JP2010035373A - Railway-vehicle drive control device - Google Patents

Abstract

A railway vehicle drive control device capable of starting while preventing a transient current and a torque shock of a permanent magnet type synchronous motor when a power conversion means is started from a state where the railway vehicle is running inertially. provide.
An apparatus according to the present invention includes a first power conversion circuit start command for starting an ON / OFF operation of a switching element of a first power conversion circuit, and a first power conversion circuit start command when the power conversion means starts operation. The second power conversion circuit start command for starting the ON / OFF operation of the switching element of the second power conversion circuit 22 and the output of the DC voltage detection means are inputted, and the target value of the output voltage of the first power conversion circuit is inputted. A certain DC voltage command value is calculated, and the first power conversion circuit start command, the second power conversion circuit start command, the output of the DC voltage detection means, and the DC voltage command value are input to the first power conversion circuit, ON / OFF control of each switching element of the second power conversion circuit is performed.
[Selection] Figure 2

Description

  The present invention relates to a railway vehicle drive control device for controlling the driving of a railway vehicle using an electric motor as a drive source.

  Conventionally, a permanent magnet type synchronous motor for driving a vehicle and a DC or AC power supply voltage is converted into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency (n is an arbitrary number representing the number of AC phases) and is permanent. A railway vehicle drive control device comprising power conversion means for supplying AC power to a magnet synchronous motor, wherein the power conversion means includes first power for converting a DC or AC power supply voltage into an arbitrary DC voltage. Railway vehicle drive control device comprising a conversion circuit and a second power conversion circuit that converts a DC voltage supplied by the first power conversion circuit into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency and outputs the converted voltage It has been known. In such a railway vehicle drive control device, the procedure for starting the operation again or after stopping the rail vehicle drive control device once because the protection function has detected protection during traveling is as follows. . First, a charging switch is turned on to charge a smoothing capacitor provided in an intermediate DC circuit between the first power conversion circuit and the second power conversion circuit of the power conversion means. When the charging switch is turned on, the smoothing capacitor is charged by the current limited by the charging circuit resistor via the antiparallel diode of the switching element built in the first power conversion circuit. After the charging of the smoothing capacitor is completed, the circuit switch is turned on and the charging switch is opened.

  Regarding the timing of turning on the circuit switch, the charging time described above after turning on the charging switch in consideration of the charging time determined in advance from the resistance value of the charging circuit resistor and the capacitance of the smoothing capacitor. When it has elapsed, the circuit switch is turned on and the charging switch is opened. Or, as another method, the voltage detection value that is the output signal of the DC voltage detection means is monitored, and when the voltage of the smoothing capacitor exceeds a preset threshold value, the circuit switch is turned on and the charging switch is opened. It may be configured to.

  After the circuit breaker and the circuit switch are put in and the circuit of the railway vehicle drive control device is configured, the first power conversion circuit and the second power conversion circuit perform ON / OFF operations of the switching elements incorporated therein. Start and start.

  By the way, in the case of a railway vehicle, when accelerating and braking, electric power is supplied to the vehicle drive motor from the power conversion means. However, when traveling by inertia, the power conversion means is stopped (for the vehicle drive motor). A driving method peculiar to railway vehicles is generally performed in which no current is passed. In addition, the permanent magnet type synchronous motor generates an induced voltage due to the magnetic flux of the permanent magnet at its terminal as the rotor rotates. Therefore, an induced voltage (permanent magnet induced voltage) is generated at the terminal of the permanent magnet type synchronous motor during travel of the railway vehicle.

  When starting the power conversion means from a state in which the railway vehicle is running inertial (the power conversion means is stopped), it is desirable to start it smoothly while preventing transient currents and torque shocks of the permanent magnet type synchronous motor. For this purpose, the DC voltage that is the power source of the second power conversion circuit is adjusted to a voltage larger than the permanent magnet induced voltage by power conversion by the first power conversion circuit, and the second power conversion circuit It is necessary to start up while adjusting the output voltage of the second power conversion circuit (voltage applied to the permanent magnet type synchronous motor) by the ON / OFF operation of the switching element.

  In order to realize this operation, conventionally, when a start command is input, a DC voltage detection value when the power conversion means is stopped is set as an initial value, and the permanent magnet induced voltage associated with the rotation of the permanent magnet synchronous motor is increased. Stepwise to a DC voltage command value that takes this into account. The DC voltage command value uses a value calculated based on the rotation angle detection value detected by the rotation angle detector of the permanent magnet type synchronous motor.

  In order to control the drive of the permanent magnet type synchronous motor (control the motor current or control the generated torque), it is necessary to recognize the rotation angle, rotation direction and rotation frequency of the rotor (rotor) of the permanent magnet type synchronous motor. . For this reason, in the conventional railway vehicle drive control device, the rotation angle detecting means is provided in the permanent magnet type synchronous motor.

  However, the conventional railway vehicle drive control device has the following problems. The method of providing the rotation angle detection means in the permanent magnet type synchronous motor described above is based on the specific form of a railway vehicle in which the motor for driving the vehicle is mounted on an axle or a carriage. It will be installed in a place where it receives vibration from the axle caused by this, and the strength, durability, and reliability of the rotation angle detection means itself and the wiring to the rotation angle detection means must be fully considered. There is a problem.

  As a method for solving this problem, the rotation direction, rotation frequency and rotation angle of the rotor are estimated from the current and voltage supplied from the power conversion means to the permanent magnet synchronous motor without providing the rotation angle detection means. There is a way. And, as a main example of the method for estimating the rotation direction, the rotation frequency and the rotation angle from the current and voltage supplied from the power conversion means to the permanent magnet type synchronous motor, a method using the induced voltage of the permanent magnet type synchronous motor, And a high-frequency voltage superposition method.

  For example, as described in Japanese Patent No. 3692085 (Patent Document 1), the method of using the induced voltage of the permanent magnet type synchronous motor is such that the permanent magnet type synchronous motor is driven and controlled. This is a method for estimating the rotor rotation angle and the rotation direction and the rotation frequency by utilizing the fact that an induced voltage component induced with rotation appears in a direction orthogonal to the magnetic flux direction of the control rotation coordinate axis.

  Moreover, as a high frequency voltage superimposing method, for example, as described in Japanese Patent No. 3719910 (Patent Document 2), a high frequency component is superimposed on a voltage command for driving and controlling a permanent magnet type synchronous motor, and the high frequency voltage is superimposed. In this method, the impedance of the permanent magnet synchronous motor is estimated by detecting a current responding to the component, or the rotor rotation angle is estimated by calculating the evaluation function, and the rotation direction and the rotation frequency are estimated.

  However, the method of estimating the rotation direction, rotation frequency and rotation angle of the rotor from the current and voltage supplied from the power conversion means to the permanent magnet synchronous motor is the same as that of the permanent magnet synchronous motor when the power conversion means operates. This is possible only when power is being supplied to the motor. When the power conversion means is stopped, that is, when the railway vehicle is traveling in inertia, the rotation direction, rotation frequency and rotation of the rotor It is impossible to estimate the angle. This is because when the railway vehicle is traveling inertia, the rotation angle detection value and the rotation angle frequency cannot be recognized, and the DC voltage is large enough to smoothly start the second power conversion circuit. There is a problem that the DC voltage command value for commanding the length cannot be calculated before starting the power conversion means.

