention generates a gate pulse signal corresponding to the voltage command Vd * because it changes depending on the vehicle speed, as will be described later.
  • Converter 3 is controlled to change intermediate link voltage Vd according to the vehicle speed.
  • the cooling method of the auxiliary power supply device 7 in Embodiment 1 of the present invention is a self-ventilation method.
  • the main circuit element of the auxiliary power supply device 7 is provided on the heat conducting plate, and a heat radiating fin is connected to the heat conducting plate. Heat generated in the main circuit element is transferred from the heat conducting plate to the heat radiating fins, and is radiated from the heat radiating fins to the atmosphere, thereby cooling.
  • the cooling capacity of this cooler is the lowest when the vehicle is stopped when the traveling wind cannot be expected because the strength of the traveling wind depends on the vehicle speed, so that the cooling speed decreases. Therefore, in order to guarantee the cooling capacity under the worst condition, the cooling design of the main circuit element of the auxiliary power supply device 7 is performed using the no-wind state when the vehicle is stopped as a design condition.
  • As a method for improving the cooling capacity it is conceivable to increase the size of the entire cooling device. However, as the size increases, the weight of the cooling device increases, and a larger space needs to be secured. Also, the cost of the cooler increases.
  • FIG. 2 is a graph showing an example of the relationship between the input voltage of the auxiliary power supply device 7 and the inverter loss in the main circuit element of the auxiliary power supply device 7.
  • the horizontal axis represents the input voltage of the auxiliary power supply device 7
  • the vertical axis represents the inverter loss in the main circuit element of the auxiliary power supply device 7.
  • the input voltage of the auxiliary power supply 7 when the input voltage of the auxiliary power supply 7 is lowered, the inverter loss in the main circuit element can be reduced.
  • the input voltage of the auxiliary power supply device 7 cannot be simply reduced, and the generated loss cannot be reduced.
  • the generation loss of the main circuit element of the auxiliary power supply device 7 is reduced by changing the intermediate link voltage according to the vehicle speed.
  • FIG. 3 is a graph showing the relationship between the vehicle speed, the output tensile force (a), and the output voltage (b) in a general main converter including the main converter according to the first embodiment.
  • the horizontal axis represents the vehicle speed
  • the curve (a) represents the output tensile force of the main motor 6
  • the curve (b) represents the output voltage of the inverter 4 of the main converter.
  • the high speed side from the point A is a CVVF (Constant Voltage Variable Frequency) region
  • VVVF Very Voltage Variable Frequency
  • the vehicle speed at point A is called the VVVF end speed.
  • the CVVF region is a region where the inverter 4 is operated at the maximum modulation rate so that the main motor 6 outputs a predetermined performance, and the output voltage of the inverter 4 is constant regardless of the vehicle speed. Changing the intermediate link voltage in this region is equivalent to changing the output voltage of the inverter 4 and is not acceptable.
  • the VVVF region region where the vehicle speed is equal to or lower than the VVVF terminal velocity
  • the modulation rate of the inverter 4 is made variable to control the output voltage of the inverter 4, and the output voltage of the inverter 4 according to the vehicle speed. Changes. Since the intermediate link voltage can be changed in this region, there is room for changing the intermediate link voltage.
  • FIG. 4 is a graph showing the relationship between the vehicle speed and the intermediate link voltage.
  • the horizontal axis is the vehicle speed, and the vertical axis is the intermediate link voltage.
  • 21 indicates an asynchronous mode of inverter modulation
  • 22 indicates a synchronous mode.
  • VVVF region there is room for changing the intermediate link voltage, but how to change it is determined under the following conditions.
  • the output modulation rate of the inverter 4 in the VVVF region has an upper limit determined according to the modulation mode (pulse mode) (for example, 0.8 to 0.9 in the asynchronous mode and 0.98 to 0.99 in the synchronous mode).
  • the intermediate link voltage has a lower limit for outputting the output voltage (b) shown in FIG. An example of this lower limit is shown by a curve (b) in FIG.
  • the intermediate link voltage can be controlled in the region 20 as shown by the oblique lines in FIG.
  • FIG. 5 is a configuration diagram showing the configuration of the inverter control unit 10.
  • the frequency FM is input from the main motor 6 to the output voltage calculation unit 11 shown in FIG. In the VVVF region, the output voltage calculation unit 11 to which the rotor frequency FM is input calculates the output voltage of the inverter 4 along the proportional straight line in FIG. 3, and outputs the output voltage.
  • the correction amount calculation unit 12 calculates the correction amount based on the output current command and the output current feedback, and outputs the correction amount.
  • the adder 13 adds the output voltage from the output voltage calculator 11 and the correction amount from the correction amount calculator 12 and outputs the added value to the quotient unit 14.
  • the commercial calculation unit 14 divides the addition value from the addition unit 13 by the actual detection value of the intermediate link voltage Vd to calculate the output modulation rate, and controls the output voltage of the inverter 4 so as to be the output modulation rate. .
  • FIG. 6 is a graph showing the relationship between the vehicle speed and the converter input current in a general main converter including the main converter according to the first embodiment.
  • the horizontal axis represents the vehicle speed, and the curve represents the converter input current.
  • the product of the intermediate link voltage Vd and the converter output current Id is a constant value.
  • each part such as a conductor or a terminal is designed on the assumption that the converter output current Id in the constant power region 23 is the maximum value of the converter output current Id. Can not. Therefore, in general, the intermediate link voltage Vd cannot be lowered in the constant power region 23.
  • FIG. 7 shows an example of the intermediate link voltage command generation unit 8 according to the first embodiment of the present invention.
  • the horizontal axis is the vehicle speed
  • the vertical axis is the intermediate link voltage.
  • the intermediate link voltage command generation unit 8 is set so that the intermediate link voltage becomes low at a low speed / stop.
  • FIG. 8 is a graph showing an example of generation loss and temperature rise of the main circuit element of the auxiliary power supply device 7.
  • the horizontal axis is the inverter loss of the main circuit element of the auxiliary power supply device 7, and the vertical axis is the temperature rise value.
  • the straight line (a) does not increase the size of the cooler and the vehicle speed is low
  • the straight line (b) does not increase the size of the cooler and the vehicle speed is high
  • the straight line (c) increases the size of the cooler and the vehicle.
  • the straight line (d) is the same size as the straight line (c)
  • the vehicle speed is the same speed (high speed) as the straight line (b). The operation of each is shown.
  • the broken line (e) shows the inverter loss line at the operating point B in FIG. 2, and the broken line (f) shows the inverter loss line at the operating point A in FIG.
  • a dotted line (g) indicates a limit line of the temperature rise of the main circuit element.
  • the temperature rise value is higher for the same inverter loss at low speed than at high speed.
  • the temperature rise value cannot satisfy the limit line (g) at a low speed with a small cooler as indicated by the straight line (a).
  • the size of the cooler was increased, and the operation as indicated by the straight line (c) had to be performed.
  • the operating point A in FIG. 2 is controlled by the main converter so as to become the operating point B in FIG.
  • the speed is low, it can be made below the limit line (g) by a small cooler, and it is not necessary to enlarge the cooler.
  • the propulsion control device is a cooling system for the main circuit semiconductor of the auxiliary power supply device 7 in the power conversion system configured to connect the auxiliary power supply device 7 to the intermediate link connection portion of the main conversion device.
  • the generation loss of the main circuit element of the auxiliary power supply device 7 can be reduced.
  • the temperature rise in the case of the auxiliary power supply device 7 can be reduced, and the reliability of the parts can be improved and the life can be extended.
  • the rotor frequency FM of the main motor 6 is used as the vehicle speed information, but other information corresponding to the vehicle speed may be used instead. For example, you may use the axle rotation speed used with the security device of a T trolley

