JP2009261128A - Power conversion apparatus for vehicle and drive controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a power conversion apparatus for a vehicle, capable of stably releasing an inverter which is turned off due to overcurrent or overheating by disconnecting a path in which energy reversely flows by a chopper circuit when the inverter for performing weak field control is turned off due to detection of overcurrent or overheating. <P>SOLUTION: The power conversion apparatus includes: a chopper circuit 5 for receiving power from a power supply system to acquire a DC voltage via a reactor 4; a capacitor 8 connected to an output side of the chopper circuit 5; the inverter 7 for converting the DC voltage of the capacitor 8 into an AC voltage, supplying power to a permanent magnet electric power 9 and executing weak field control for permanent magnet electric motor 9; and an abnormal condition detector 109 for detecting abnormal conditions of the inverter 7 or the permanent magnet electric motor 9. When the abnormal condition detector 109 detects the abnormal conditions of the inverter 7 or the permanent magnet electric motor 9, the operation of the inverter 7 is stopped and the copper circuit 5 releases the part between the capacitor 9 and the power supply system. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention is directed to a vehicle driven by a permanent magnet motor, and more particularly to a vehicle power conversion device and a vehicle drive control device that can cope with a motor-induced voltage during high-speed operation.

  In a conventional vehicle drive control device, for example, when an abnormality is detected in the output current of an inverter by a current detector provided between the inverter and the permanent magnet motor, a switch connected between the permanent magnet motor and the inverter is provided. Block (see Patent Document 1).

JP 2007-28852 A (paragraphs [0218]-[0232], FIGS. 58-63)

  In the conventional vehicle drive control device, when an abnormality occurs in the inverter, the switch connected between the permanent magnet motor and the inverter is shut off. Therefore, every time the abnormality occurs, a switch breaking / closing operation occurs, which limits the operating life of the switch.

  The present invention has been made to solve the above-described problems, and when the inverter that performs field weakening control is turned off by overcurrent detection or overheat detection, the chopper circuit cuts off the path through which energy flows backward. An object of the present invention is to obtain a vehicle power conversion device and a vehicle drive control device that can stably open an inverter that has been turned off due to overcurrent or overheating.

  Further, when overcurrent or overheat is detected, the voltage of the permanent magnet motor generated by continuing the vehicle acceleration operation based on controlling the chopper circuit to make the voltage of the capacitor higher than the voltage of the permanent magnet motor. An object of the present invention is to obtain a vehicular power conversion device and a vehicular drive control device that can continue a stable vehicle operation without generating a brake torque against an increase.

  A power converter for a vehicle according to the present invention includes a chopper circuit that receives power from a power supply system and obtains a DC voltage via a reactor, a capacitor connected to an output side of the chopper circuit, and converts the DC voltage of the capacitor into an AC voltage. An inverter for converting and supplying electric power to the permanent magnet motor and weakening the permanent magnet motor for field control, and an abnormality detector for detecting an abnormality of the inverter or the permanent magnet motor, wherein the abnormality detector is the inverter or When the abnormality of the permanent magnet motor is detected, the operation of the inverter is stopped, and the capacitor and the power supply system are opened by the chopper circuit.

  Also, a chopper circuit that receives power from the power supply system and obtains a DC voltage via a reactor, a capacitor connected to the output side of the chopper circuit, converts the DC voltage of the capacitor to an AC voltage, and supplies power to the permanent magnet motor. An inverter that weakens the permanent magnet motor and controls the field, and an abnormality detector that detects an abnormality of the inverter or the permanent magnet motor, and the abnormality detector detects an abnormality of the inverter or the permanent magnet motor. The operation of the inverter is stopped, and the voltage of the capacitor is controlled to be higher than the voltage generated by the permanent magnet motor by the chopper circuit.

  According to the vehicle power conversion device of the present invention, when the inverter that performs field weakening control is turned off by overcurrent detection or overheat detection, the chopper circuit turns off the path through which the energy flows backward, thereby turning off by overcurrent or overheating. The inverter can be opened stably.

  Also, when overcurrent or overheat is detected, the voltage of the capacitor is made higher than the voltage of the permanent magnet motor by controlling the chopper circuit. Thus, stable vehicle operation can be continued without generating brake torque.