Further, in the method of estimating the rotation direction, rotation frequency and rotation angle of the rotor from the current and voltage supplied from the power conversion means to the permanent magnet type synchronous motor, it is activated when the power conversion means is activated. In a short time (for example, several tens of ms), it is necessary to perform stable control of the motor current and stable estimation calculation of the rotation direction, rotation frequency, and rotation angle of the rotor at the same time. For this purpose, a sufficient margin for adjusting (variable) the output voltage of the second power conversion circuit described above is necessary during the period from when the power conversion means is activated until the estimation calculation is stabilized. It was necessary to set the DC voltage, which is the power source of the conversion circuit, to a sufficiently large value with respect to the permanent magnet induced voltage.
Japanese Patent No. 3692085 Japanese Patent No. 3719910

  The present invention has been made in view of these conventional technical problems, and it is not necessary to provide a rotation angle detecting means in a permanent magnet type synchronous motor for driving a vehicle, and a railway vehicle is traveling with inertia. An object of the present invention is to provide a railway vehicle drive control device that can be activated while preventing a transient current and a torque shock of a permanent magnet synchronous motor when the power conversion means is activated from the state.

  One aspect of the present invention is a permanent magnet synchronous motor that drives a vehicle, and converts a power supply voltage into an arbitrary voltage and an n-phase AC voltage having an arbitrary frequency (where n is an arbitrary number that represents the number of AC phases). Power conversion means for supplying AC power to the permanent magnet synchronous motor, and the power conversion means includes a first power conversion circuit that converts a DC or AC power supply voltage into an arbitrary DC voltage, and A second power conversion circuit for converting a DC voltage supplied by the first power conversion circuit into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency and outputting the same is further incorporated, and the power conversion means operates. When starting the first power conversion circuit start command, which is a command to start the ON / OFF operation of the switching element built in the first power conversion circuit, and the switching built in the second power conversion circuit Element ON / OF Start command output means for outputting a second power conversion circuit start command that is a command to start operation, and DC for detecting a voltage of a DC circuit between the first power conversion circuit and the second power conversion circuit Using the voltage detection means, the first power conversion circuit start command and the second power conversion circuit start command, and the output of the DC voltage detection means as inputs, the first power conversion circuit converts the power and outputs it. DC voltage command calculation means for calculating and outputting a DC voltage command value which is a target value of DC voltage, the first power conversion circuit start command, the second power conversion circuit start command, and the DC voltage detection means For ON / OFF operation of the switching element built in the first power conversion circuit and the switching element built in the second power conversion circuit, using the output and the DC voltage command value as input A railway vehicle drive control apparatus having a control means for outputting a gate signal.

  Another feature of the present invention is a permanent magnet synchronous motor that drives a vehicle, and converts a power supply voltage into an arbitrary voltage and an n-phase AC voltage having an arbitrary frequency (where n is an arbitrary number representing the number of AC phases). Power conversion means for supplying AC power to the permanent magnet synchronous motor, and the power conversion means includes a first power conversion circuit that converts a DC or AC power supply voltage into an arbitrary DC voltage, and A second power conversion circuit for converting a DC voltage supplied by the first power conversion circuit into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency and outputting the same is further incorporated, and the power conversion means operates. When starting the first power conversion circuit start command, which is a command to start the ON / OFF operation of the switching element built in the first power conversion circuit, and the switching built in the second power conversion circuit Element ON / OFF A start command output means for outputting a second power conversion circuit start command that is a command to start operation, and a direct current for detecting a voltage of a direct current circuit between the first power conversion circuit and the second power conversion circuit Voltage detection means, and for detecting at least one line voltage among line voltages generated between two phases of an n-phase circuit between the power conversion means and the permanent magnet synchronous motor A motor voltage detection means, an amplitude value calculation means for calculating and outputting the amplitude value of the line voltage of the permanent magnet induced voltage accompanying the rotation of the permanent magnet type synchronous motor, with the output of the motor voltage detection means as an input, The first power conversion circuit performs power conversion using the output of the DC voltage detection means, the output of the amplitude value calculation means, and the first power conversion circuit start command and the second power conversion circuit start command as inputs. And output DC voltage command calculation means for calculating and outputting a DC voltage command value that is a target value of the current voltage, the first power conversion circuit start command, the second power conversion circuit start command, and the DC voltage detection means Gate signals for ON / OFF operations of the switching element built in the first power conversion circuit and the switching element built in the second power conversion circuit using the output and the DC voltage command value as inputs Is a railway vehicle drive control device having control means for outputting.

  Another feature of the present invention is that a permanent magnet type synchronous motor that drives a vehicle and an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency (n is an arbitrary number that represents the number of AC phases). Power conversion means for converting and supplying AC power to the permanent magnet type synchronous motor, the power conversion means including a first power conversion circuit for converting a DC or AC power supply voltage into an arbitrary DC voltage; A second power conversion circuit for converting the DC voltage supplied by the first power conversion circuit into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency and outputting the built-in second power conversion circuit; Includes a first power conversion circuit start command that is a command to start an ON / OFF operation of a switching element built in the first power conversion circuit, and the second power conversion circuit. ON / OFF of switching element A start command output means for outputting a second power conversion circuit start command that is a command for starting an FF operation, and a voltage of a DC circuit between the first power conversion circuit and the second power conversion circuit are detected. To detect at least one line voltage among line voltages generated between two phases of a DC voltage detection means and an n-phase circuit between the power conversion means and the permanent magnet synchronous motor. Motor frequency detection means, and the output of the motor voltage detection means as an input, rotation frequency calculation means for calculating and outputting the frequency of the line voltage of the permanent magnet induced voltage accompanying the rotation of the permanent magnet type synchronous motor, The first power conversion circuit receives the output of the DC voltage detection means, the output of the rotation frequency calculation means, and the first power conversion circuit start command and the second power conversion circuit start command as inputs. DC voltage command calculation means for calculating and outputting a DC voltage command value that is a target value of the DC voltage to be output, the first power conversion circuit start command, the second power conversion circuit start command, and the DC Using the output of the voltage detection means and the DC voltage command value as input, each of the ON / OFF operations of the switching element built in the first power conversion circuit and the switching element built in the second power conversion circuit It is a railway vehicle drive control apparatus which has a control means which outputs the gate signal for this.

  According to the railway vehicle drive control device of the present invention, there is no need to provide a rotation angle detection means in the permanent magnet type synchronous motor that drives the vehicle, and the power conversion means is activated from a state where the railway vehicle is running inertially. In this case, it is possible to start up while preventing a transient current and a torque shock of the permanent magnet type synchronous motor.

  According to the railway vehicle drive control device of the present invention, in the method for estimating the rotation direction, rotation frequency and rotation angle of the rotor from the current and voltage supplied from the power conversion means to the permanent magnet type synchronous motor, Since the adjustment (variable) margin of the output voltage of the power conversion means during the period from the start of the means until the estimation calculation is stabilized can be sufficiently secured, the electric motor can be used within a short time after the power conversion means is started. It is possible to simultaneously stabilize the current control and stabilize the estimation calculation of the rotation direction, rotation frequency, and rotation angle of the rotor.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  (First Embodiment) FIG. 1 shows the configuration of a railway vehicle drive control apparatus according to a first embodiment of the present invention. In FIG. 1, 1 is a DC power supply overhead line, 2 is a current collector, 3 is a circuit breaker, 4 is a circuit switch, 5 is a charging switch, 6 is a charging circuit resistor, 7 is a smoothing reactor, and 8 is a smoothing reactor. Wheel, 9 is a return rail, 10 is power conversion means, 12 is a first power conversion circuit comprising a chopper circuit, 13A and 13B are switching elements of the first power conversion circuit 12, and 14 is power supply voltage detection means. , 15 is a smoothing capacitor, 16 is a DC voltage detection means, 21 is a permanent magnet type synchronous motor for driving the vehicle, 22 is a second power conversion circuit comprising an inverter circuit, and 23U to 23Z are the second power conversion circuit 22 Switching elements, 24U to 24W are motor current detection means, and 201 is a control unit.

  The first power conversion circuit 12 is a chopper circuit, and includes two switching elements 13A and 13B. By arbitrarily switching the switching elements 13A and 13B on and off, a DC power supply (overhead line 1) is provided. The DC voltage supplied from is boosted and converted to a DC voltage having an arbitrary voltage. The DC voltage boosted by the first power conversion circuit 12 is supplied as a power source for the second power conversion circuit 22.

