JP2007089269A - Electric vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately determine whether or not it is just before stopping while performing a regenerative operation while adopting speed sensorless control for controlling the torque of the motor without detecting the rotation speed of the motor.
SOLUTION: A VVVF inverter 4 that converts DC power into AC power of an arbitrary frequency, and a gate command is supplied without detecting the rotational speed of an electric motor 5, and the output frequency and output voltage of the VVVF inverter 4 are variably output. In an electric vehicle control device having an inverter control means 10 'for driving the electric motor, speed estimation means (15, 17, 19) for estimating the rotational speed of the electric motor based on the magnetic flux or the induced voltage of the electric motor 5, and this The electric vehicle control device includes a brake availability determination unit 20 that determines a brake region based on an estimated speed of a speed estimation unit and the brake command.
[Selection] Figure 1

Description

  The present invention relates to an electric vehicle control device for speed sensorless control that controls driving of an electric motor without detecting the rotational speed of the electric motor that is a driving source of the electric vehicle.

  When speed sensorless control that controls the torque of the motor without detecting the rotation speed of the electric motor that is the drive source of the electric car is applied, the rotation speed, that is, the rotor rotation frequency is estimated based on the magnetic flux or induced voltage of the motor. Yes. As a result, the speed cannot be estimated when the electric vehicle is stopped or coasting (neutral state) when the motor is not excited due to the stop of the inverter operation. It is impossible to judge whether there is. That is, when the vehicle is accelerated by power running, if the neutral state is set, the acceleration becomes zero, so it cannot be determined whether the electric motor is stopped or rotating at high speed.

  In a general railway vehicle, an air brake and a regenerative brake by regenerative operation of an electric motor are used in combination as means for applying a braking force to an electric vehicle. Usually, the regenerative brake is mainly used, and an air brake is used to compensate for the shortage of the regenerative brake. Actually, when the electric vehicle is about to stop, the regenerative brake is switched to the air brake, and finally the air brake is used to stop.

  By the way, in railway vehicles, the brakes are properly used as described above, but the problem here is that it is necessary to determine whether or not to apply regenerative braking according to the traveling speed of the electric vehicle. is there.

  Normally, in the control with a speed sensor, it is only necessary to determine the running state of the electric vehicle based on the rotational speed detected by the speed sensor. However, in the case of speed sensorless control, the speed cannot be estimated during coasting as described above. . As a result, when a brake command is input while the vehicle is stopped or just before stopping, it cannot be determined whether to apply regenerative braking or air braking. At this time, if the regenerative brake is inadvertently applied based on the input of the brake command, the cooperation with the air brake cannot be achieved, the regenerative invalidation occurs, and the riding comfort of the electric vehicle deteriorates. In addition, the electric vehicle cannot stop at the target stop position.

  Therefore, when the inverter is started in response to a power running command or a brake command from such a running state, it is necessary to start the inverter so that the output frequency matches the rotational speed, that is, the rotor rotational frequency. Usually, in an electric vehicle control device to which a vector control method with a speed sensor provided with a speed sensor is applied, an inverter output frequency that matches the rotor rotation frequency is output and started.

  On the other hand, in the speed sensorless control method, a control mode for estimating the approximate rotor rotational frequency different from the rotational speed estimation method during normal operation is provided, and the approximate rotor rotational frequency is set according to the control mode immediately after starting the inverter. presume. Then, when the rotor rotational frequency is roughly estimated, an inverter output frequency corresponding to the approximate rotor rotational frequency estimated value is output from the inverter, and normal operation of the electric vehicle is started (Patent Document 1).

  Specifically, the electric vehicle control apparatus to which such speed sensorless control is applied is configured as shown in FIG.

  In the figure, 1 is a pantograph, 2 is a DC filter reactor, 3 is a DC filter capacitor, and a VVVF (variable voltage variable frequency) inverter (hereinafter simply referred to as an inverter) 4 is connected to the DC filter capacitor 3. ing. The inverter 4 is controlled by a gate command output from the inverter control unit 10, outputs a required inverter output frequency and AC voltage, and drives and controls the electric motor 5. 6 is a wheel of an electric vehicle. Note that current detectors 7 u and 7 w for detecting currents Iu and Iw flowing in the electric motor 5 are provided on the u and w phase output lines of the inverter 4.

