JP2002291103A - Current shunt control device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To store all or a part of regenerative energy that cannot be returned to a power source among all regenerative energy in another power source, supply the same, and efficiently use regenerative energy from a motor. And a current shunt control device capable of performing the following. SOLUTION: The current shunt control device of the present invention includes a main power supply unit 11 for supplying DC power, a sub-power supply 15 for storing and supplying DC power, and motors 13 and 14 for driving wheels 17 by supplying AC power. And converts the DC power supplied from the main power supply 11 into an AC power, converts the master inverter 12 supplied to the motors 13 and 14, and converts all or a part of the regenerative power generated by the motors 13 and 14 into a DC power. A master inverter 12 and a slave inverter 16
Are connected on the AC circuit side.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a current shunt control device for controlling regenerative electricity from an electric motor to an inverter used in electric vehicles such as railway vehicles and electric vehicles. In particular, the present invention relates to a current shunt control device capable of effectively storing regenerative electricity from a motor to an inverter.

[0002]

2. Description of the Related Art Conventionally, a current shunt system or the like is generally used for starting a general-purpose three-phase AC motor. This current shunting method is a method of switching the winding of a three-phase AC motor to a delta (Δ) connection or a star (Y) connection. When the winding of the three-phase AC motor is a star (Y) connection, The starting current and the starting torque are １ ／ of the case of the delta (Δ) connection.

FIG. 9 shows a parallel inverter power supply system using a conventional three-phase AC induction motor. This conventional parallel inverter power supply system includes a power supply 91A serving as a power supply source,
91B, inverters 92A and 92B that convert DC power supplied from the power supplies 91A and 91B into AC, and a three-phase AC induction motor that supplies an AC power from the inverters 92A and 92B and drives an electric vehicle ( Less than,
93A, 94A, 93B, 9
4B, and the A-system circuit and the B-system circuit are connected on the DC circuit side (power supplies 91A, 91B and inverter 92).
A, 92B).

In FIG. 9, when the system A operates as an electric brake, regenerative power (regeneration energy) is generated from the electric motors 93A and 94A on the inverter 92A side.
In the inverter 92A, the regenerative power generated from the electric motors 93A and 94A is converted into a DC current by the inverter 92A and output to the power supply 91A (DC side). Power supply 91
The DC current output to the A side is output to the DC side of the B system. On the B side, the DC power supplied from the A side is used, and the DC power is converted by an inverter 92B into an AC.
B and 94B are driven.

FIG. 10 shows a motor torque τ from the conventional star (Y) -connected motors 93A and 94A to wheels (not shown), a motor current I, and a motor terminal voltage MMV.
FIG. 5 is a diagram showing a relationship between the vehicle speed V and a vehicle speed V; Here, FIG.
Shows the relationship among the motor torque τ from the motors 93A and 94A, the motor current I, the motor terminal voltage MMV of the AC voltage supplied from the inverter 92A, and the vehicle speed V.

FIG. 11 shows a motor torque τ from the conventional delta (Δ) -connected motors 93A and 94A to wheels (not shown), a motor current I, and a motor terminal voltage MMV.
FIG. 5 is a diagram showing a relationship between the vehicle speed V and a vehicle speed V; Here, FIG.
Shows the relationship among the motor torque τ from the motors 93A and 94A, the motor current I, the motor terminal voltage MMV of the AC voltage supplied from the inverter 92A, and the vehicle speed V.

FIG. 12 shows a motor torque τ from the conventional delta (Δ) -connected motors 93A and 94A to wheels (not shown), a motor current I, and a motor terminal voltage MMV.
FIG. 5 is a diagram showing a relationship between the vehicle speed V and a vehicle speed V; Here, FIG.
Shows the relationship among the motor torque τ from the motors 93A and 94A, the motor current I, the motor terminal voltage MMV of the AC voltage supplied from the inverter 92A, and the vehicle speed V. The motor current I is controlled at a constant current of I0 [A].

As described above, in the conventional parallel inverter power supply system, when regenerative power is generated in a certain circuit, the regenerative power is converted into direct current and supplied to another circuit or battery.