Embodiment 1.
1 is a block diagram showing a vehicle drive control apparatus according to Embodiment 1 of the present invention. In FIG. 1, 1 is a DC overhead line for supplying DC power, 2 is a pantograph, 3 is a rail, 4 is a reactor, 5 is a chopper circuit that receives power from the DC overhead line 1 (power supply system) and obtains a DC voltage via the reactor 4, 7 is an inverter, 9 is a permanent magnet motor (for example, a permanent magnet synchronous motor), and 10 to 12 are switches. The chopper circuit 5 includes a switch S1 and a switch S2. The chopper circuit 5 receives the DC voltage of the overhead line 1, and when the switch S2 is turned on, the voltage of the DC overhead line 1 is connected via a diode connected in reverse parallel to the switch S2 and the switch S2. Applied to the capacitor 8. Alternatively, the switch S2 is turned off and the switch S1 is turned on and off, whereby an arbitrary DC voltage higher than the voltage of the overhead wire 1 is supplied to the inverter 7 while accumulating and releasing current energy in the reactor 4. Note that the switches S1 and S2 are composed of, for example, an IGBT (insulated gate bipolar transistor) incorporating a diode connected in antiparallel. Reference numeral 109 is provided so as to detect the current of each phase between the inverter 7 and the permanent magnet motor 9, and an overcurrent that detects that the current flowing through the inverter 7 or the permanent magnet motor 9 in any of the phases becomes an overcurrent. An ammeter that is a current detector (abnormality detector), 110 is an inverter controller when overcurrent is detected, and 111 is a chopper controller when overcurrent is detected. The reactor 4, the chopper circuit 5, the capacitor 8, the inverter 7 that supplies power to the permanent magnet motor 9, and the ammeter 109 constitute a vehicle power converter.

  FIG. 2 is a timing chart for explaining the operation of the vehicle drive control apparatus according to the first embodiment. 2, (a) is the vehicle operation command, (b) is the inverter operation command, (c) is the operation of the switch S1 of the chopper circuit 5, (d) is the operation of the switch S2 of the chopper circuit 5, and (e) is The voltage of the capacitor | condenser 8 and the voltage of the permanent magnet motor 9 (voltage between terminals of the permanent magnet motor 9) are shown typically. Until time t1, an acceleration operation command is issued, and the permanent magnet motor 9 is operated by well-known field weakening control, and the voltage generated by the permanent magnet motor 9 is suppressed to Vm1. At this time, the voltage Vc1 of the capacitor 8 has a relationship of Vc1> Vm1, and the switch S1 is turned off and the switch S2 is turned on, so that Vc1 substantially matches the voltage of the DC overhead wire 1. For this reason, Vm1 does not exceed Vc1, and a desired torque can be generated in the permanent magnet motor 9.

  Next, when a vehicle operation command is issued from acceleration to coasting at time t1, the chopper circuit 5 first turns off the switch S2 and turns on / off the switch S1, thereby raising the voltage of the capacitor 8 from Vc1 to Vc2 (time). t2). Vc2 is set so that Vc2> Vm2 is satisfied with respect to voltage Vm2 of the permanent magnet motor generated by coasting operation when field weakening control by inverter 7 disappears. Further, after the capacitor 8 rises to the voltage Vc2 at time t2, the inverter 7 is turned off at time t3. Since the field weakening control disappears as the inverter 7 is turned off, the voltage of the permanent magnet motor 9 rises to Vm2, but the voltage of the capacitor 8 is held at Vc2 (> Vm2) by the operation of the chopper circuit 5, so that the permanent magnet Energy does not flow backward from the motor 9 to the capacitor 8. Therefore, the switches 10 to 12 provided between the inverter 7 and the permanent magnet motor 9 for protection when the inverter 7 is damaged may be always turned on in the transition from the acceleration / deceleration operation to the coasting operation. . In addition, in FIG. 2, although the timing diagram in the case of shifting from acceleration operation to coasting operation is shown, since the field-weakening operation is performed even in deceleration operation, the timing diagram in the case of shifting from deceleration operation to coasting operation is also illustrated. Same as 2.