  In the inverter control unit 10, a coordinate converter 11 is provided. Here, using the motor inflow currents Iu and Iw detected by the current detectors 7u and 7w and the D-axis phase angle θ described later, the DQ-axis current and The excitation current Id and torque current Iq are converted and output.

The inverter control unit 10 is provided with a current command calculation unit 12. The current command calculation unit 12 extracts the excitation current command IdRef and the torque current command IqRef based on the brake command output from the cab 8 and sends it to the voltage command calculation unit 13. The voltage command calculation unit 13 is configured to output the DQ axis output voltage command Vd ^*, DQ axis output voltage command Vd ^*, DQ axis current converted by the coordinate conversion unit 11 so that the excitation current Id and the torque current Iq match the excitation current command IdRef and the torque current command IqRef ^. After calculating Vq ^* , it is sent to the coordinate conversion unit 14 and the inverter output frequency calculation unit 15, respectively.

The coordinate converter 14 converts the DQ-axis output voltage commands Vd ^{* and} Vq ^* sent from the voltage command calculator 13 into three-phase voltage commands Vu ^* , Vv ^* and Vw ^*, and then outputs the PWM (pulse width). Modulation) controller 16, where each phase voltage command Vu ^* , Vv ^* , Vw ^* inputted is individually compared with a preset triangular wave to generate a gate command for each phase. The phase switching elements constituting the inverter 4 are controlled.

On the other hand, the inverter output frequency calculation unit 15 uses the DQ-axis output voltage commands Vd ^*, Vq ^* and the DQ-axis currents Id, Iq to obtain the D-axis induced voltage by the following equation (1), It has a function of obtaining an inverter reference output frequency ω1 ^* for controlling the output frequency of the inverter 4 based on the shaft induced voltage.

  Specifically, as shown in FIG. 5, the inverter output frequency calculation unit 15 includes a D-axis induced voltage calculation unit 15a and an inverter output frequency control unit 15b.

The D-axis induced voltage calculation unit 15a calculates the D-axis induced voltage Ed based on the following formula using the DQ-axis output voltage commands Vd ^*, Vq ^* and the DQ-axis currents Id, Iq, and the inverter output frequency control unit 15b To supply.

Ed = Vd ^* −R1 × Id + ω1 × σL1 × Iq (1)
In the above equation, R1: primary resistance of the motor 5, ω1: previous value of the inverter reference output frequency ω1 ^* , σ: leakage coefficient (= 1−M / L1 / L2), L1: primary self of the motor 5 Inductance, M is a leakage inductance.

The inverter output frequency control unit 15b is based on the D-axis induced voltage Ed input from the D-axis induced voltage calculation unit 15a, and the inverter reference output frequency ω1 ^* such that the D-axis induced voltage Ed becomes zero according to the following equation (2) ^. Is obtained and supplied to the subtraction operation unit 17 and the integration operation unit 18 shown in FIG.

ω1 ^* = − (Kp + Ki / s) Ed (2)
Here, Kp is a proportional gain, Ki is an integral gain, and s is a Laplace operator.

The inverter reference output frequency ω1 ^{* obtained} as described above is sent to the integral calculation unit 18 as described above, where the inverter reference output frequency ω1 ^* is integrated and the D axis phase with respect to the reference axis A axis of the stationary coordinate system. An angle θ is generated and fed back to the coordinate conversion units 11 and 14 described above.

  As a result, the inverter control unit 10 can control the output frequency and output voltage of the inverter 4 without using a speed sensor, and thus can perform torque control of the electric motor 5.

The inverter control unit 10 is provided with a slip frequency calculation unit 19. The slip frequency calculation unit 19 calculates the slip reference frequency Ws ^* from the current commands IdRef and IqRef based on the following equation, and then sends it to the subtraction calculation unit 17.

Ws ^* = R2 / R1 × IqRef / IdRef (3)
In the above equation, R2 is a secondary time constant, and L2 is a secondary self-inductance.