  In FIG. 1, the switching elements 13A and 13B included in the first power conversion circuit 12 are IGBTs (insulated gate bipolar transistors) including diodes connected in antiparallel as an application example. The type is not limited to IGBT as long as it has an ON / blocking (OFF) function. Moreover, it is good also as a circuit structure which applied the diode which does not incorporate a diode, and connected the diode of another component in reverse parallel to this.

  The second power conversion circuit 22 is an inverter circuit and incorporates switching elements 23U to 23Z. By arbitrarily turning on and off these six switching elements 23U to 23Z, a DC voltage can be changed to an arbitrary voltage. And convert to a three-phase AC voltage of any frequency.

  In FIG. 1, the switching elements 23U to 23Z included in the second power conversion circuit 22 are IGBTs (insulated gate bipolar transistors) including diodes connected in antiparallel as an application example. The type is not limited to IGBT as long as it has an ON / blocking (OFF) function. Moreover, it is good also as a circuit structure which applied the diode which does not incorporate a diode, and connected the diode of another component in reverse parallel to this.

  Regarding a method of ON / OFF operation of the switching element of the first power conversion circuit 12 and a method of ON / OFF operation of the switching element of the second power conversion circuit 22, a pulse width modulation (PWM) method is generally used. There are other methods, but since it is a well-known technique and any method is applied, it does not affect the embodiment of the railway vehicle drive control device of the present invention, so the description is omitted.

  The smoothing capacitor 15 has an effect of stabilizing the DC voltage output from the first power conversion circuit 12 and supplied to the second power conversion circuit 22.

  The permanent magnet type synchronous motor 21 has a rotor connected to an axle of a driving wheel via a gear or the like, or a rotor is directly connected to an axle of a driving wheel to drive a railway vehicle. Thus, for example, a permanent magnet synchronous motor or a permanent magnet auxiliary reluctance motor is a type of motor that uses a permanent magnet and therefore generates an induced voltage by rotation of its rotor (rotor). The permanent magnet type synchronous motor 21 is supplied with three-phase AC power of U-phase current Iu, V-phase current Iv, and W-phase current Iw from the power conversion means 10. At this time, line voltages Vuv, Vvw, and Vwu are applied from the power conversion means 10 to the respective terminals of the permanent magnet type synchronous motor 21.

  The circuit breaker 3 is a kind of switch functionally, and connects / disconnects the circuit between the overhead line, which is a DC power source, and the power conversion means 10. The charging switch 5 and the charging circuit resistor 6 include a smoothing capacitor 15 provided in an intermediate DC circuit between the first power conversion circuit 12 and the second power conversion circuit 22 before starting the power conversion means 10. It is for charging. The smoothing reactor 7 has a function of smoothing the current from the overhead wire 1 to the power conversion means 10.

  Before starting the power conversion means 10, the circuit breaker 3 and the charging switch 5 are turned on, and the charging circuit resistor is connected via the antiparallel diode of the switching element 13A built in the first power conversion circuit 12. The smoothing capacitor 15 is charged by the current limited by 6. After charging of the smoothing capacitor 15 is completed, the circuit switch 4 is turned on, and the overhead wire 1 and the power conversion means 10 are connected. The circuit between the overhead line 1 and the power conversion means 10 is connected and the charging switch 5 is opened. As for the timing of turning on the circuit switch 4, for example, considering the charging time determined from the resistance value of the charging circuit resistor 6 and the capacitance of the smoothing capacitor 15, the charging is performed after the charging switch 5 is turned on. When the time has elapsed, the circuit switch 4 is turned on.

  FIG. 2 shows an internal configuration of the control unit 201 of the railway vehicle drive control apparatus according to the first embodiment of the present invention shown in FIG. In FIG. 2, in order to facilitate understanding of the operation of the present embodiment, the component, the input to each component, and the signal output from each component are related to the description of the operation of the present embodiment. Only the signals are described, and, for example, the closing command signal for the circuit breaker 3, the closing command signal for the circuit switch 4, the closing command signal for the charging switch 5 are omitted.

  In the control unit 201 of FIG. 2, 202 is a switching control means, 203 is a start command output means, 204 is a first power conversion circuit start command, 205 is a second power conversion circuit start command, and 206 is a DC voltage command calculation means. , 207 are DC voltage command values. Reference numeral 111 denotes an output signal of the current detection means 11 and corresponds to a current detection value. Reference numeral 114 denotes an output signal of the power supply voltage detection means 14 and corresponds to a power supply voltage detection value. 116 is an output signal of the DC voltage detection means 16 and corresponds to a DC voltage detection value. 124U to 124W are output signals of the motor current detection means 24U to 24W, and correspond to the motor current detection values.

  The switching control unit 202 includes gate signals 113A and 113B for turning on / off the switching elements 13A and 13B of the first power conversion circuit 12 and the switching elements 23U to 23Z of the second power conversion circuit 22. Gate signals 123U to 123Z for ON / OFF operation are output. When the first power conversion circuit activation signal 204 is input, output of the gate signals 113A and 113B for turning on / off the switching elements 13A and 13B of the first power conversion circuit 12 is started, and the DC voltage The gate signals 113A and 113B are output so that the first power conversion circuit 12 performs power conversion using the command value 207 as a target value. Further, when the second power conversion circuit activation signal 205 is input, output of gate signals 123U to 123Z for turning on / off the switching elements 23U to 23Z of the second power conversion circuit 22 is started.

  The start command output unit 203 is a first power that is a command to start ON / OFF operation of each of the switching elements 13A and 13B included in the first power conversion circuit 12 when the power conversion unit 10 starts operation. A conversion circuit activation command 204 and a second power conversion circuit activation command 205 that is a command for starting the ON / OFF operation of each of the switching elements 23U to 23Z built in the second power conversion circuit 22 are output.

  As shown in FIG. 3, the start command output means 203 first outputs a first power conversion circuit start command 204, and after the first power conversion circuit 12 of the power conversion means 10 is started, A power conversion circuit start command 205 is output. Here, the time element Td in FIG. 3 is set to a value that takes into account the time from when the first power conversion circuit 12 is activated until the output DC voltage is stabilized.

  When the power conversion means 10 starts operating by this sequence of operations, the second power that is the inverter circuit is started after the first power conversion circuit 12 that is the chopper circuit is started and the supply of the DC voltage is started. The conversion circuit 22 can be activated.

  The DC voltage command calculation unit 206 receives the first power conversion circuit start command 204, the second power conversion circuit start command 205, and the output signal 116, which is a detection value of the DC voltage detection unit 16, as a first input. The power conversion circuit 12 outputs a DC voltage command value 207 as a target value of the DC voltage to be converted and output to the switching control means 202.

  FIG. 4 shows the internal configuration of the DC voltage command calculation means 206. FIG. 5 shows the DC voltage command value 207 output from the DC voltage command calculation means 206. When neither the first power conversion circuit start command 204 nor the second power conversion circuit start command 205 is input to the DC voltage command calculation means 206 (when the start command is 0), the direct current voltage is determined by selection 1 and selection 2. Detection value Vdc (116) is output as DC voltage command value VRef (207).

When the first power circuit activation command 204 is input (when the activation command is 1), the selection 1 selects the first DC voltage command value VRef1, and the DC voltage command value VRef (207) is the initial DC. The voltage detection value Vdc is switched to the first DC voltage command value VRef1 and output.

When the second power circuit activation command 205 is input (when the activation command is 1), the selection 2 selects the second DC voltage command value VRef2 after the on-delay time element T1 has passed, and the second The DC voltage command value VRef2 is output as the DC voltage command value VRef (207).