[0009]

However, in the above-described conventional parallel inverter power supply system, when the regenerative power from the motor side is large and this current exceeds the current capacity of a power converter (not shown) of the inverter. Cannot recover and use or store all regenerative power (regeneration energy) exceeding this limit value.

[0010] Further, when there is a voltage limitation (inverter input terminal voltage limitation) on the DC circuit side, power exceeding this voltage limitation cannot be recovered and used or stored on the DC circuit side.

That is, when a regenerative power exceeding the limit value of the current capacity of the power converter (not shown) of the inverter or the voltage limit value on the DC circuit side is generated, all the regenerative power is recovered and used or stored. As a result, the entire regenerative energy could not be used effectively.

Therefore, in view of the above, it is an object of the present invention to store all or a part of regenerative energy that cannot be returned to a power source out of all regenerative energy in another power source (battery), It is an object of the present invention to provide a current shunt control device that can supply power from a (battery) and efficiently use regenerative energy from an electric motor.

[0013]

In order to solve the above problems, a current shunt control device according to the present invention is a current shunt control device used for an electric vehicle such as a railway vehicle or an electric vehicle, and supplies DC current. A main power supply, a sub-power supply for storing and supplying DC power, an AC motor driven by AC power, a master inverter for converting DC power supplied from the main power supply to AC power, and supplying the AC power to the AC motor; A slave inverter that converts AC regenerated electricity regenerated from the electric motor into DC electricity and stores the DC electricity in the sub power supply, wherein the master inverter and the slave inverter are connected on the AC side.

Here, the master inverter sends a command value to the slave inverter based on the value of regenerated electricity regenerated from the AC motor and the speed value of the electric vehicle, and the slave inverter sends the command value from the master inverter to the slave inverter. It is preferable that regenerative electricity regenerated from the AC motor is converted into DC electricity based on the voltage of the sub power supply and stored in the sub power supply.

The slave inverter converts the regenerative electric power regenerated from the AC motor into DC electric power based on the value of the regenerative electric power regenerated from the AC motor, the voltage of the sub power supply, and the speed value of the electric vehicle. And accumulate in the sub power supply,
You may do so.

Further, the master inverter generates an interrupt command to the slave inverter based on the speed value of the electric vehicle, and the slave inverter responds to the interrupt command from the master inverter to generate regenerative electric power regenerated from the AC motor. , The voltage of the sub power supply, and the speed value of the electric vehicle, the regenerative power regenerated from the AC motor may be converted to DC power and stored in the sub power supply.

According to the current shunt control device described above, since the master inverter and the slave inverter are connected on the AC circuit side, they are limited to the limit value of the current capacity of the power converter of the inverter and the voltage limit value on the DC circuit side. Instead, the regenerative energy from the electric motor can be used efficiently.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a current shunt control device used for a railway vehicle, an electric vehicle, and the like according to the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing one embodiment of a current shunt control device used for a railway vehicle or the like. In FIG. 1, a current shunt control device according to the present invention includes a main power supply unit 11 for supplying DC power, and a sub-power supply 15 for storing and supplying DC power.
And a three-phase AC motor (hereinafter, also simply referred to as “motor”) 13, 14 that drives wheels 17 by supplying AC power.
And converts the DC power supplied from the main power supply 11 into an AC power, converts the master inverter 12 to supply the motors 13 and 14, and converts all or a part of the regenerative power generated by the motors 13 and 14 into a DC power. And a slave inverter 16 that accumulates the data in the sub power supply 15.
2 and the slave inverter 16 are connected on the AC circuit side (between each of the inverters 12 and 16 and the electric motors 13 and 14).

Here, the main power supply unit 11 includes an overhead wire 11a for supplying DC power to the vehicle, a pantograph 11b, a filter capacitor 11c, a battery (not shown) for storing or supplying power, and a DC for generating electricity. A generator (not shown), an AC generator (not shown), and an AC / DC (AC / DC) converter (not shown) connected thereto are provided.