When the subtraction operation unit 17 receives the inverter reference output frequency ω1 ^* calculated by the equation (2) and the slip reference frequency Ws ^* obtained by the slip frequency calculation unit 19, the subtraction operation unit 17 calculates the slip reference frequency Ws from the inverter reference output frequency ω1 ^{*. *} Can be subtracted to estimate the speed corresponding to the rotational speed of the electric motor 5. In FIG. 4, FRH is an estimated speed of the electric motor 5.
JP 2000-253506 A (see FIG. 17)

However, in the electric vehicle control apparatus to which the speed sensorless control as described above is applied, it is obtained by using voltage commands Vd ^* , Vq ^*, etc. obtained from the magnetic flux of the electric motor 5 or the current command acquired by the current command calculation unit 12. The rotational speed, that is, the rotor rotational frequency of the electric motor 5 is estimated based on the induced voltage, and is effective when the inverter 4 is started by gate control.

  Therefore, the gate command to the inverter 4 is stopped as described above, and the rotational speed of the electric motor 5 cannot be estimated during coasting when the electric motor 5 is not excited. As a result, when a brake command is input while coasting just before stopping or while the electric vehicle is stopped, it is impossible to determine whether or not to apply regenerative braking. As a result, cooperation with the air brake is difficult, regenerative invalidation and the like occur, and the riding comfort of the electric vehicle deteriorates. Moreover, it becomes difficult to stop the electric vehicle at the target stop position.

  The present invention has been made in view of the above circumstances, and adopts speed sensorless control that controls the torque of the electric motor without detecting the rotational speed of the electric motor, and appropriately determines whether or not it is just before stopping when performing regenerative operation. An object of the present invention is to provide an electric vehicle control device that judges and avoids unnecessary startup of an inverter.

  In order to solve the above-mentioned problems, the present invention provides an inverter that converts DC power into AC power of an arbitrary frequency, and supplies a gate command without detecting the rotational speed of the motor to output the output frequency and output of the inverter. In an electric vehicle control device having an inverter control means for variably outputting a voltage and driving the motor, a current command obtained for use in the inverter control means from a brake command output from a cab is used. Speed estimation means for estimating the rotational speed, and brake availability determination means for determining the brake region based on the estimated speed of the speed estimation means and the brake command are provided.

  Furthermore, the present invention provides a VVVF (variable voltage variable frequency) inverter that converts DC power into AC power of an arbitrary frequency, and an output frequency of the VVVF inverter by supplying a gate command without detecting the rotational speed of the motor. And an inverter control means for variably outputting an output voltage and driving the electric motor, when a cab is installed in the front and rear vehicles in one train of the electric car, according to the cab switching command A cab switching means for switching from the one cab to the other cab and a brake for the VVVF inverter until receiving a power running command output from the other cab switched by the cab switching means. By providing a brake propriety determination means that does not permit command output, the cab is similar to the above item (2). By not allowing the output of the gate instruction when the rate estimate is not required such as during replaced, there is no possible to perform unnecessary inverter control.

  According to the present invention, while adopting speed sensorless control that controls the torque of the motor without detecting the rotation speed of the motor, it is possible to appropriately determine whether or not it is just stopped when performing a regenerative operation, and an inverter is unnecessary. An electric vehicle control device capable of avoiding the operation can be provided.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
FIG. 1 is a block diagram showing a first embodiment of an electric vehicle control apparatus according to the present invention. In the figure, the same parts as those in FIG.
In this embodiment, speed sensorless control for driving the electric motor 5 of the electric car without detecting the rotational speed of the electric motor 5 is applied, and one electric motor 5 is constituted by one VVVF inverter (hereinafter referred to as an inverter) 4. It is an example of a structure of the electric vehicle control apparatus at the time of providing the one drive unit which drives this.

  This electric vehicle control device is provided with an inverter control unit 10 ′ that outputs a gate command and variably controls the output frequency and output voltage of the inverter 4 as in the conventional case.

  The inverter control unit 10 ′ includes a coordinate conversion unit 11, a current command calculation unit 12, a voltage command calculation unit 13, a coordinate conversion unit 14, an inverter output frequency calculation unit 15, a PWM control unit 16, a subtraction calculation unit 17, and an integration calculation unit 18. 4 is substantially the same as that shown in FIG. 4 in that a slip frequency calculation unit 19 is provided.