  Thus, during coasting operation, by controlling the voltage of the capacitor 8 to be higher than the voltage of the permanent magnet motor 9, energy does not flow backward from the permanent magnet motor 9 to the capacitor 8. There is an effect that a stable operation can be obtained. In addition, since the induced voltage constant of the permanent magnet motor 9 can be set high, more exciting magnetic flux is established by the permanent magnet, and as a result, the current required for torque generation is reduced, thereby reducing the loss of the power converter. There is an effect. Further, since it is sufficient to always turn on the switch in the transition from the acceleration / deceleration operation to the coasting operation, there is no need to turn on / off the unnecessary switch, and the life of the switch can be extended. Further, since the chopper circuit 5 controls the voltage of the capacitor 8 using the existing reactor 4, there is no need to separately connect a reactor, and there is an effect that a small and light vehicle drive control device can be obtained.

  FIG. 3 is a timing chart for explaining the operation of the vehicle drive control apparatus according to the first embodiment. 3, (a) is the vehicle operation command, (b) is the inverter operation command, (c) is the operation of the switch S1 of the chopper circuit 5, (d) is the operation of the switch S2 of the chopper circuit 5, and (e) is The voltage of the capacitor | condenser 8 and the voltage of the permanent magnet electric motor 9 are shown typically. Until time t4, a coasting operation command is issued, and the voltage of the capacitor 8 is controlled by the chopper circuit 5 so that Vm2 <Vc2 with respect to the voltage Vm2 generated by the permanent magnet motor 9. For this reason, stable coasting operation is obtained.

  Next, when a vehicle operation command is issued from coasting operation to acceleration at time t4, the inverter 7 is first activated to perform field-weakening control operation. Along with this, the voltage of the permanent magnet motor 9 decreases to Vm1 (time t5). At time t5, switching of S1 of the chopper circuit 5 is stopped, and the switch S2 is turned on. At this time, with Vc2 (> Vc1) as an initial state, the capacitor 8 is connected to the DC overhead line 1 via the reactor 4, whereby the voltage of the capacitor 8 returns from Vc2 to Vc1 (time t6). Therefore, Vm1 does not exceed Vc1, and a desired torque can be generated in the permanent magnet motor 9. Therefore, in the process of shifting from the coasting operation to the acceleration, the switches 10 to 11 are always turned on. Similarly, in the process of shifting from the coasting operation to the deceleration, the switches 10 to 11 should always be turned on.

  By controlling the voltage of the capacitor 8 so as to be higher than the voltage of the permanent magnet motor 9 during coasting operation in this way, energy does not flow backward from the permanent magnet motor 9 to the capacitor 8, and thus stable during coasting operation. There is an effect that can be obtained. In addition, since the induced voltage constant of the permanent magnet motor 9 can be set high, more exciting magnetic flux is established by the permanent magnet, and as a result, the current required for torque generation is reduced, thereby reducing the loss of the power converter. There is an effect. Further, since it is sufficient to always turn on the switch in the transition from coasting operation to acceleration / deceleration operation, there is no need to turn on / off the unnecessary switch, and there is an effect that the life of the switch can be extended. Further, since the chopper circuit 5 controls the voltage of the capacitor 8 using the existing reactor 4, there is no need to separately connect a reactor, and there is an effect that a small and light vehicle drive control device can be obtained. Further, since the voltage of the capacitor 8 during acceleration is set to a voltage lower than Vc2, there is an effect that switching loss and EMI (electro-magnetic interference) noise generated in the chopper circuit 5 and the inverter 7 can be reduced.

  FIG. 4 is a configuration diagram showing the vehicle drive control apparatus according to the first embodiment, and particularly shows its control configuration. In FIG. 4, 102 is an automatic weakening controller that gives an excitation current command id * of the permanent magnet motor 9, and 103 is a torque that generates a torque current command iq * so that the permanent magnet motor 9 generates torque according to the torque command τ *. A current command generator 101 is a current controller that generates an output voltage command vinv * of the inverter in accordance with an excitation current command id * and a torque current command iq * to control the current of the permanent magnet motor 9, and 104 and 120 are switches. , 105 is a low-pass filter, and 106 is a voltage command generator that generates a capacitor voltage command Vc2 * during coasting operation from the rotational speed or rotational angular velocity of the permanent magnet motor 9. Reference numeral 108 denotes a rotation detector that detects the rotation speed and rotation angular velocity of the permanent magnet motor 9. In FIG. 4, the DC overhead line 1, the pantograph 2, the rail 3, the reactor 4, and the switches 10 to 12 are omitted. In each figure, the same numerals indicate the same or corresponding parts, and the description thereof is omitted.