Here, the master inverter 12 and the slave inverter 16 are, for example, PWM (Pulse Width Mo).
It is preferable to use a power conversion device that converts direct current to alternating current by dulation) control. Further, inverters 12 and 16 using the PWM control (pulse width modulation control) include:
PWM control (pulse width modulation control) VVVF (VariableVo
ltage Variable Frequency) Inverters should be used. This PWM control (pulse width modulation control) VVVF (variable voltage variable frequency) inverter outputs positive or negative two-level or three-level pulse voltage by PWM control (pulse width modulation control), and sets a target amplitude and frequency as an average voltage. You can get the AC voltage you have.

According to the current shunt control device used in a railway vehicle or the like of the present invention shown in FIG. 1, the DC voltage is supplied to the pantograph 11b provided in the electric vehicle of the main power supply unit 11.
Through an overhead line 11a, a battery (not shown), a DC generator (not shown), an AC / DC converter connected to an AC generator (not shown), and the like. The input DC voltage is converted into an AC voltage by a master inverter 12 which is a DC / AC converter. The AC voltage converted by master inverter 12 is supplied to motors 13 and 14 whose windings are connected by delta (Δ) connection (not shown) or star (Y) connection (not shown), and motor current I Is entered as The motors 13 and 14 generate a motor torque τ according to the input motor current I, and drive the wheels 17 with the motor torque τ to travel the vehicle.

Here, the vehicle is brake-controlled and the electric motor 13 is controlled.
When the motor 14 operates as an electric brake,
Regenerative power (regenerative energy) is generated from 14 on the inverter side. At this time, in the master inverter 12, the input current is limited so as not to exceed the current capacity (current limit value) of the power converter (not shown). Also, on the inverter input terminal side, the applied voltage is limited so as not to exceed the voltage limit value.

Therefore, the regenerative power generated from the motors 13 and 14 is converted from an AC voltage to a DC voltage by the master inverter 12 within a range not exceeding the current limit value and the voltage limit value, and is regenerated from the pantograph 11b to the overhead line 11a. Is done.

On the other hand, of the regenerative power generated from the motors 13 and 14, the regenerative power exceeding the current limit value or the voltage limit value is input to the slave inverter 16, and is converted from the AC voltage to the DC voltage by the slave inverter 16. Are stored in the sub power supply 15 which is a battery. Here, the limit value of the regenerative power that can be processed by the slave inverter 16 is determined by the power converter (not shown) of the slave inverter 16.
And the voltage capacity value of the sub power supply 15.

In this manner, the voltage regenerated from the pantograph 11b to the overhead wire 11a is supplied to and used by another vehicle, and the power supply voltage stored in the battery 11c and the sub power supply 15 is used during powering of the vehicle. Can be used.

As described above, according to the current shunt control device of the present invention, even if regenerative power exceeding the current limit value of the power converter (not shown) or the voltage limit value on the inverter input terminal side is generated, The power supply unit 11 can absorb the regenerative power within these limits, and the regenerative power exceeding the limit is processed and absorbed / stored in the slave inverter 16 side. Exceeds the limit value on the master inverter 12 side, the excess can be absorbed and accumulated within the limit value on the slave inverter 16 side.

In the present invention, the motors 13, 1
4 can be switched seamlessly between the star (Y) connection (not shown) and the delta (Δ) connection (not shown).

FIGS. 2 to 5 show an electric motor 1 by seamless Y-.DELTA. Switching in the current shunt control device of the present invention.
FIG. 6 is a diagram showing a relationship among a motor torque τ from 3, 14 to a wheel 17, a motor current I, a motor terminal voltage MMV, and a vehicle speed V. The torque curve shown in FIG. 2 shows a case where the current is limited (constant current limit I0). Also, FIG.
This shows a case where the current is limited (constant current limit I0), but the rise in voltage is acceptable (motor terminal voltage MMV is equal to or higher than MMV0). FIG. 4 shows a case where the current can be increased and the limit value of the motor terminal voltage MMV is set to MMV0. FIG. 5 shows that the limit value of the motor terminal voltage MMV is MMV0.
And the electric torque τ is kept constant.