  In this electric vehicle control apparatus, a particularly different point is that a brake availability determination means 20 is provided.

The configuration of the electric vehicle control device according to the present invention will be described below.
The coordinate converter 11 uses the motor inflow currents Iu and Iw detected by the current detectors 7u and 7w provided in the output u and w phase lines required by the inverter 4 and the D-axis phase angle θ described above. , Converted into an excitation current Id and torque current Iq, which are DQ axis current commands, and output to the voltage command calculation unit 13.

  The current command calculation unit 12 receives a brake command sent from the cab 8, takes out an excitation current command IdRef and a torque current command IqRef as current commands on the DQ axis coordinate system, and supplies them to the voltage command calculation unit 13. .

The voltage command calculation unit 13 calculates DQ axis output voltage commands Vd ^{* and} Vq ^* such that a current that matches the current commands IdRef and IqRef output from the current command calculation unit 12 is output from the inverter 4. This is sent to the coordinate conversion unit 14 where it is converted into a three-phase voltage command Vu ^* , Vv ^* , Vw ^* based on the DQ-axis output voltage commands Vd ^*, Vq ^* and sent to the PWM control unit 16.

The PWM control unit 16 individually compares a preset triangular wave and each phase voltage command Vu ^* , Vv ^* , Vw ^* to generate each phase gate command, and sets each phase switching element constituting the inverter 4. Control.

The inverter output frequency calculation unit 15 has the same configuration as in FIGS. 4 and 5 described above, and is based on the DQ axis output voltage commands Vd ^{* and} Vq ^* and the DQ axis currents Id and Iq. Then, the inverter reference output frequency ω1 ^* is calculated so that the D-axis induced voltage Ed becomes zero by using the equation (2), and the subtraction operation unit 17 serving as speed estimation means is obtained. And sent to the integral calculation unit 18. The integration calculation unit 18 has a function of integrating the inverter reference output frequency ω1 ^* and generating a D-axis phase angle θ for coordinate conversion by the coordinate conversion units 11 and 14.

On the other hand, the subtraction calculation unit 17 subtracts the slip reference frequency Ws ^* obtained by the slip frequency calculation unit 19 from the inverter reference output frequency ω1 ^* obtained by the inverter output frequency calculation unit 15 to estimate the rotation speed of the motor 5. The estimated speed FRH is taken out.

  The brake availability determination means 20 newly added in this electric vehicle control device includes a brake area determination means 21 that determines whether the brake area is a regenerative brake area or an air brake area, and a current command based on the determination result of the brake area determination means 20. And current command selection means 26 for switching between and selecting.

  The brake area determination means 21 compares the estimated speed FRH of the electric motor 5 generated by the subtraction calculation unit 17 with a predetermined speed corresponding to a predetermined air brake area, and “1” when the estimated speed FRH is equal to or lower than the predetermined speed. A comparator 22 such as a logic circuit that outputs a signal and outputs a “0” signal when a predetermined speed is exceeded, and an inverter 23 such as a logic circuit that outputs an inversion signal of a brake command output from the cab 8. For example, when a "1" is received from the comparison means 22, the brake prohibition signal is held and output, and the brake prohibition release signal is output in response to the output of the reversing means 23 output from the cab 8 when the brake command is OFF. A brake region determination output unit 24 such as an RS flip-flop is provided. The comparison means 22, the reversing means 23, and the brake region determination output means 24 can be easily realized not only by a hardware logic circuit but also by software.

  As an estimated speed to be used for the brake availability determination unit 20, for example, a speed estimated by the inverter 4 at the time when the operation is stopped or immediately after the brake command is output is used.

  The current command selection means 26 includes a first switch means 27 for selecting an excitation current command IdRef obtained by the current command calculation unit 12 and a zero value, and a torque current command IqRef obtained by the current command calculation unit 12. And a second switch means 28 for selecting a zero value. When a brake prohibition signal is received from the brake area determination output means 24, both switch means 27, 28 selectively output a zero value, while the brake area When the brake prohibition release signal is received from the judgment output means 24, both the switch means 27 and 28 select and output the excitation current command IdRef and the torque current command IqRef and supply them to the voltage command calculation unit 13.

