JPH01252103A - Electric rolling stock controller - Google Patents

Abstract

PURPOSE:To prevent vibration in main circuit, by applying lead compensation onto an output from a rotary frequency operating section and removing DC component from the compensated output, thereafter applying phase lead compensation thereon and adding the compensated output to the output from the rotary frequency operating section. CONSTITUTION:A current command value operating section 5 operates a current command value Ic corresponding to an idle slip detection signal WSD, a travel command MC and the load V1 of an electrical rolling stock. A slip frequency operating section 7 operates a slip frequency Fs based on a current difference signal Iu, a current command value Ic and a filter capacitor voltage Ec. On the other hand, an operated rotary frequency Fr is subjected to lead compensation through a differential compensator 15 then DC component thereof is removed through a differential compensator 16, thereafter it is subjected to phase lead compensation through a primary delay compensator 17 and converted to a compensated frequency DELTAF. Then the operated rotary frequency Fr, the compensated frequency DELTAF and the slip frequency Fs are added to produce a rotary frequency command F.

Description

[Detailed Description of the Invention] [Object of the Invention] (Field of Industrial Application) This invention is directed to the control of an electric vehicle driven by an induction motor.
Regarding A position.

(Prior Art) Generally, the use of an induction motor as the main motor of a railway vehicle has great advantages in terms of size and weight reduction and maintenance-free operation. In order to efficiently control the rapid formation of the dielectric #Kai, variable electric Et, variable frequency (
An inverter (hereinafter abbreviated as VVVF) is required, and a VVVF inverter using Cyrisk or the like is generally used.

FIG. 3 shows the relationship between the equal circuits for one phase of the induction motor, the VVVF inverter, and the input filter in the main circuit for driving the main motor. VV
VF inverter IV, primary leakage inductance L1.1
Secondary resistance R1, excitation inductance LIn, secondary leakage inductance L2, transmission secondary resistance R2
/S.

Here, S represents the slip of the induction motor, and is defined as follows.

S-slip frequency Fs/inverter output frequency This type of VVVF inverter control method requires advanced control due to the complexity of the control method and the need to perform PWM modulation to reduce power supply harmonics. Control technology is required.

FIG. 4 shows a conventional example of a control device for such a PWM modulated VVVF inverter.

This conventional electric vehicle control device includes a pulse generator 1 that detects the rotation speed of an electric motor, a rotation frequency calculation section 2 that excludes the rotation frequency Fr based on a signal from the pulse generator 1, and a time change rate of the signal from the pulse generator 1. The vehicle is equipped with a slipping/skidding detection section 3 that detects slipping and skidding. Also, a master controller and a brake valve 4 which give a travel command signal MC and a notch command signal P/B, a master controller command signal M
Equipped with a current command value calculation unit 5 that calculates a current command value 1c according to the C1 load (IVI and slipping skiing condition WSD), and a horn running regeneration determining unit 6 that determines power running P and regeneration B based on the notch command signal P/B. ing.

Further, a slip frequency drop sieve unit 7, which calculates a reference slip frequency FS+ and a slip frequency Fs according to the current value 1c, the power running P1 regeneration 8 conditions, and the current deviation 1u between the current command value IC and the current 1m of the induction motor, and the inverter frequency A modulation rate calculation unit 8 that calculates the modulation rate A from F and the overhead wire voltage EC.
, a modulated pulse mode calculation unit 9 that calculates the modulated pulse mode N from the inverter frequency F, and an inverter output frequency F.
, a PWM modulation section 10 that performs PWM modulation according to a modulation pulse mode N and a curvature rate A.

The detailed configuration of the slip frequency calculation section 7 is as shown in FIG.
2, a differential compensator 13, and a limiter 14.

Then, the function generator 11 receives the current command value 1c and outputs the reference slip frequency Fs1. Further, the first-order lag compensator 12 compensates for the current deviation 1u with a first-order lag, and outputs a constant current corrected slip frequency FS2. Differential compensator 13 differentiates voltage EC across filter capacitor CO. Then, the sum of these outputs Fs1, FS2, and 2S is set to limiter 1.
4, it is output as a slip frequency of 1''s.

Thereby, constant current control can be performed so that the current command value 1c and the motor current 1m are approximately equal.

(Problems to be Solved by the Invention) However, in such a conventional electric vehicle control device, as shown in FIG.
An element that acts as a damping element for the oscillating current (hunting current) that attempts to flow between the input filter circuit composed of the input filter capacitor CO and the induction motor side slip actance Ll11 is connected in series. There are only the primary resistance R1 and the equivalent secondary resistance R2/S that is placed in parallel. In principle, the larger R1 and the smaller R2/S, the greater the damping effect, but in general the value of R1 is very small, and conversely, the value of R2/S is originally small (, In particular, the higher the inverter frequency F becomes, the smaller S becomes.
A sufficiently large damping effect cannot be expected with these resistances alone.

As a result, as shown in FIGS. 4 and 5, the voltage force of the filter capacitor CO is advanced and compensated via the differential compensator 13 for a slip frequency of 1"s, and main circuit vibration occurs. When the voltage of the filter capacitor CO increases, the output of the differential compensator 13 becomes positive, increasing the slip frequency Fs, and suppressing the increase in the filter capacitor voltage.