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Inverter Devices (AREA)

Abstract

Dans des configurations dans lesquelles un dispositif formant générateur auxiliaire d'électricité est relié au circuit de liaison intermédiaire d'un dispositif de conversion principal, la tension de liaison intermédiaire, qui est la tension d'entrée du dispositif formant générateur auxiliaire d'électricité, dépend du dispositif de conversion primaire (appareil primaire) et est réglée sur une haute tension, et des pertes provoquées dans l'élément de circuit primaire du dispositif formant générateur auxiliaire d'électricité deviennent importantes; en conséquence, il est nécessaire d'augmenter une unité de refroidissement. Par conséquent, l'unité de refroidissement est rendue plus petite et plus légère par la réduction des pertes se produisant dans l'élément de circuit primaire du dispositif formant générateur auxiliaire d'électricité pendant les moments de faible vitesse et d'arrêt du véhicule, qui sont les moments pendant lesquels la capacité de refroidissement diminue, par les temps de reconnaissance du dispositif de conversion primaire de faible vitesse et d'arrêt du véhicule par une surveillance de la vitesse du véhicule, puis par la modification de la tension de liaison intermédiaire en réponse à la vitesse du véhicule.
PCT/JP2009/006692 2009-12-08 2009-12-08 Dispositif de commande de propulsion Ceased WO2011070609A1 (fr)

Priority Applications (12)