According to the current shunt control device of the present invention as described above, in any of the patterns shown in FIGS. 2 to 5, the regenerative power is efficiently absorbed and stored and stored.
Can be used.

FIGS. 6 to 8 show specific examples of the current shunt control device of the present invention. FIG. 6 shows a master-slave method. In FIG. 6, the electric motors 13, 14
When regenerative power (I_motors) is generated from
Master-side regenerative power (I_master), which is a part of regenerative power (I_motors) within the range of the limit value, is input to master inverter 12, and slave-side inverter 16 receives the regenerative power (I_motors) from the master-side regenerative power. The slave-side regenerative power (I_slave) obtained by subtracting (I_master) is input (“I_slave” = “I_motors” − “I_slave”).
master "). Note that the slave side regenerative power (I_
If “save” exceeds the current limit value of the slave inverter 16 and the allowable capacity of the sub power supply 15, the limit value is reached.

The master inverter 12 detects a master-side current value (current phase) corresponding to the master-side regenerative power (I_master) by current feedback (current phase detection). The master inverter 12 monitors the voltage (filter capacitor voltage) of the filter capacitor 11c of the main power supply unit 11. In addition, wheels 17
, The speed information of the vehicle is obtained from the rotational drive frequency of, and a slave side current value (current phase) having a value corresponding to the slave side regenerative power (I_slave) is detected by current feedback (current phase detection).

The master inverter 12 generates a master-side regenerative power (I_ma) based on the detected master-side current value, filter capacitor voltage, speed information, and slave-side current value.
ster) is converted into a DC voltage and output to the main power supply 11 side. At the same time, the detected master-side current value, filter capacitor voltage, speed information,
Based on the slave side current value, the slave inverter 16
(I_slave command value) is transmitted to the slave inverter 16. Where I_slave
The command value can include information on the current phase.

In the slave inverter 16, I_sla
Based on the ve command value and the battery voltage value of the sub power supply 15, an AC voltage corresponding to the slave side regenerative power (I_slave) is converted into a DC voltage and stored in the sub power supply 15.

As described above, the regenerative power (I_motors) generated from the electric motors 13 and 14 is within a range not exceeding the current limit value and the voltage limit value (I_master).
Then, the AC voltage is converted into a DC voltage by the master inverter 12, and is regenerated from the pantograph 11b to the overhead wire 11a.

On the other hand, of the regenerative power generated from the motors 13 and 14, the regenerative power (I_slave) exceeding the current limit value or the voltage limit value is input to the slave inverter 16, and the slave inverter 16 converts the AC voltage to the DC voltage. And stored in the sub power supply 15 which is a battery. Here, the limit value of the regenerative power (I_slave) that can be processed by the slave inverter 16 is determined by the current capacity (current limit value) of the power converter (not shown) of the slave inverter 16 and the voltage capacity value of the sub power supply 15. .

FIG. 7 shows an autonomous decentralized system. In FIG. 7, when regenerative power (I_motors) is generated from electric motors 13 and 14, master inverter 12 supplies regenerative power (I_m) within the range of the limit value.
otors), the regenerative power on the master side (I_m)
master), and the slave inverter 16 receives the slave regenerative power (I_slave) obtained by subtracting the master regenerative power (I_master) from the regenerative power (I_motors) (“I_slav”).
e) = "I_motors"-"I_maste"
r "). Note that the slave side regenerative power (I_slav
If e) exceeds the current limit value of the slave inverter 16 or the allowable capacity of the sub power supply 15, the limit value is reached.

The master inverter 12 detects a master-side current value (current phase) corresponding to the master-side regenerative power (I_master) by current feedback (current phase detection). The master inverter 12 monitors the voltage (filter capacitor voltage) of the filter capacitor 11c of the main power supply unit 11. In addition, wheels 17
The vehicle speed information is obtained from the rotational drive frequency of the vehicle.

The master inverter 12 operates according to a predetermined speed pattern based on the speed information, and based on the detected master-side current value, filter capacitor voltage, speed information, and slave-side current value, the master-side regenerative power (I_m).
(A.) is converted into a DC voltage and output to the main power supply 11 side.