  Next, the operation of the electric vehicle control device configured as described above, particularly the portion related to the determination of the brake region will be described.

In the speed sensorless control method of this electric vehicle control apparatus, as described above, the inverter output frequency calculation unit 15 uses the DQ axis output voltage commands Vd ^*, Vq ^* and the DQ axis currents Id, Iq, and the above-described equation (1) After calculating the D-axis induced voltage Ed based on the above, the inverter reference frequency ω1 ^* is calculated so that the D-axis induced voltage Ed becomes zero according to the above-described equation (2) based on the D-axis induced voltage Ed. It supplies to the calculating part 17. Further, the slip frequency calculation unit 19 calculates the slip reference frequency Ws ^* according to the above-described equation (3) using the excitation current command IdRef and the torque current command IqRef calculated and output by the current command calculation unit 12, and similarly. This is supplied to the subtraction operation unit 17.

In the subtraction calculation unit 17, the slip reference frequency Ws ^* of the slip frequency calculation unit 19 is subtracted from the inverter reference frequency ω1 ^* obtained by the inverter output frequency calculation unit 15 to estimate the rotation speed of the motor 5 and obtain the estimated speed FRH. .

  Then, the estimated speed FRH obtained by the subtraction operation unit 17 is input to the comparison means 22. The estimated speed FRH at this time is, for example, a speed when a brake command is input from the cab 8 and the speed estimation is completed after the inverter 4 is started. The comparison means 22 compares the estimated speed FRH input from the subtraction operation unit 17 with a predetermined speed, and outputs a “1” signal when the estimated speed FRH is equal to or lower than the predetermined speed, thereby determining the brake region. Input to the S terminal of the output means 24. At this time, since a brake command is issued from the cab 8, a “0” signal is input to the R terminal of the brake region determination means 24.

  When receiving the “1” signal from the comparison unit 22, the brake region determination output unit 24 determines that the air brake region is detected, holds and outputs the “1” signal, and sends it to each switch unit 27 and 28 as a brake inhibition signal. . Upon receiving the brake prohibition signal, each of the switch means 27 and 28 selects a zero value instead of the excitation current command IdRef and the torque current command IqRef and applies it to the voltage calculation unit 13 to stop the inverter 4. That is, the regenerative brake is switched to the air brake. When the estimated speed FRH is equal to or higher than the predetermined speed, the comparison means 22 outputs a “0” signal, and when the brake command is issued from the cab 8, it is determined as a regenerative brake area.

  In the above state, when the brake command of the cab 8 is turned off, a “1” signal is output by the reversing operation of the reversing means 23 and is input to the R terminal of the brake region determination output means 24. As a result, a “0” signal, that is, a brake prohibition release signal, is output from the Q terminal of the brake region determination output means 24 and sent to the switch means 27 and 28. Here, each of the switch means 27 and 28 selects the excitation current command IdRef and the torque current command IqRef which are the outputs of the current command calculation unit 12, apply them to the voltage calculation unit 13, and perform normal operation by the speed sensorless vector control described above. Return to operation.

  That is, in the speed sensorless vector control according to the present invention, once the estimated speed FRH falls below a predetermined speed, the control keeps the state as it is until the brake command is turned off without flowing the current commands IdRef and IqRef. Is what you do.

  Therefore, according to the embodiment as described above, the current command is controlled on the condition that the estimated speed FRH of the electric motor 5 and the on / off state of the brake command are the conditions. It is possible to switch to the brake reliably. Further, the brake region determination output means 24 such as an RS flip-flop holds the brake prohibition signal so that the estimated speed FRH is switched to the inverter 4 even when the estimated speed FRH is reduced from the regenerative brake to the air brake. Thus, the inverter 4 is not repeatedly started and stopped, no unnecessary torque is generated, and stable riding comfort can be ensured.