  When coasting operation is not issued (acceleration or deceleration), the voltage command Vc1 of the capacitor 8 other than during coasting operation (capacitor voltage command during acceleration or deceleration, in this case Vc1) Adopting overhead voltage) is selected. Vcfil * is obtained as the output of the low-pass filter 105. By connecting the low-pass filter 105, the shock when switching the voltage command is reduced. Further, the switch 120 is turned off and the chopper operation is not performed (the state before time t1 in FIG. 2). On the other hand, a torque command τ * is input to the torque current command generator 103 to obtain a torque current command iq * corresponding to the torque current. Further, the inverter weakening controller 102 receives the inverter output voltage command vinv * and the voltage command Vcfil *, and compares the magnitudes of vinv * and Vcfil * by a known method so that the magnitude of vinv * falls within Vcfil *. Thus, the current command id * in the magnetic flux direction of the permanent magnet motor 9 is obtained. The current controller 101 obtains an inverter output voltage command vinv * from id * and iq *.

  When coasting operation is issued, the capacitor voltage command Vc2 * during coasting operation is selected as the output of the switch 104. The voltage command generator 106 calculates an induced voltage Vm2 generated by the permanent magnet motor 9 from the rotational angular velocity ωr of the permanent magnet motor 9, and obtains a capacitor voltage command Vc2 * during coasting operation that satisfies Vc2 *> Vm2. The switch 120 is turned on, and the chopper circuit 5 controls the voltage of the capacitor 8 to be Vc2 (as a result, the time t2 in FIG. 2 is reached). When the voltage of the capacitor 8 is matched with Vc2, the automatic weakening controller 102 sets id * to zero (time t3 in FIG. 2). At this time, since τ * is zero by coasting operation issuance, iq * is also zero.

  When acceleration or deceleration operation is issued from coasting operation, after the induced voltage of the permanent magnet motor 9 is lowered to Vm1 by the automatic weakening controller 102 (time t5 in FIG. 3), Vc1 is selected by the switch 104. To do. Here, Vc1> Vm1 is set. Next, the torque current command generator 103 gives a torque current command iq *, and the permanent magnet motor 9 is operated.

As described above, in the first embodiment, the operation is performed in the following two ways.
When not in coasting operation, select the capacitor voltage command other than coasting operation with the switch, connect the reactor and the capacitor with the chopper circuit, and automatically weaken the capacitor voltage command and inverter output voltage command in other than coasting operation. When the controller generates an excitation current command, the voltage generated by the permanent magnet motor is reduced, and at the start of coasting operation, the capacitor voltage command for coasting operation generated by the voltage command generator is selected by the switch. The capacitor voltage is controlled by the chopper circuit in accordance with the capacitor voltage command during the coasting operation, and the automatic weakening controller sets the excitation current command to zero.

  Also, during coasting operation, the capacitor voltage command during coasting operation generated by the voltage command generator is selected by the switch, and the capacitor voltage is controlled by the chopper circuit according to the capacitor voltage command during coasting operation, and coasting After the operation is completed, a capacitor voltage command other than during coasting operation is selected by the switch, and an excitation current command for the permanent magnet motor is given by the automatic weakening controller.

  As described above, when shifting from the acceleration or deceleration command to the coasting operation and vice versa, the operation of the power conversion device of FIGS. 2 and 3 is achieved by the control configuration of FIG. Further, by controlling the voltage of the capacitor 8 to be higher than the voltage of the permanent magnet motor 9 during the coasting operation, energy does not flow backward from the permanent magnet motor 9 to the capacitor 8, so that stable operation is possible even during the coasting operation. Is effective. In addition, since the induced voltage constant of the permanent magnet motor 9 can be set high, more exciting magnetic flux is established by the permanent magnet, and as a result, the current required for torque generation is reduced, thereby reducing the loss of the power converter. There is an effect.

  Also, since it is sufficient to always turn on the switch during the transition from acceleration / deceleration operation to coasting operation, or vice versa, unnecessary switch on / off operations are eliminated, and the life of the switch can be extended. There is an effect. Further, since the chopper circuit 5 controls the voltage of the capacitor 8 using the existing reactor 4, there is no need to separately connect a reactor, and there is an effect that a small and light vehicle drive control device can be obtained. Further, since the voltage of the capacitor 8 during acceleration or deceleration is set to a voltage lower than Vc2, there is an effect that switching loss and EMI noise generated in the chopper circuit 5 and the inverter 7 can be reduced.