The slave inverter 16 detects a slave side current value (current phase) corresponding to the slave side regenerative power (I_slave) by current feedback (current phase detection). In addition, speed information of the vehicle is obtained from the rotational drive frequency of the wheels 17. Then, an operation is performed in accordance with a predetermined speed pattern based on the speed information, and an AC voltage corresponding to the slave regenerative power (I_slave) is converted into a DC voltage based on the slave side current value and the battery voltage value of the sub power supply 15. And accumulates in the sub power supply 15.

As described above, the regenerative power (I_motors) generated from the electric motors 13 and 14 is within a range not exceeding the current limit value and the voltage limit value (I_master).
Then, the AC voltage is converted into a DC voltage by the master inverter 12, and is regenerated from the pantograph 11b to the overhead wire 11a.

On the other hand, of the regenerative power generated from the motors 13 and 14, the regenerative power (I_slave) exceeding the current limit value or the voltage limit value is input to the slave inverter 16, and the slave inverter 16 converts the AC voltage to the DC voltage. And stored in the sub power supply 15 which is a battery. Here, the limit value of the regenerative power (I_slave) that can be processed by the slave inverter 16 is determined by the current capacity (current limit value) of the power converter (not shown) of the slave inverter 16 and the voltage capacity value of the sub power supply 15. .

FIG. 8 shows an interrupt operation method. The control method of the regenerative power in FIG. 8 normally operates by the autonomous decentralized method described with reference to FIG. In FIG. 8, when a predetermined event such as the slipping of the wheels 17 occurs during the operation of the autonomous decentralized system, the master inverter 12 shifts to the slave inverter 16.
Generates an interrupt signal. Upon receiving the interrupt signal, the slave inverter 16 controls the regenerative power according to the type of the interrupt signal without interlocking with the predetermined speed pattern.

According to the interrupt operation method shown in FIG. 8, the energy recovery operation can be performed on the slave side with respect to the electric motors 13 and 14 that are being revised, so that the sliding re-adhesion control can be performed.

In this way, the voltage stored in the sub power supply 15 is supplied to the motors 13 and 14 via the slave inverter 16 when the power from the main power supply 11 is insufficient during power running.
Power assisted.

The current shunt control device according to the present invention has been described above. However, during regeneration to the slave side, a high-power operation is performed by performing a converter operation in a phase-synchronized state with the regenerative voltage or regenerative current to the main power supply 11. Energy recovery at a high rate.

Further, the motors 13, 14 are provided from the main power supply 11 side.
When the assist power is supplied from the sub power supply 15 at the time of power supply to the sub power supply 15, the slave inverter 16 of the sub power supply 15 is operated in the same phase as the voltage of the main power supply 11 so that the voltage of the same phase is supplied to the motors 13 and 14. Can be applied.

Further, by shifting the phase or frequency of the voltage or current of the master inverter 12 and the slave inverter 16, high-frequency current can be applied to the motors 13 and 14. This makes it possible to cope with an electric motor that actively uses high-frequency torque.

Further, by applying a high-frequency current, the motor 1
The sensorless startup and restart of 3, 14 are facilitated. Further, the slave inverter 1 absorbs high-frequency components of the motor current to prevent output torque pulsations of the motors 13 and 14.
6 can be performed.

[0050]

According to the current shunt control device of the present invention described above, even if regenerative power exceeding the current limit value of the power converter or the voltage limit value on the inverter input terminal side is generated, the motor speed is high. Even if the induced voltage is high or the motor current value is greater than the inverter design operating value, the main power supply can absorb the regenerative power within these limits. The regenerative power generated by the motor exceeds the limit value on the master inverter side, so the excess power is absorbed and stored within the limit value on the slave inverter side. can do.

[Brief description of the drawings]

FIG. 1 is a diagram showing one embodiment of a current shunt control device used in a railway vehicle, an electric vehicle, or the like of the present invention.

FIG. 2 is a diagram showing a relationship among a motor torque τ from a motor to wheels by seamless Y-Δ switching, a motor current I, a motor terminal voltage MMV, and a vehicle speed V in the current shunt control device of the present invention. .