  Further, when an electric vehicle moves small in a place such as a garage or a vehicle inspection zone, it is often a repetitive operation of power running and braking operation at a very low speed. Under such driving conditions, the stopping accuracy and riding comfort of the electric vehicle are regarded as important, and the need for regenerative braking is low. In that sense, if the estimated speed FRH is set to a speed sufficiently lower than the speed when the inverter 4 is stopped, the regenerative braking is not applied. As a result, switching between the regenerative brake and the air brake is eliminated, and stopping accuracy and riding comfort can be improved.

  Note that the estimated speed FRH of the electric motor 5 may be a speed at the time of notch-off as described above, or may be a predicted speed in consideration of a speed decrease due to elapsed time.

  Further, the torque current command IqRef that is the output of the current command calculation unit 12 may be output as a zero value without outputting the torque during the initial speed estimation immediately after the start of the inverter 4. After that, if the actual torque current command is output after the estimation of the initial speed is completed, an unnecessary torque current command is not output, and the risk of impairing the riding comfort can be reduced.

(Second Embodiment)
FIG. 2 is a block diagram showing a second embodiment of the electric vehicle control device according to the present invention. In the figure, the same parts as those in FIGS. 1 and 4 are denoted by the same reference numerals.
This embodiment is different in that the brake availability determination means 30 is configured using a power running command, a brake command, and a lever command.

  In general, in a railway vehicle system, a first cab 8a and a second cab 8b are installed in front and rear vehicles in one train. From these cabs 8a and 8b, in addition to a power running command P and a brake command B, A lever command R for determining the driving direction is output. A cab switching device 31 is connected to the output side of the first and second cabs 8a and 8b, and one of the cabs is operated based on a cab switching command input from a driving control system (not shown). The output command 8a or 8b is switched and selected and input to the inverter control unit 10 ".

  The inverter control unit 10 ″ is composed of an inverter control unit 10 ′ shown in FIG. 1 and a brake propriety determination unit 30 having a configuration different from that of the brake propriety determination unit 20 shown in FIG. The final gate command is output to the output side of the inverter 4 based on the AND condition of the gate command that is the output of the inverter control unit 10 ′ and the output of the brake propriety determination unit 30. Gate command output condition means 32 such as an AND circuit is connected.

  The brake propriety judging means 30 includes a power running / brake judging means 33 for judging whether the output of the cab 8a or the cab 8b is a power running command P or a brake command B, and the first cab 8a or the second cab. A reversing unit 34 for determining and outputting a lever command R which is an output of 8b, a brake propriety output unit 35 such as an RS flip-flop, for example, for determining whether or not a brake is possible from the power running command P and the output of the reversing unit 34, and a logical product circuit A brake recognition means 36 such as is provided.

Next, the operation of the embodiment configured as described above will be described.
In the speed sensorless vector control of this electric vehicle control device, when the power running command P or the brake command B is input as described in the conventional example, a gate command is output to estimate the approximate speed, and the inverter 4 is controlled. To do. As a result, there is a problem in that a gate command is output and the inverter 4 is controlled even when speed estimation is unnecessary, such as when switching between the cabs 8a and 8b.

Therefore, in the electric vehicle control apparatus according to the present invention, the cab switching device 31 is provided on the output side of the first and second cabs 8a and 8b, and the cab switching command output at the time of switching the driving direction is taken in. The power running command P or the brake command B and the lever command Rs of the driver's cab, for example, the first driver's cab 8a are selected and sent to the brake availability determination means 30. Here, the power running / brake determination means 33 constituting the brake availability determination means 30 Determines whether the command output from the first cab 8a is the power running command P or the brake command B. If the command is the power running command P, it outputs a power running command P signal ("1" signal), If it is command B, a brake command B signal ("0" signal) is output. The power running command P signal (“1” signal) output from the power running / brake determination unit 33 is input to, for example, the S terminal of the RS flip-flop constituting the brake availability output unit 35. At this time, the reverse signal of the lever command R is inputted to the R terminal of the RS flip-flop through the reversing means 34 from the first cab 8a.

  On the other hand, when the power running / brake determining means 33 determines that the brake command B signal (“0” signal), the brake command B signal (“0” signal) is used as the brake recognizing means 36, for example, by an AND circuit. On the other hand, input to the input terminal.