However, when the main circuit J electric is generated, the torque generated by the induction motor also oscillates according to its vibration frequency, and the rotational speed detection signal is also captured, so the output Fr of the rotational frequency calculation section 2 in FIG. Contains the Shinsen component. In the case of electric heavy use, this imaging frequency number is determined by the relationship with the mechanical system including the bogie drive system, but it is usually G10~
It is about 15H2.

Therefore, as the frequency 6 valley of the control system in Fig. 4, T-
1/ω -1/6.28x15;Mo 1011S or less sampling time is required, but with tX-Fware configuration and V4B
Due to the processing capacity and the limit of l=h), it was technically difficult to obtain such a short sampling time.

As a result, in conventional electric vehicle control, the wholesale control frequency response tends to be delayed, and the actual slip frequency of the induction motor, which is λ dimension to the vibration frequency component, deviates, making it difficult to obtain a sufficient damping effect against S motion. There was a problem that I couldn't do it.

This invention was made in order to solve these conventional problems, so it is easy to use the V4D! Electrical small control HI? which suppresses the vibration phenomenon of the main circuit when IIBI is set to slip frequency 1Ii11till by ■v■F inverter by adding correction to the rotational frequency calculation value. The purpose is to provide J.

[Structure of the Invention] (Means for Solving the Problems) The electric vehicle control device of the present invention includes a rotation frequency calculation unit that calculates the rotation of an induction motor from a pulse signal input of a pulse generator, and an operation of this rotation frequency calculation unit. gX41 differential compensator that provides advance compensation for the cut-out horn, a second differential compensator that removes the DC component from the output of the first differential compensator, and first-order lag compensation for the output of the second differential compensator. a slip frequency calculating unit that calculates a slip frequency from a DC command value commensurate with the load and a current value of the induction motor, and the first-order lag compensation for the V4 shear frequency output horn of the rotating frequency droplet shaft. P for variable voltage variable frequency inverter that uses the output of the converter and the output of the slip frequency calculation section as input.
WM modulation section.

(Function) In the electric vehicle control device of the present invention, the electric vehicle control device can be operated without causing any disturbance in the main circuit. ! In order to control the motor stably and to detect the actual rotational frequency of the induction motor without delay, the rotational frequency calculation value is compensated for by the first differential compensator, and this first differential compensator is also The included DC component is cut by the second differential compensator, the phase lead is further compensated by the first-order lag compensator, and this output is used as the first rotational frequency calculation value.

As a result, the calculated rotational frequency value is close to the actual rotational frequency of the induction motor, vibration occurs in the main circuit, and the generated torque of the induction motor becomes h<vibration.
When the rotational frequency is about to fluctuate, the inverter output frequency is advanced by the 1d compensation element and compensated 1a, thereby preventing deviations in the actual slip frequency of the induction motor and damping main circuit vibration.

(Example) Hereinafter, embodiments of the present invention will be explained in detail based on the drawings.

FIG. 1 is a circuit block diagram of an embodiment of the present invention.
In the circuit configuration of the conventional example shown in FIG.
A series circuit of a second differential compensator 16 and a first-order lag compensator 17 is arranged in parallel, and the output of this straight circuit is processed into the frequency N1 calculation output at the time of the rotational frequency calculation section 2 ( ,
X Ru.

In the case of this embodiment, the parts designated by the same reference numerals as in the conventional example shown in FIG. 4 have the same structure and operation as the conventional fi+.

Therefore, in the electric vehicle control device of this embodiment, the rotational speed of the induction motor is converted into a pulse signal by the pulse generator 1, and the rotational frequency calculation value 12 and the slipping/skidding detection section 3 are converted into a pulse signal by the pulse generator 1.
is input.

The rotational frequency calculation section 2 processes the pulse signal from the pulse generator 1 and outputs a rotational frequency calculation value Fr.

The slip/slide detection unit 3 detects air entry and skid based on the time rate of change of the pulse signal from the pulse generator 1, and outputs the slip/slide condition WSD.

The master controller and brake valve 4 output a travel command MC and a notch command P/B.

The current command value calculation section 5 calculates the slip and skid condition WSD from the slip and skid detection section 3, the adaptive load v1 of the electric vehicle, and the master controller command M.
The current command [ilc is extracted and outputted according to C.

The power regeneration determination section 6 determines the 11th power run jFB based on the notch command P/B from the master controller and the brake valve 4.

The slip frequency calculation unit 7 calculates the slip frequency F'sl and the slip frequency according to the current command value ■, c, the power running P or the regenerative brake B, and the current deviation 1u between the current command value IC and the current value 1m of the induction motor. The frequency FS is used as a sieve.

In the modulation rate calculation unit 8, the inverter frequency F and the overhead line voltage E
The modulation rate AN for the frequency F is used to control the voltage so that V/F is constant from C.

The modulated pulse mode calculation section 9 changes the modulated pulse mode depending on the magnitude of the inverter frequency F, and outputs about seven levels of pulse modes N depending on the magnitude of the inverter frequency F, for example.