  Here, the DC voltage command value 207 before the first power conversion circuit activation command 204 is input (the range of T0 on the time axis in FIG. 5) is the same value as the DC voltage detection value 116 in FIGS. However, since the first power conversion circuit 12 is the target value of the DC voltage in the stopped state, it is substantially meaningless, so that the DC voltage command value 207 outputs zero. Alternatively, the value of the DC voltage detection value 116 may be output. The time element T1 is determined in consideration of the time from when the second power conversion circuit 22 that is an inverter circuit is activated until the motor current control of the permanent magnet synchronous motor 21 is stabilized. As a result, the transition of the DC voltage command value 207 is started after the passage of time from the start of the second power conversion circuit 22 until the control of the motor current of the permanent magnet synchronous motor 21 becomes stable. Can do.

  FIG. 6 shows another configuration example of the DC voltage command calculation means 206A. FIG. 7 shows the DC voltage command value 207 output by the DC voltage command calculation means 206. The DC voltage command calculation means 206A in FIG. 6 is obtained by adding a first-order lag function calculator 2061 to the calculation of the DC voltage command value 207 in addition to the configuration of the DC voltage command calculation means 206 in FIG. With this configuration, it is possible to prevent a step-like sudden change of the DC voltage command value 207 as shown in FIG.

  FIG. 8 shows another configuration example of the DC voltage command calculation means 206B. FIG. 9 shows the DC voltage command value 207 output by the DC voltage command calculation means 206B. The DC voltage command calculation means 206B of FIG. 8 is obtained by adding a calculator 2062 of a function of limiting the rate of change to the calculation of the DC voltage command value 207 in addition to the configuration of the DC voltage command calculation means 206 of FIG. Even with this configuration, it is possible to prevent a step-like sudden change in the transition of the DC voltage command value 207.

  FIG. 10 shows another configuration example of the DC voltage command calculation means 206C. The DC voltage command calculation means 206C in FIG. 10 differs from the DC voltage command calculation means 206B in FIG. 8 in the method of setting the value of the first DC voltage command value VRef1. The first DC voltage command value VRef1 is set to a value that satisfies the following equation.

VRef1> VMMax (Formula 3)
VmMax = Φf × ωrMax (Formula 4)
Here, VRef1 is the first DC voltage command value, VMMax is the induced voltage amplitude at the maximum operating rotational speed of the permanent magnet type synchronous motor, Φf is the magnitude of the permanent magnet magnetic flux of the permanent magnet type synchronous motor, and ωrMax is the permanent magnet. This is the rotor angular frequency of the maximum operating rotational speed of the synchronous motor.

  Alternatively, as another method of setting the value of the first DC voltage command value VRef1, it can be set to the value of the following equation.

VRef1 = VMMax + VL (Formula 5)
VmMax = Φf × ωrMax (Formula 6)
Here, VRef1 is the first DC voltage command value, VL is the voltage margin, VMMax is the induced voltage amplitude at the maximum operating rotational speed of the permanent magnet type synchronous motor, and Φf is the magnitude of the permanent magnet magnetic flux of the permanent magnet type synchronous motor. , ΩrMax is the rotor angular frequency of the maximum operating rotational speed of the permanent magnet type synchronous motor.

  With the configuration of the DC voltage command calculation means 206C shown in FIG. 10, the switching control means 202 cannot calculate the rotation speed (rotor frequency) of the permanent magnet type synchronous motor 21 at the timing when the second power conversion circuit 22 is activated. Even so, the second power conversion circuit 22 can output a voltage having a sufficient magnitude with respect to the permanent magnet induced voltage accompanying the rotation of the permanent magnet type synchronous motor 21.

  The DC voltage command calculation means 206 shown in FIG. 4, the DC voltage command calculation means 206A shown in FIG. 6, and the DC voltage command calculation means 206B shown in FIG. It is also possible to adopt a configuration that is set in the same manner as the 10 DC voltage command calculation means 206C.

  (Second Embodiment) A railcar drive control apparatus according to a second embodiment of the present invention will be described with reference to FIGS. The circuit configuration of this embodiment is the same as that of the first embodiment shown in FIG. The feature of this embodiment resides in the control unit 201A shown in FIG. 11, and the configuration and operation of this control unit 201A are different from those of the first embodiment.

  Compared with the control unit 201 in the first embodiment shown in FIG. 2, the control unit 201A in the present embodiment shown in FIG. 11 is output from the switching control unit 202 and supplied to the DC voltage command calculation unit 206D. In this configuration, an input rotor frequency 208 is added. In addition, a common code | symbol is used for the component which is common in the control part 201 of 1st Embodiment.

  The rotor frequency 208 is the rotational frequency of the rotor estimated from the current and voltage supplied from the power conversion means 10 to the permanent magnet synchronous motor 21 by the switching control means 202.

  FIG. 12 shows the configuration of the DC voltage command calculation means 206D. The second DC voltage command value VRef2 is calculated by the following equation using the rotor frequency fr (208) calculated by the switching control means 202 as an input. The second DC voltage command value VRef2 is shown in FIG.

VRef2 = K1 × frABS + C1 (Formula 7)
frABS = | fr | (Formula 8)
Here, VRef2 is the second DC voltage command value, frABS is the absolute value of the rotor frequency fr, fr is the rotor frequency, K1 is a coefficient 1, and C1 is a constant 1.

In addition, as another calculation method of the second DC voltage command value VRef2, the one calculated by the following equation can be used. The second DC voltage command value VRef2 is shown in FIG.

  The second DC voltage command value VRef2 can also be configured as a table corresponding to the rotor frequency fr with the value of the above formula 7 or formula 9.

  Here, since the rotor frequency 208 input to the DC voltage command calculation means 206D is a signal indicating the rotation speed of the rotor (rotor) of the permanent magnet type synchronous motor 21, the rotation speed and rotation angle are used instead of the rotor frequency. Similar functions can be obtained even with signals such as frequency and rotational angular velocity.

  12 is provided with a rate-of-change limit computing unit 2062, but it can be replaced with a first-order lag function computing unit 2061 as in FIG.

  Other components and operations are the same as those of the railway vehicle drive control device according to the first embodiment of the present invention described above.

  (Third Embodiment) FIG. 15 shows the configuration of a railway vehicle drive control apparatus according to a third embodiment of the present invention. The railway vehicle drive control apparatus according to the present embodiment is a circuit between the power conversion means 10 and the permanent magnet synchronous motor 21 in addition to the railway vehicle drive control apparatus according to the first embodiment shown in FIG. An electric motor voltage detecting means 25 for detecting the line voltage is provided, and the control unit 201B receives the signal 125 of the electric motor voltage detecting means 25 and uses it. In the present embodiment as well, components common to the other embodiments will be described using common reference numerals.

  FIG. 16 shows the configuration of the control unit 201B of the railway vehicle drive control device of the present embodiment. In FIG. 16, reference numeral 125 denotes an output signal of the motor voltage detecting means 25, which corresponds to the detected motor voltage value. 209 is an amplitude value calculation means, and 210 is an amplitude value.

  The amplitude value calculating means 209 receives the output signal 125 of the motor voltage detecting means 25 as an input and accompanies the rotation of the rotor (rotor) of the permanent magnet type synchronous motor when the second power conversion circuit 22 is stopped. The amplitude value of the line voltage of the permanent magnet induced voltage is calculated and output. The operation of the amplitude value calculation means 209 will be described with reference to FIG. Since the output signal 125 of the motor voltage detection means 25 corresponds to the motor voltage detection value, the maximum value of the absolute value of the motor voltage detection value at every zero cross (every half cycle) where the motor voltage detection value crosses zero is detected. Thus, the amplitude value Vm is calculated.

  Another method of calculating the amplitude value Vm will be described with reference to FIG. The amplitude value Vm can also be calculated from the absolute value FmABS of the rotation frequency (electrical angular frequency) by the following equation by detecting the time T2 at every zero cross (every half cycle) in which the motor voltage detection value crosses zero.