  FIG. 5 is a configuration diagram showing the vehicle drive control apparatus according to the first embodiment, and particularly shows its control configuration. In FIG. 5, reference numeral 107 denotes an excitation current controller, and the configuration is the same as that of FIG. 4 except that the voltage command generator is replaced with the excitation current controller 107. When coasting operation is not issued (during acceleration or deceleration), the voltage command Vc1 (capacitor voltage command during acceleration or deceleration) of the capacitor 8 other than during coasting operation is selected as the output of the switch 104, Vcfil * is obtained as the output of the low-pass filter 105. Further, the switch 120 is turned off and no chopper operation is performed (before time t1 in FIG. 2).

  On the other hand, a torque command τ * is input to the torque current command generator 103 to obtain a torque current command iq * corresponding to the torque current. Further, the inverter weakening controller 102 receives the inverter output voltage command vinv * and the voltage command Vcfil *, and compares the magnitudes of vinv * and Vcfil * by a known method so that the magnitude of vinv * falls within Vcfil *. Thus, the current command id * in the magnetic flux direction of the permanent magnet motor 9 is obtained. The current controller 101 obtains an inverter output voltage command vinv * from id * and iq *.

  When coasting operation is issued, the capacitor voltage command Vc2 * during coasting operation is selected as the output of the switch 104. Further, the excitation current controller 107 increases the voltage command of the capacitor 8 so that the excitation current becomes zero to obtain Vc2. The switch 120 is turned on, and the chopper circuit 5 controls the voltage of the capacitor 8 to be Vc2 (as a result, the time t2 in FIG. 2 is reached). At this time, since τ * is zero by coasting operation issuance, iq * is also zero. When acceleration or deceleration operation is issued from coasting operation, the automatic weakening controller 102 lowers the induced voltage of the permanent magnet motor 9 to Vm1 (time t5 in FIG. 3), and then selects Vc1 by the switch 104. To do. Here, Vc1> Vm1 is set. Next, the torque current command generator 103 gives a torque current command iq *, and the permanent magnet motor 9 is operated.

In summary, the first embodiment operates in the following two ways.
When not in coasting operation, select the capacitor voltage command other than coasting operation with the switch, connect the reactor and the capacitor with the chopper circuit, and automatically weaken the capacitor voltage command and inverter output voltage command in other than coasting operation. The controller generates an excitation current command to reduce the voltage generated by the permanent magnet motor, and at the start of coasting operation, the capacitor voltage command, which is the output of the excitation current controller, is selected by the switch, and the excitation current controller The voltage of the capacitor is controlled by a chopper circuit in accordance with a capacitor voltage command that is an output of.

  During coasting operation, the capacitor voltage command, which is the output of the excitation current controller, is selected by the switch, and the capacitor voltage is controlled by the chopper circuit in accordance with the capacitor voltage command, which is the output of the excitation current controller. After completion, the capacitor voltage command other than during coasting operation is selected by the switch, and the excitation current command for the permanent magnet motor is given by the automatic weakening controller.

  Thus, when shifting to the coasting operation from the acceleration or deceleration command and vice versa, the operation of the power conversion device of FIGS. 2 and 3 is achieved by the control configuration of FIG. Further, the excitation current controller 107 secures the voltage Vc2 of the capacitor 8 to the minimum necessary, and the DC voltage applied to the capacitor 8, the chopper circuit 5 and the inverter 7 can be reduced to the minimum necessary, and the reliability can be further improved. effective. Further, by controlling the voltage of the capacitor 8 to be higher than the voltage of the permanent magnet motor 9 during the coasting operation, energy does not flow backward from the permanent magnet motor 9 to the capacitor 8, so that stable operation is possible even during the coasting operation. Is effective. In addition, since the induced voltage constant of the permanent magnet motor 9 can be set high, more exciting magnetic flux is established by the permanent magnet, and as a result, the current required for torque generation is reduced, thereby reducing the loss of the power converter. There is an effect.

  Also, since it is sufficient to always turn on the switch during the transition from acceleration / deceleration operation to coasting operation, or vice versa, unnecessary switch on / off operations are eliminated, and the life of the switch can be extended. There is an effect. Further, since the chopper circuit 5 controls the voltage of the capacitor 8 using the existing reactor 4, there is no need to separately connect a reactor, and there is an effect that a small and light vehicle drive control device can be obtained. Further, since the voltage of the capacitor 8 during acceleration or deceleration is set to a voltage lower than Vc2, there is an effect that switching loss and EMI noise generated in the chopper circuit 5 and the inverter 7 can be reduced.