FIG. 3 is a diagram showing a relationship among a motor torque τ from a motor to wheels by seamless Y-Δ switching, a motor current I, a motor terminal voltage MMV, and a vehicle speed V in the current shunt control device of the present invention. .

FIG. 4 is a diagram showing a relationship among a motor torque τ from a motor to wheels by seamless Y-Δ switching, a motor current I, a motor terminal voltage MMV, and a vehicle speed V in the current shunt control device of the present invention. .

FIG. 5 is a diagram showing a relationship among a motor torque τ from a motor to wheels by seamless Y-Δ switching, a motor current I, a motor terminal voltage MMV, and a vehicle speed V in the current shunt control device of the present invention. .

FIG. 6 is a diagram showing a specific example of a current shunt control device of the present invention.

FIG. 7 is a diagram showing a specific example of the current shunt control device of the present invention.

FIG. 8 is a diagram showing a specific example of the current shunt control device of the present invention.

FIG. 9 shows a parallel inverter power supply system using a conventional three-phase AC induction motor.

FIG. 10 is a diagram showing a relationship among a motor torque τ from a conventional star (Y) -connected motor to wheels, a motor current I, a motor terminal voltage MMV, and a vehicle speed V.

FIG. 11 is a diagram showing a relationship among a motor torque τ from a conventional delta (Δ) -connected motor to wheels, a motor current I, a motor terminal voltage MMV, and a vehicle speed V.

FIG. 12 is a diagram showing a relationship among a motor torque τ from a conventional delta (Δ) -connected motor to wheels, a motor current I, a motor terminal voltage MMV, and a vehicle speed V.

[Explanation of symbols]

11 Main Power Supply Unit 11a Overhead Wire 11b Pantograph 11c Filter Capacitor 12 Master Inverter 13, 14, 93A, 93B, 94A, 94B Three-Phase AC Motor 15 Sub Power Supply 16 Slave Inverter 91A, 91B Power Supply 92A, 92B Inverter

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Takamitsu Yamamoto 2-8-8 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Asaki 2-8-8 Hikaricho, Kokubunji-shi, Tokyo 38 F-term in the Railway Technical Research Institute (Reference) 5H030 AA03 AA04 AS08 BB01 BB21 FF43 FF44 FF51 5H115 PA11 PG01 PG04 PI02 PI16 PU08 PV10 QI04 RB22 RB25 TB01 TI05 TO13 5H576 AA01 BB02 BB04 H05

Claims (4)

[Claims] 1. A current shunt control device used in an electric vehicle such as a railway vehicle or an electric vehicle, comprising: a main power supply for supplying DC power; a sub-power supply for storing and supplying DC power; An AC motor that converts the DC electricity supplied from the main power supply into the AC electricity, and supplies a master inverter to the AC motor; and converts the AC regenerated electricity regenerated from the AC motor into DC electricity. And a slave inverter that accumulates in the sub power supply, wherein the master inverter and the slave inverter are connected on the AC side. 2. The master inverter sends a command value to the slave inverter based on a value of the regenerative electricity regenerated from the AC motor and a speed value of the electric vehicle, and the slave inverter controls the master inverter. The regenerative electricity regenerated from the AC motor is converted to DC electricity based on the command value from the inverter and the voltage of the sub power supply, and is stored in the sub power supply. Current shunt control device. 3. The slave inverter regenerated from the AC motor based on a value of the regenerated electricity regenerated from the AC motor, a voltage of the sub power supply, and a speed value of the electric vehicle. The current shunt control device according to claim 1, wherein regenerative electricity is converted into DC electricity and stored in the sub power supply. 4. The master inverter generates an interrupt command to the slave inverter based on a speed value of the electric vehicle, and the slave inverter responds to the AC signal according to the interrupt command from the master inverter. Converting the regenerative electric power regenerated from the AC motor into DC electric power based on the value of the regenerative electric power regenerated from the electric motor, the voltage of the sub power supply, and the speed value of the electric vehicle; The current shunt control device according to claim 1, wherein the current is shunted.