Vm = Φf × 2 × π × FmABS (Formula 11)
FmABS = 0.5 / T2 (Formula 12)
Here, Vm is the amplitude value, Φf is the magnitude of the permanent magnet magnetic flux of the permanent magnet type synchronous motor, FmABS is the absolute value of the rotation frequency, and T2 is the time for each zero cross.

  Further, FIG. 19 shows the configuration of DC voltage command calculation means 206E which is a characteristic part in control unit 201B of the present embodiment. The first DC voltage command value VRef1 is set to a value that satisfies the following equation.

VRef1> Vm (Formula 13)
Here, VRef1 is a first DC voltage command value, and Vm is an amplitude value.

  Alternatively, as another method of setting the value of the first DC voltage command value VRef1, it can be set to the value of the following equation.

VRef1 = Vm + VL (Formula 14)
Here, VRef1 is a first DC voltage command value, Vm is an amplitude value, and VL is a voltage margin.

  Further, in addition to the configuration shown in FIG. 19, the DC voltage command calculation means 206E is provided with a first-order lag function calculator 2061 for the DC voltage command value VRef as in the configuration example shown in FIG. Similarly to the configuration example shown, the DC voltage command value VRef can be provided with a calculator 2062 for a function of limiting the rate of change.

  With the configuration of the railway vehicle drive control device according to the third embodiment shown in FIGS. 15 to 19, the switching control unit 202 rotates the permanent magnet synchronous motor 21 at the timing when the second power conversion circuit 22 is activated. Even in a state where the number (rotor frequency) cannot be calculated, the second power conversion circuit 22 outputs a voltage sufficiently large with respect to the permanent magnet induced voltage accompanying the rotation of the permanent magnet type synchronous motor 21. Can do.

  Other components and operations are the same as those of the railway vehicle drive control device according to the first embodiment of the present invention described above.

  (Fourth Embodiment) A railcar drive control apparatus according to a fourth embodiment of the present invention will be described with reference to FIG. The feature of the railway vehicle drive control device of the fourth embodiment of the present invention is the configuration of the control unit 201C shown in FIG. Other configurations are the same as those in the third embodiment, and therefore description will be made using common reference numerals.

  The control unit 201C shown in FIG. 20 is compared with the control unit 201B of the third embodiment shown in FIG. 16 and the rotor frequency output from the switching control unit 202 and input to the DC voltage command calculation unit 206F. In this configuration, 208 is added.

  The configuration of the DC voltage command calculation means 206F is shown. The second DC voltage command value VRef2 is calculated by the functions of Expressions 7 and 8 described above using the rotor frequency fr (208) calculated by the switching control means 202 as an input. The second DC voltage command value VRef2 is the same as that shown in FIG. Further, as another calculation method of the second DC voltage command value VRef2, it is calculated by the above formulas 9 and 10. The second DC voltage command value VRef2 is the same as that shown in FIG. The second DC voltage command value VRef2 may be configured as a table corresponding to the rotor frequency fr with the value of the expression 7 or the expression 9.

  In addition to the configuration shown in FIG. 21, the DC voltage command calculation means 206F has a configuration in which a first-order lag function calculator 2061 is provided for the DC voltage command value VRef as in the configuration example shown in FIG. Similarly to the configuration example shown in FIG. 8, the DC voltage command value VRef may be provided with a calculator 2062 for a function of limiting the rate of change.

  Other components and operations are the same as those of the railway vehicle drive control device according to the third embodiment of the present invention described above, and the effects of the present invention can be obtained in the same manner.

  (Fifth Embodiment) A railcar drive control apparatus according to a fifth embodiment of the present invention will be described with reference to FIGS. The railway vehicle drive control device according to the fifth embodiment of the present invention is different in configuration and operation of the control unit 201D from the above-described rail vehicle drive control device according to the third embodiment of the present invention.

  FIG. 22 shows the configuration of the control unit 201D of the railway vehicle drive control device of the present embodiment. In FIG. 22, 211 is a rotation frequency calculating means, and 212 is a rotation frequency absolute value. The rotation frequency calculation means 211 receives the output signal 125 of the motor voltage detection means 25 as an input and accompanies the rotation of the rotor (rotor) of the permanent magnet type synchronous motor when the second power conversion circuit 22 is stopped. The frequency of the line voltage of the permanent magnet induced voltage is calculated and output. The operation of the rotation frequency calculation means 211 is the same as that in FIG. 18 and Expression 12 described above, and the rotation frequency (electrical angular frequency) is detected by detecting the time T2 for each zero cross (every half cycle) at which the motor voltage detection value crosses zero. ) Is calculated and output.

The configuration of the DC voltage command calculation means 206G is shown in FIG. In the DC voltage command calculation means 206G, the value of the rotation frequency absolute value FmABS (212) is compared with the set value Cf1, and the value of the first DC voltage command value VRef1 is switched by selection 3.

Also, the set values VRef11 and VRef12 are set to values that satisfy the following expressions, respectively.

  Further, in addition to the configuration shown in FIG. 23, the DC voltage command calculation means 206G has a configuration in which a first-order lag function calculator 2061 is provided for the DC voltage command value VRef as in the configuration example shown in FIG. Similarly to the configuration example shown in FIG. 8, the DC voltage command value VRef may be provided with a calculator 2062 for a function of limiting the rate of change.

  According to the present embodiment, with the configuration of the railway vehicle drive control device shown in FIG. 22 and FIG. 23, the switching control means 202 of the permanent magnet type synchronous motor 21 is activated at the timing when the second power conversion circuit 22 is activated. Even in a state where the rotation speed (rotor frequency) cannot be calculated, the second power conversion circuit 22 outputs a voltage sufficiently large with respect to the permanent magnet induced voltage accompanying the rotation of the permanent magnet type synchronous motor 21. be able to.

  Other components and operations are the same as those of the railway vehicle drive control device according to the third embodiment of the present invention described above.

  (Sixth Embodiment) A railcar drive control apparatus according to a sixth embodiment of the present invention will be described with reference to FIGS. The railway vehicle drive control device of the present embodiment is different in configuration and operation of the control unit 201E from the rail vehicle drive control device of the fifth embodiment described above.

  Compared with the configuration of the control unit 201D shown in FIG. 22, the control unit 201E shown in FIG. 24 is added with a rotor frequency 208 output from the switching control unit 202 and input to the DC voltage command calculation unit 206H. It features a configuration.

  FIG. 25 shows the configuration of the DC voltage command calculation means 206H. The second DC voltage command value VRef2 is calculated by the functions of Expressions 7 and 8 described above using the rotor frequency fr (208) calculated by the switching control means 202 as an input. The second DC voltage command value VRef2 is the same as that shown in FIG. Further, as another calculation method of the second DC voltage command value VRef2, it is calculated by the above formulas 9 and 10. The second DC voltage command value VRef2 is the same as that shown in FIG.

  The second DC voltage command value VRef2 may be configured as a table corresponding to the rotor frequency fr with the value of the expression 7 or the expression 9.

  In addition to the configuration shown in FIG. 25, the DC voltage command calculation means 206H has a configuration in which a first-order lag function calculator 2061 is provided for the DC voltage command value VRef as in the configuration example shown in FIG. Similarly to the configuration example shown in FIG. 8, the DC voltage command value VRef may be provided with a calculator 2062 for a function of limiting the rate of change.

  About another component and operation | movement, it is the same as that of the railroad vehicle drive control apparatus of the above-mentioned 5th Embodiment of this invention, The effect of this invention can be acquired similarly.