Application Number Priority Date Filing Date Title
CA2783782A CA2783782C (fr) 2009-12-08 2009-12-08 Dispositif de commande de propulsion
MX2012006479A MX2012006479A (es) 2009-12-08 2009-12-08 Aparato de control de propulsion.
JP2011544976A JP4973813B2 (ja) 2009-12-08 2009-12-08 推進制御装置
RU2012128453/11A RU2502614C1 (ru) 2009-12-08 2009-12-08 Устройство управления силовой установкой
CN200980162779.4A CN102639354B (zh) 2009-12-08 2009-12-08 推进控制装置
US13/511,705 US8738208B2 (en) 2009-12-08 2009-12-08 Propulsion control apparatus
EP09852007.5A EP2511123B1 (fr) 2009-12-08 2009-12-08 Dispositif de commande de propulsion
AU2009356390A AU2009356390B9 (en) 2009-12-08 2009-12-08 Propulsion control device
ES09852007.5T ES2573334T3 (es) 2009-12-08 2009-12-08 Aparato de control de propulsión
PCT/JP2009/006692 WO2011070609A1 (fr) 2009-12-08 2009-12-08 Dispositif de commande de propulsion
KR1020127010542A KR101387092B1 (ko) 2009-12-08 2009-12-08 추진 제어 장치
ZA2012/02643A ZA201202643B (en) 2009-12-08 2012-04-12 Propulsion control apparatus

Applications Claiming Priority (1)

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PCT/JP2009/006692 WO2011070609A1 (fr) 2009-12-08 2009-12-08 Dispositif de commande de propulsion

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EP (1) EP2511123B1 (fr)
JP (1) JP4973813B2 (fr)
KR (1) KR101387092B1 (fr)
CN (1) CN102639354B (fr)
AU (1) AU2009356390B9 (fr)
CA (1) CA2783782C (fr)
ES (1) ES2573334T3 (fr)
MX (1) MX2012006479A (fr)
RU (1) RU2502614C1 (fr)
WO (1) WO2011070609A1 (fr)
ZA (1) ZA201202643B (fr)

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JP2015084621A (ja) * 2013-10-25 2015-04-30 株式会社東芝 電気機関車の電力変換装置
JP2015159646A (ja) * 2014-02-21 2015-09-03 トヨタ自動車株式会社 モータ制御システム
WO2017056515A1 (fr) * 2015-10-02 2017-04-06 株式会社東芝 Dispositif de conversion de puissance pour ligne de chemin de fer
JP2021170922A (ja) * 2020-04-13 2021-10-28 トランスポーテーション アイピー ホールディングス，エルエルシー 電力供給のシステムおよび方法

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JP2016010306A (ja) * 2014-06-26 2016-01-18 株式会社東芝 電力変換装置および車両用制御装置
JP6672017B2 (ja) * 2016-03-03 2020-03-25 株式会社東芝 電気車制御装置
JP2019118245A (ja) * 2017-12-27 2019-07-18 日本電産トーソク株式会社 モータ制御装置

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WO2014136220A1 (fr) * 2013-03-06 2014-09-12 三菱電機株式会社 Dispositif de conversion principal pour véhicule électrique
JP5968518B2 (ja) * 2013-03-06 2016-08-10 三菱電機株式会社 電気車用主変換装置
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JP2015084621A (ja) * 2013-10-25 2015-04-30 株式会社東芝 電気機関車の電力変換装置
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WO2017056515A1 (fr) * 2015-10-02 2017-04-06 株式会社東芝 Dispositif de conversion de puissance pour ligne de chemin de fer
JP2017070169A (ja) * 2015-10-02 2017-04-06 株式会社東芝 鉄道用電力変換装置
JP2021170922A (ja) * 2020-04-13 2021-10-28 トランスポーテーション アイピー ホールディングス，エルエルシー 電力供給のシステムおよび方法
JP7337116B2 (ja) 2020-04-13 2023-09-01 トランスポーテーション アイピー ホールディングス，エルエルシー 電力供給のシステムおよび方法
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KR101387092B1 (ko) 2014-04-18
CA2783782A1 (fr) 2011-06-16
EP2511123A4 (fr) 2013-05-29
US20120296507A1 (en) 2012-11-22
KR20120060898A (ko) 2012-06-12
AU2009356390A1 (en) 2012-07-26
MX2012006479A (es) 2012-07-30
US8738208B2 (en) 2014-05-27
CN102639354A (zh) 2012-08-15
EP2511123B1 (fr) 2016-04-27
AU2009356390B2 (en) 2013-08-15
CN102639354B (zh) 2014-10-15
JP4973813B2 (ja) 2012-07-11
ZA201202643B (en) 2013-06-26
AU2009356390B9 (en) 2014-02-27
EP2511123A1 (fr) 2012-10-17
CA2783782C (fr) 2015-03-31
JPWO2011070609A1 (ja) 2013-04-22
RU2502614C1 (ru) 2013-12-27
ES2573334T3 (es) 2016-06-07

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