The PWM modulator 10 performs PWM modulation of the switching signal applied to the inverter according to the inverter output frequency F1 modulation pulse mode N and modulation rate Ai, and outputs this gate pulse to an inverter circuit (not shown).

Further, the slip frequency calculation unit 7 has the configuration shown in FIG. 5 as described in the conventional example, and generates a function 2911 for setting the reference slip frequency FS+ based on the current command value 1c from the current command value calculation unit 5. , a first-order lag compensator 12 that performs first-order lag compensation for the deviation lu between the current command value 1c and the actual motor current lll1, and a differential compensator 13 that performs lead compensation for the filter capacitor voltage EC. Then, these outputs are added and applied to the limiter 14 to output the actual calculated slip frequency value FS.

Furthermore, a first differential compensator 15 and a second differential compensator 1 for the rotational frequency calculation value 1''r from the rotational frequency calculation section 2
6 and the operation of the first-order lag compensator 17 will be explained.

As shown in FIG. 2(a), the actual rotational frequency a of the induction motor includes main circuit vibration with respect to the induction motor speed . i*b becomes a curve delayed by the q time delay τ.

The first differential compensator 15 extracts the main circuit vibration component from this detected rotational frequency value, as shown in FIG. 2(b). Note that at this time, the phase advances by 90°.

The second differential compensator 16 is the first r! DC component 1v for velocity V included in the differential signal taken out by the 1-minute compensator 15
, and extract only the actual circuit vibration component, as shown in the same figure (C).
Outputs the signal shown in

Then, due to the differentiation of the second differential compensator 16, the phase advances by 90 degrees, so the first-order lag compensator 17 adjusts the output of the second differential compensator 16 as shown in FIG. A phase delay of 90° is given to obtain frequency compensation ΔFr.

In this way, the output ΔFr from the frequency lag compensation circuit constituted by the first differential compensator 15, the second differential compensator 16, and the first-order proximity compensator 17 becomes the rotational frequency calculation value 1”r.
The rotational frequency output C shown in FIG. 3(e) is obtained.

The rotational frequency output C after compensation obtained in this way is:
For the output Fr from the rotational frequency calculation section 2,
), compensation for the computation time delay τ is performed, and the rotational frequency a becomes approximately equal to the actual rotational frequency a of the induction motor.

The output ΔF of the first-order lag compensator 17 determined in this way
r and the calculation output 1"r from the rotational frequency calculation section 2, and further add the output 1"s of the slip frequency calculation section 7 to obtain the inverter output frequency F, and the PWM modulation section 10
is input.

In this way, main circuit vibration occurs, causing induced lightning! When the generated torque of the 71 machine oscillates and the actual rotational frequency is about to fluctuate, the inverter output frequency F is advanced and compensated for by the above-mentioned compensation element, and a damping effect is obtained by preventing deviations in the actual slip frequency of the induction motor. This allows the vibration to be converged.

[Effects of the Invention As shown in F-F, the present invention includes a first differential compensator that compensates for the advance of the main circuit vibration of the rotational speed with respect to the calculated value for the rotational frequency of the induction motor; a second differential compensator that cuts a DC component included in the output of the compensator;
Furthermore, a first-order lag compensator is provided to send the extra transfer advance generated by the second differential compensator, and the output of this first-order lag compensator is added to the rotational frequency calculation section, and the difference frequency droplet σ value and the difference are calculated. Since the control frequency of the PWM modulator is set as the control frequency of the PWM modulator, it is possible to input a rotational frequency calculation unit that is almost the same as the actual rotational frequency of the induction motor to the PWM curve adjustment unit, thereby preventing deviations in the actual slip frequency of the induction motor. This provides a damping effect for main circuit imaging.

[Brief explanation of the drawing]

Fig. 1 is a circuit block diagram of an embodiment of the present invention, Fig. 2 is a waveform diagram explaining the operating characteristics of the above embodiment, Fig. 3 is an equivalent circuit diagram of a general voltage type VVVF inverter, and Fig. 4. is a circuit block diagram of a conventional example, and FIG. 5 is a block diagram showing a detailed configuration of a slip frequency calculating section of a conventional example. DESCRIPTION OF SYMBOLS 1...Pulse generator 2...Rotational frequency calculation section 3...Slip and skid detection section 4...Mascon and brake valve 5...Current command value calculation section 7...Slip frequency calculation section 8...・1aF14 rate calculation unit 9...Modulation pulse mode calculation unit

Claims (1)

[Scope of Claims] A rotational frequency calculation unit that calculates the rotation of the induction motor from a pulse signal input of a pulse generator, a first differential compensator that provides advance compensation for the calculation output of the rotational frequency calculation unit; A second differential compensator that removes the DC component from the output of the first differential compensator, a first-order lag compensator for the output of the second differential compensator, and a DC command value and current value of the induction motor that correspond to the variable load. a slip frequency calculation section that calculates a slip frequency from the rotational frequency calculation section;
PW for a variable voltage variable frequency inverter that uses the output of the next lag compensator and the output of the slip frequency calculation unit as input.
An electric vehicle control device comprising an M modulation section.