  (Seventh Embodiment) FIG. 26 shows a circuit configuration of a railway vehicle drive control apparatus according to a seventh embodiment of the present invention. In the railway vehicle drive control apparatus of the first to sixth embodiments described above, the configuration of the circuit switch 4, the charging switch 5 and the charging circuit resistor 6 having the configuration shown in FIGS. As shown in FIG. 26, the circuit switch 4 and the charging switch 5 may be connected in series. In the case of this circuit configuration, the circuit breaker 3, the circuit switch 4, and the charging switch 5 are all turned on when the power conversion means 10 is started.

  The configuration of the present embodiment shown in FIG. 26 is different only in the configuration and operation of the circuit switch 4, the charging switch 5, and the charging circuit resistor 6, and other components and operations are the same as those of the present invention. It is the same as that of the railway vehicle drive control apparatus of the first to sixth embodiments, and the control unit 201 can have the configurations of the control units 201A to 201E, and has the same effect.

  (Eighth Embodiment) FIG. 27 shows the configuration of a railway vehicle drive control apparatus according to an eighth embodiment of the present invention. In the railway vehicle drive control apparatus according to the first to seventh embodiments of the present invention, in addition to the configuration shown in FIG. 1 and FIG. 15, the power conversion means 10 as in the present embodiment shown in FIG. A motor circuit switch 26 may be provided in a circuit between the motor and the permanent magnet synchronous motor 21. In the case of this configuration, when the power conversion means 10 is started, the control unit 201F turns on the motor circuit switch 26 in addition to turning on the circuit breaker 3 and the circuit switch 4.

  The configuration of the present embodiment shown in FIG. 27 is only that the motor circuit switch 26 is added, and the other components and operations are the first to sixth embodiments of the present invention described above. The control unit 201F can have the configuration of the control units 201A to 201E together with the closing control function of the electric motor circuit switch 26, and has the same effect.

  (Ninth Embodiment) A railcar drive control apparatus according to a ninth embodiment of the present invention will be described with reference to FIGS. In the configuration shown in FIGS. 1 and 15 of the railway vehicle drive control device according to the first to eighth embodiments of the present invention described above, one permanent magnet type synchronous motor 21 and one second power conversion circuit 22 are provided. However, when one railcar drive control device drives and controls a plurality of permanent magnet type synchronous motors, a plurality of permanent magnet type synchronous motors and a plurality of second magnets corresponding thereto are provided. A power conversion circuit is provided.

  The configuration shown in FIG. 28 is a configuration example in the case where two permanent magnet type synchronous motors and two second power conversion circuits in the power conversion means 10A are provided, and the permanent magnet type synchronous motor and the second power conversion circuit are provided. The circuit and the motor current detection means are combined to form a unit drive group, and this drive group has two sets. Hereinafter, the first drive group and the second drive group will be referred to as a description. .

  Each component of FIG. 28 is demonstrated below. 10A is power conversion means, 31 is a permanent magnet synchronous motor of the first drive group, 32 is a second power conversion circuit of the first drive group, and 33U to 33Z are switching circuits of the second power conversion circuit of the first drive group. Elements 34U to 34W are motor current detection means of the first drive group. 41 is a permanent magnet type synchronous motor of the second drive group, 42 is a second power conversion circuit of the second drive group, 43U to 43Z are switching elements of the second power conversion circuit of the second drive group, and 44U to 44W are It is an electric motor current detection means of the 2nd drive group.

  FIG. 29 is a diagram illustrating a configuration example of the control unit 201G of the railway vehicle drive control device illustrated in FIG. In FIG. 29, in order to facilitate understanding of the operation of the present embodiment, the description of the operation of the embodiment of the present invention is given as the input to each component, the signal output from each component, and the component. For example, the closing command signal for the circuit breaker 3, the closing command signal for the circuit switch 4, the closing command signal for the charging switch 5 are omitted. ing.

  134U to 134W are output signals corresponding to detection values of the motor current detection means 34U to 34W of the first drive group, and 144U to 144W are output signals corresponding to detection values of the motor current detection means 44U to 44W of the second drive group. .

  133U to 133Z are gate signals for turning on / off the switching elements of the second power conversion circuit 32 of the first drive group, and 143U to 143Z are second powers of the second drive group. This is a gate signal for turning on / off each switching element of the conversion circuit 42.

  About another component and operation | movement, it is the same as that of the structure of the rail vehicle drive control apparatus of the 1st-8th embodiment of this invention.

  In the railway vehicle drive control apparatus of the present embodiment shown in FIGS. 28 and 29, the power conversion means 10A includes two sets of drive groups, a first drive group and a second drive group, and one railway vehicle. The number of permanent magnet type synchronous motors that the drive control device performs drive control is configured to be two. This is only an increase in the number of drive groups, and the operation of each component in the present embodiment is from the first to the first. This is similar to the eighth embodiment, and the effects of the present invention can be obtained similarly.

  Also, in the configuration examples of the railway vehicle drive control device according to the second to eighth embodiments of the present invention described above, when a plurality of permanent magnet type synchronous motors are driven and controlled by the rail vehicle drive control device, Similarly, a plurality of drive groups can be provided. Also, the control unit 201G can have the configuration of the control units 201A to 201E together with the function of controlling a plurality of drive groups.

  (Tenth Embodiment) FIG. 30 shows the configuration of a railway vehicle drive control apparatus according to a tenth embodiment of the present invention. The configuration of the railway vehicle drive control device according to the first to ninth embodiments of the present invention described above is a case where the power source (overhead wire) of the rail vehicle drive control device is a DC voltage. The configuration of the vehicle drive control device is when the power source (overhead wire) is an AC voltage. FIG. 31 shows the configuration of the control unit 201F of the railway vehicle drive control device of the present embodiment.

  In FIG. 30, 61 is an overhead line which is an AC power source, 62 is a primary winding of a transformer, 63 is a secondary winding of the transformer, 64 is a tertiary winding of the transformer, 10B is a power conversion means, 12A is a first power conversion circuit that is a converter circuit, and 13U to 13Y are switching elements of the converter circuit. The other components will be described using common reference numerals for components common to the first to ninth embodiments.

  The first power conversion circuit 12A, which is a converter circuit, includes switching elements 13U to 13Y, and the four switching elements are arbitrarily turned on and off by gate signals 113U to 113Y, whereby the transformer 2 It has a function of converting an AC voltage, which is a power source of the power conversion means 10 supplied from the next winding 63, into a DC voltage having an arbitrary voltage. In FIG. 30, switching elements 13U to 13Y are described as IGBTs incorporating diodes connected in antiparallel as an application example, but elements having a function of conducting (ON) and blocking (OFF) current. If so, the type is not limited to IGBT. Moreover, it is good also as a circuit structure which applied the diode which does not incorporate a diode, and connected the diode of another component in reverse parallel to this.

  A DC voltage that is a power source of the second power conversion circuit 22 that is an inverter circuit is supplied by the first power conversion circuit 12A.

  As a method of ON / OFF operation of the switching element of the first power conversion circuit 12A which is a converter circuit, for example, there is a pulse width modulation (PWM) method or the like. Since the embodiment of the railway vehicle drive control device of the present invention is not affected, the description thereof is omitted.

  The charging switch 5 and the charging circuit resistor 6 are for charging the smoothing capacitor 15 of the intermediate DC circuit before starting the power conversion means 10B. Before starting the power conversion means 10B, the charging switch 5 is turned on and limited by the charging circuit resistor 6 via the antiparallel diodes of the switching elements 13U to 13Y built in the first power conversion circuit 12A. The smoothing capacitor 15 is charged by the generated current. After charging of the smoothing capacitor 15 is completed, the circuit switch 4 is turned on to connect the AC circuit between the transformer secondary winding 63 and the first power conversion circuit 12A, and the charging switch 5 is opened. The Regarding the timing of turning on the circuit switch 4, the charging time after the charging switch 5 is turned on in consideration of the charging time obtained from the resistance value of the charging circuit resistor 6 and the capacitance of the smoothing capacitor 15. When it has elapsed, the circuit switch 4 is turned on. Alternatively, as another method, the circuit switch 4 may be turned on when the detection value of the DC voltage detection means 16 is monitored and the voltage of the smoothing capacitor 15 exceeds a preset threshold value.