  FIG. 6 is a timing chart for explaining the operation of the vehicle drive control device of FIG. 1 in the first embodiment. 6, (a) is a trip signal, (b) is an inverter operation command, (c) is an operation of the switch S1 of the chopper circuit 5, (d) is an operation of the switch S2 of the chopper circuit 5, and (e) is a capacitor. 8 schematically shows the voltage of 8 and the voltage of the permanent magnet motor 9.

  Until time t20, for example, an acceleration (or deceleration) operation command is issued, the permanent magnet motor 9 is operated by the well-known field weakening control, the voltage generated by the permanent magnet motor 9 is suppressed to Vm1, and the voltage of the capacitor 8 Vc1 is substantially equal to the voltage of the DC overhead line 1, and Vc1> Vm1 is maintained. For this reason, Vm1 does not exceed Vc1, and electric power can be supplied to the permanent magnet motor 9 to generate a desired torque.

  Next, at time t20, an overcurrent flows with respect to the current flowing through the inverter 7 or the permanent magnet motor 9, and when this is detected by the ammeter 109, the inverter controller 110 turns off the inverter 7 by this overcurrent detection. Stop operation). The overcurrent at this time is a current that causes an abnormality in a device (such as the permanent magnet motor 9 or the inverter 7) if the overcurrent is left unattended, and is a current that needs to be promptly interrupted. When the inverter 7 is turned off, the field-weakening control by the inverter 7 disappears, and the voltage Vm2 of the permanent magnet motor 9 exceeds the voltage Vc1 of the capacitor 8 in the case of high-speed coasting operation. When this state continues, energy continues to flow backward from the permanent magnet motor 9 toward the capacitor 8.

  In order to avoid this, when an overcurrent is detected by the ammeter 109 at time t20, the chopper controller 111 turns off the switch S2 of the chopper circuit 5. At this time, the voltage Vc1 of the capacitor 8 increases in accordance with the voltage Vm2 of the permanent magnet motor 9 due to the supply from the permanent magnet motor 9, but no reverse flow of energy to the DC overhead line 1 occurs because the switch S2 is off. That is, when the switch S2 of the chopper circuit 5 is turned off by the chopper controller 111, the capacitor 8 and the DC overhead line 1 are opened and cut off. Therefore, by disconnecting the path through which the energy flows backward by the chopper circuit 5, the inverter 7 turned off by the overcurrent can be stably opened to the DC overhead wire 1.

  When the inverter 7 that performs field weakening control in this way is turned off by overcurrent detection, the chopper circuit 5 cuts off the path through which the energy flows backward, so that the voltage of the capacitor 8 substantially matches the voltage of the motor 9 and the brake torque is reduced. There is an effect that stable vehicle operation can be continued without occurrence. Further, after the inverter 7 is turned off, the permanent magnet motor 9 and the inverter 7 may be disconnected by turning off the switches 10 to 12 after the current flowing through the permanent magnet motor 9 becomes zero.

  As shown in FIG. 7, the ammeter 109 detects an overcurrent at time t20, turns off the inverter 7, turns off the switch S2 of the chopper circuit 5, and operates the switch S1 as a chopper. Since the voltage Vc2 can be controlled to be higher than the voltage Vm2 of the permanent magnet motor 9, a stable vehicle operation can be continued without generating a brake torque with respect to a voltage increase of the permanent magnet motor 9 generated by continuing the vehicle acceleration operation. There is an effect.

  In the first embodiment, the overcurrent of the inverter 7 or the permanent magnet motor 9 is detected as abnormal. However, the thermometer (abnormality detector) for detecting the temperature of the inverter 7 or the permanent magnet motor 9 is provided, and the inverter 7 or The overheating of the permanent magnet motor 9 may be detected as an abnormality. The overheating at this time is a temperature at which an abnormality occurs in the device if the overheating is left unattended, and is a temperature at which the cause needs to be quickly removed. When overheating is detected by the thermometer, the inverter controller 110 turns off the inverter 7. Then, the field weakening control by the inverter 7 disappears, and the voltage Vm2 of the permanent magnet motor 9 exceeds the voltage Vc1 of the capacitor 8 in the case of high-speed coasting operation. When this state continues, energy continues to flow backward from the permanent magnet motor 9 toward the capacitor 8.