  Other components and their operations are the same as those of the control unit 201 and the switching control unit 206 of the railway vehicle drive control device according to the first embodiment of the present invention, and the effects of the present invention are obtained in the same manner. Can do. Further, the control unit 201F can take any of the configurations of the control units 201A to 201E as in the first to ninth embodiments, and the DC voltage command calculation means 206 is also the same as that of the other embodiments. Thus, any configuration of the DC voltage command calculation means 206A to 206H can be adopted.

  Also in the configuration examples of the railway vehicle drive control devices of the first to ninth embodiments described above, when the power supply (overhead wire) of the railway vehicle drive control device is an AC voltage, the configuration shown in FIGS. Similarly to the configuration example shown, a transformer having a primary winding 62, a secondary winding 63, and a tertiary winding 64 is provided, and the first power conversion circuit 12A is used as a converter circuit. A railway vehicle drive control device can be configured.

  (Eleventh Embodiment) A railway vehicle drive control apparatus according to an eleventh embodiment of the present invention will be described with reference to FIG. In the railway vehicle drive control apparatus according to the first to ninth embodiments of the present invention, the second power conversion circuit 22 that is an inverter circuit in the diagram showing each embodiment, and the first drive The second power conversion circuit 32 in the group, the second power conversion circuit 42 in the second drive group, and the internal circuit of the first power conversion circuit 12A that is the converter circuit in the configuration of FIG. As shown in the example of FIG. 32, the first power conversion circuit 12B, which is a converter circuit in the power conversion means 10C, is configured by a neutral-point clamped three-level circuit as in the railway vehicle drive control device shown in FIG. Even in this case, the effects of the present invention can be obtained similarly. However, the control circuit 201F controls the switching elements 13U1, 13U2, 13V1, 13V2, 13X1, 13X2, 13Y1, and 13Y2 of the first power conversion circuit 12B in the power conversion unit 10C.

  Further, even if the second power conversion circuit 22 which is an inverter circuit is configured by a neutral point clamp type three level circuit, both the converter circuit and the inverter circuit are configured by a neutral point clamp type three level circuit. May be. That is, if the first power conversion circuit 12B, which is the converter circuit in the diagram shown as the embodiment of the present invention, is a converter circuit that converts an AC voltage into a DC voltage of an arbitrary magnitude, the configuration of its internal circuit Regardless of the application, the effects of the present invention can be similarly obtained. Similarly, the second power conversion circuit 22, which is the inverter circuit in each figure shown as the embodiment of the present invention, the second power conversion circuit 32 of the first drive group, and the second power of the second drive group. The conversion circuit 42 can be applied regardless of the configuration of its internal circuit as long as it is an inverter circuit that converts a DC voltage into a voltage of an arbitrary magnitude and an AC voltage of an arbitrary frequency. Obtainable.

1 is a circuit block diagram of a railway vehicle drive control device according to a first embodiment of the present invention. The block diagram which shows the internal structure of the control part of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The timing chart of the 1st power converter circuit starting instruction | command and the 2nd power converter circuit starting instruction | command in the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The block diagram which shows the internal structure of the DC voltage command calculating means in the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The timing chart of the direct-current voltage command value of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The block diagram which shows the internal structure of the other example of the DC voltage command calculating means in the control part of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The timing chart of the direct-current voltage command value of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The block diagram which shows the internal structure of the another example of the DC voltage command calculating means in the control part of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The timing chart of the direct-current voltage command value of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The block diagram which shows the internal structure of the further another example of the DC voltage command calculating means in the control part of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The block diagram which shows the internal structure of the control part of the rail vehicle drive control apparatus of the 2nd Embodiment of this invention. The block diagram which shows the internal structure of the DC voltage command calculating means in the control part of the rail vehicle drive control apparatus of the 2nd Embodiment of this invention. The timing chart of the DC voltage command value of the rail vehicle drive control apparatus of the 2nd Embodiment of this invention. The timing chart of another example of the DC voltage command value of the rail vehicle drive control apparatus of the 2nd Embodiment of this invention. The circuit block diagram of the rail vehicle drive control apparatus of the 3rd Embodiment of this invention. The block diagram which shows the internal structure of the control part in the rail vehicle drive control apparatus of the 3rd Embodiment of this invention. The figure explaining operation | movement of the amplitude value calculating means in the control part of the rail vehicle drive control apparatus of the 3rd Embodiment of this invention. The figure explaining operation | movement of another amplitude value calculating means in the control part of the rail vehicle drive control apparatus of the 3rd Embodiment of this invention. The block diagram which shows the internal structure of the DC voltage command calculating means in the control part of the rail vehicle drive control apparatus of the 3rd Embodiment of this invention. The block diagram which shows the internal structure of the control part in the rail vehicle drive control apparatus of the 4th Embodiment of this invention. The block diagram which shows the internal structure of the DC voltage command calculating means in the control part of the rail vehicle drive control apparatus of the 4th Embodiment of this invention. The block diagram which shows the internal structure of the control part in the rail vehicle drive control apparatus of the 5th Embodiment of this invention. The block diagram which shows the internal structure of the DC voltage command calculating means in the control part of the rail vehicle drive control apparatus of the 5th Embodiment of this invention. The block diagram which shows the internal structure of the control part in the rail vehicle drive control apparatus of the 6th Embodiment of this invention. The block diagram which shows the internal structure of the DC voltage command calculating means in the control part of the rail vehicle drive control apparatus of the 6th Embodiment of this invention. The circuit block diagram of the rail vehicle drive control apparatus of the 7th Embodiment of this invention. The circuit block diagram of the rail vehicle drive control apparatus of the 8th Embodiment of this invention. The circuit block diagram of the rail vehicle drive control apparatus of the 9th Embodiment of this invention. The block diagram which shows the internal structure of the control part in the rail vehicle drive control apparatus of the 9th Embodiment of this invention. The circuit block diagram of the rail vehicle drive control apparatus of the 10th Embodiment of this invention. The block diagram which shows the internal structure of the control part in the rail vehicle drive control apparatus of the 10th Embodiment of this invention. The circuit block diagram of the rail vehicle drive control apparatus of the 11th Embodiment of this invention.

Explanation of symbols

1 DC power supply (overhead wire)
2 current collector 3 circuit breaker 4 circuit switch 5 charging switch 6 charging circuit resistor 7 smoothing reactor 8 wheel 9 rail (return)
10, 10A, 10B Power conversion means 11 Current detection means 12, 12A, 12B First power conversion circuits 13A, 13B Chopper circuit switching elements 13U to 13Y Converter circuit switching element 14 Power supply voltage detection means 15 Smoothing capacitor 16 DC voltage detection means 21 Permanent magnet synchronous motor 22 Second power conversion circuit (inverter circuit)
23U to 23Z Second power conversion circuit switching elements 24U to 24W Motor current detection means 25 Motor voltage detection means 26 Motor circuit switch 27 Rotation angle detection means 31 Permanent magnet synchronous motor 32 of the first drive group 32 of the first drive group Second power conversion circuits 33U to 33Z Second power conversion circuit switching elements 34U to 34W of the first drive group Motor current detection means 41 of the first drive group Permanent magnet type synchronous motor 42 of the second drive group Second drive group Second power conversion circuits 43U to 43Z Second power conversion circuit switching elements 44U to 44W of the second drive group Motor current detection means 61 of the second drive group AC power supply (overhead wire)
62 Transformer primary winding 63 Transformer secondary winding 64 Transformer tertiary winding 111 Output signal 113A, 113B of current detection means Chopper circuit gate signal 113U to 113Y Converter circuit gate signal 114 Output signal of power supply voltage detection means 116 Output signal 123U to 123Z of DC voltage detection means Second power conversion circuit gate signal 124U to 124W Output signal of motor current detection means 125 Output signal 127 of motor voltage detection means Output signal 133U to 133Z of rotation angle detection means First Second power conversion circuit gate signals 134U to 134W of the drive group Output signals 143U to 143Z of the motor current detection means of the first drive group Second power conversion circuit gate signals 144U to 144W of the second drive group Output signals 201, 201A to 201F of the motor current detection means Control unit 202 Control means 203 Start command output means 204 First power conversion circuit start command 205 Second power conversion circuit start commands 206, 206A to 206H DC voltage command calculation means 207 DC voltage command value 208 Rotor frequency 209 Amplitude value calculation means 210 Amplitude Value 211 Rotational frequency calculation means 212 Rotational frequency absolute value 213 Start command