  To avoid this, when overheating is detected by the thermometer at time t20, the chopper controller 111 turns off the switch S2 of the chopper circuit 5. When the switch S2 is turned off, the capacitor 8 and the DC overhead line 1 are opened and disconnected. Therefore, the inverter 7 turned off by the chopper circuit 5 due to overcurrent can be stably opened to the DC overhead line 1. When the inverter 7 that performs field weakening control in this way is turned off by overcurrent detection, the chopper circuit 5 cuts off the path through which the energy flows backward, so that the voltage of the capacitor 8 substantially matches the voltage of the motor 9 and the brake torque is reduced. There is an effect that stable vehicle operation can be continued without occurrence.

  As shown in FIG. 7, the thermometer detects overheating at time t20, turns off the inverter 7, turns off the switch S2 of the chopper circuit 5, and operates the switch S1 as a chopper, whereby the voltage Vc2 of the capacitor 8 is obtained. Can be controlled to be higher than the voltage Vm2 of the permanent magnet electric motor 9, so that a stable vehicle operation can be continued without generating a brake torque with respect to a voltage increase of the permanent magnet electric motor 9 generated by continuing the vehicle acceleration operation. There is an effect that can be done.

  The switches S1 and S2 constituting the chopper circuit 5 are IGBTs (insulated gate bipolar elements). These are not only switches such as FETs (field effect transistors) and silicon carbide gallium nitride. It goes without saying that the same effect can be obtained even if it is constituted by a switch made of another material such as a ride.

1 is a configuration diagram illustrating a vehicle drive control device according to a first embodiment. FIG. FIG. 3 is a timing diagram for explaining the operation of the vehicle drive control apparatus of the first embodiment. FIG. 3 is a timing diagram for explaining the operation of the vehicle drive control apparatus of the first embodiment. 1 is a configuration diagram illustrating a vehicle drive control device according to a first embodiment. FIG. 1 is a configuration diagram illustrating a vehicle drive control device according to a first embodiment. FIG. FIG. 2 is a timing chart for explaining the operation of the vehicle drive control device of FIG. FIG. 2 is a timing chart for explaining the operation of the vehicle drive control device of FIG. 1 in the first embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 DC overhead line 2 Pantograph 3 Rail 4 Reactor 5 Chopper circuit 7 Inverter 8 Capacitor 9 Permanent magnet motor 10-12 Switch 101 Current controller 102 Automatic weakening controller 103 Torque current command generator 104 Switcher 105 Filter 106 Voltage command generator 107 Excitation current controller 108 Rotation detector 120 Switch 109 109 Overcurrent detector 110 Inverter controller 111 Chopper controller

Claims (5)

A chopper circuit that receives power from the power supply system and obtains a DC voltage via the reactor;
A capacitor connected to the output side of the chopper circuit;
An inverter that converts the DC voltage of the capacitor into an AC voltage, supplies electric power to the permanent magnet motor, and weakens the permanent magnet motor to control the field;
An abnormality detector for detecting an abnormality of the inverter or the permanent magnet motor,
When the abnormality detector detects an abnormality of the inverter or the permanent magnet motor, the operation of the inverter is stopped and the capacitor and the power supply system are opened by the chopper circuit. apparatus. A chopper circuit that receives power from the power supply system and obtains a DC voltage via the reactor;
A capacitor connected to the output side of the chopper circuit;
An inverter that converts the DC voltage of the capacitor into an AC voltage, supplies electric power to the permanent magnet motor, and weakens the permanent magnet motor to control the field;
An abnormality detector for detecting an abnormality of the inverter or the permanent magnet motor,
When the abnormality detector detects an abnormality of the inverter or the permanent magnet motor, the operation of the inverter is stopped, and the voltage of the capacitor is controlled by the chopper circuit to be higher than the voltage generated by the permanent magnet motor. A vehicular power conversion device.   The vehicular power converter according to claim 1, wherein the abnormality detector is an ammeter that detects an overcurrent of the inverter or the permanent magnet motor.   The vehicular power converter according to claim 1 or 2, wherein the abnormality detector is a thermometer that detects overheating of the inverter or the permanent magnet motor.   The vehicle drive control apparatus provided with the power converter device for vehicles of any one of Claims 1-4.

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