Claims (8)

A permanent magnet synchronous motor for driving the vehicle;
Power conversion for converting a DC or AC power supply voltage into an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases) and supplying AC power to the permanent magnet synchronous motor A railway vehicle drive control device comprising:
The power conversion means includes: a first power conversion circuit that converts the DC or AC power supply voltage into an arbitrary DC voltage; and a DC voltage supplied by the first power conversion circuit as the arbitrary voltage and an arbitrary voltage. A second power conversion circuit that converts the frequency into an n-phase AC voltage and outputs the same,
The railway vehicle drive control device further includes:
When the power conversion means starts operation, the first power conversion circuit start command and the second power conversion which are commands to start the ON / OFF operation of the switching element built in the first power conversion circuit A start command output means for outputting a second power conversion circuit start command that is a command for starting ON / OFF operation of a switching element incorporated in the circuit;
DC voltage detecting means for detecting a voltage of a DC circuit between the first power conversion circuit and the second power conversion circuit;
Using the first power conversion circuit start command, the second power conversion circuit start command, and the output of the DC voltage detection means as inputs, a target value of a DC voltage output by the first power conversion circuit by converting power DC voltage command calculation means for calculating and outputting a DC voltage command value,
The first power conversion circuit has a built-in switching element with the first power conversion circuit start command, the second power conversion circuit start command, the output of the DC voltage detection means, and the DC voltage command value as inputs. And a control means for outputting a gate signal for each ON / OFF operation of the switching element incorporated in the second power conversion circuit. A permanent magnet synchronous motor for driving the vehicle;
Power conversion for converting a DC or AC power supply voltage into an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases) and supplying AC power to the permanent magnet synchronous motor A railway vehicle drive control device comprising:
The power conversion means includes: a first power conversion circuit that converts the DC or AC power supply voltage into an arbitrary DC voltage; and a DC voltage supplied by the first power conversion circuit as the arbitrary voltage and an arbitrary voltage. A second power conversion circuit that converts the frequency into an n-phase AC voltage and outputs the same,
The railway vehicle drive control device further includes:
When the power conversion means starts operation, the first power conversion circuit start command and the second power conversion which are commands to start the ON / OFF operation of the switching element built in the first power conversion circuit A start command output means for outputting a second power conversion circuit start command that is a command for starting ON / OFF operation of a switching element incorporated in the circuit;
DC voltage detecting means for detecting a voltage of a DC circuit between the first power conversion circuit and the second power conversion circuit;
A motor voltage detecting means for detecting at least one line voltage among line voltages generated between two phases of an n-phase circuit between the power conversion means and the permanent magnet type synchronous motor; ,
Amplitude value calculating means for calculating and outputting the amplitude value of the line voltage of the permanent magnet induced voltage accompanying the rotation of the permanent magnet type synchronous motor, with the output of the motor voltage detecting means as input,
The first power conversion circuit performs power conversion using the output of the DC voltage detection means, the output of the amplitude value calculation means, the first power conversion circuit start command, and the second power conversion circuit start command as inputs. DC voltage command calculation means for calculating and outputting a DC voltage command value that is a target value of the DC voltage to be output,
The first power conversion circuit has a built-in switching element with the first power conversion circuit start command, the second power conversion circuit start command, the output of the DC voltage detection means, and the DC voltage command value as inputs. And a control means for outputting a gate signal for each ON / OFF operation of the switching element incorporated in the second power conversion circuit. A permanent magnet synchronous motor for driving the vehicle;
Power conversion for converting a DC or AC power supply voltage into an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases) and supplying AC power to the permanent magnet synchronous motor A railway vehicle drive control device comprising:
The power conversion means includes: a first power conversion circuit that converts the DC or AC power supply voltage into an arbitrary DC voltage; and a DC voltage supplied by the first power conversion circuit as the arbitrary voltage and an arbitrary voltage. A second power conversion circuit that converts the frequency into an n-phase AC voltage and outputs the same,
The railway vehicle drive control device further includes:
When the power conversion means starts operation, the first power conversion circuit start command and the second power conversion which are commands to start the ON / OFF operation of the switching element built in the first power conversion circuit A start command output means for outputting a second power conversion circuit start command that is a command for starting ON / OFF operation of a switching element incorporated in the circuit;
DC voltage detecting means for detecting a voltage of a DC circuit between the first power conversion circuit and the second power conversion circuit;
A motor voltage detecting means for detecting at least one line voltage among line voltages generated between two phases of an n-phase circuit between the power conversion means and the permanent magnet type synchronous motor; ,
Rotational frequency calculation means for calculating and outputting the frequency of the line voltage of the permanent magnet induced voltage accompanying the rotation of the permanent magnet type synchronous motor, with the output of the motor voltage detection means as input,
Using the output of the DC voltage detection means, the output of the rotation frequency calculation means, the first power conversion circuit start command, and the second power conversion circuit start command as input, the first power conversion circuit converts power. DC voltage command calculation means for calculating and outputting a DC voltage command value that is a target value of the DC voltage to be output,
The first power conversion circuit has a built-in switching element with the first power conversion circuit start command, the second power conversion circuit start command, the output of the DC voltage detection means, and the DC voltage command value as inputs. And a control means for outputting a gate signal for each ON / OFF operation of the switching element incorporated in the second power conversion circuit. The start command output means first outputs a first power conversion circuit start command when the power conversion means starts operation, and then outputs a second power conversion circuit start command after a delay,
The DC voltage command calculation means can switch and output a plurality of DC voltage command values having different magnitudes. When the first power conversion circuit start command is input, first, the DC voltage command calculation means The DC voltage command value that transitions to the first DC voltage command value is output with the detected DC voltage value as an initial value, and the second DC voltage command is input after the second power conversion circuit start command is input. The railway vehicle drive control device according to any one of claims 1 to 3, wherein a value is output as the DC voltage command value.   The DC voltage command calculation means is configured to switch the second power conversion circuit start command when the DC voltage command value, which is an output, is switched or transitioned from the first DC voltage command value to the second DC voltage command value. 5. The railway vehicle drive control device according to claim 4, wherein switching to or transition to the second DC voltage command value is started after a preset time has elapsed since the input of.   When the DC voltage command value output by the DC voltage command calculation means transitions to the first DC voltage command value with the DC voltage detection value output from the DC voltage detection means as an initial value, or the first 5. The change of the DC voltage command value is calculated according to an arbitrary function and output when switching from one DC voltage command value to the second DC voltage command value or when changing. Or the railcar drive control apparatus of 5.   The first DC voltage command value calculated by the DC voltage command calculation means is a value larger than the amplitude value of the line voltage of the permanent magnet induced voltage accompanying the rotation of the permanent magnet type synchronous motor. The railway vehicle drive control device according to any one of claims 4 to 6.   8. The second DC voltage command value calculated by the DC voltage command calculation means is a function or a table value corresponding to the rotational speed of the permanent magnet motor. The railway vehicle drive control device described in 1.

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