  Here, the brake enable / disable output means 35 permits the brake when the power running command P signal ("1" signal) is input from the power running / brake determination means 33 and the reversing signal of the lever command R is input from the reversing means 34. A “1” signal, which is a brake permission signal B-OK, is sent to the brake recognition means 36. That is, when the power running command P is a 1 signal and the reverse signal of the lever command R is a “0” signal, the brake propriety output means 35 performs the power running until the reverse signal of the lever command R becomes “1”. Even if the command P becomes “0”, the “1” signal that is the brake permission signal B-OK is held and continuously output.

  Thereafter, when the reverse signal of the lever command R changes from “0” to “1”, the brake availability output means 35 outputs a “0” signal that is a brake inhibition signal B-OK for inhibiting the brake, and recognizes the brake. Send to means 36. As a result, when the reverse signal of the lever command R is “1”, the brake enable / disable output means 35 is “0” which is the brake prohibition signal B-OK until “1” is input as the power running command P again. Keep "" as is and continue to output.

  That is, when the power running command P is output from the first cab 8a, the brake propriety output means 35 continues to output a "1" signal as B-OK, outputs a brake permission signal, and then the lever command R When the reverse signal of “1” becomes “1”, a brake prohibition signal is output, the second cab 8b is switched, and the brake is not permitted until the power running command is input.

  On the other hand, the brake recognition means 36 takes an AND condition between the brake permission signal B-OK from the brake enable / disable output means 35 and the brake command B from the power running / brake determination means 33, and outputs the brake recognition signal B-VVVF. It is sent to the gate command output condition means 32. The gate command generated by the inverter control unit 10 ′ is also sent to the gate command output condition means 32.

  The gate command output condition means 32 takes an AND condition between the brake recognition signal B-VVVF and the gate command from the inverter control unit 10 ′, generates a final gate command, and controls the inverter 4.

  Therefore, according to the above embodiment, in addition to the same effect as the first embodiment, there are additional effects in the present embodiment. That is, in this embodiment, even when the cab 8a is switched to the cab 8b (or from the cab 8b to the cab 8a), until the power running command P is input from the switched cab 8b or 8a. Since no brake operation is permitted during this period, no gate command is output. After that, when the power running command P is input from the switched cab 8b or 8a, the brake permission signal B-OK for holding the power running command P "1" in the brake availability output means 35 and making the brake permitted. And the brake recognition means 36 determines that the power running command P is “1” when the “1” signal that is the brake command B output from the cab 8b or 8a via the power running / brake determination means 33 is output. Based on the brake command B “1”, a permission signal for outputting a gate command is given to the gate command output condition means 32. Therefore, it is possible to reliably avoid unnecessary gate commands that are generated when switching to the cab cab 8b or 8a.

(Third embodiment)
FIG. 3 is a block diagram showing a third embodiment of the electric vehicle control apparatus according to the present invention. In the figure, the same parts as those in FIGS. 1 and 4 are denoted by the same reference numerals.
This embodiment is different from the first embodiment in the object of comparison input to the comparison means 22, and the other configuration is exactly the same as the first embodiment. Therefore, the same parts as those of the first embodiment will be described with reference to FIG. 1, and different parts will be described below.

  In the speed sensorless vector control of the present invention, a speed sensor for driving the electric motor 5 is not installed, but an electric vehicle cab 8 (including the first and second cabs 8a and 8b), a brake device, A speedometer 40 is installed for use in an automatic train stop device or the like.

  In this embodiment, therefore, the speedometer 40 already installed in the electric vehicle is used to extract speed information from the speedometer 40 and input it to the comparison means 22. The comparison means 22 compares the speed information from the speedometer 40 with a predetermined speed set in advance, and outputs a “1” signal when the speed information becomes equal to or lower than the predetermined speed. To enter. The brake region determination output means 24 holds the “1” signal when receiving the “1” signal from the comparison means 22 and receiving the “0” signal that is the reverse signal of the brake command through the reversing means 23. Then, a brake prohibition signal is generated and sent to each of the switch means 27 and 28. When receiving the brake prohibition signal as described in the first embodiment, these switch means 27 and 28 select a zero-value current command and input it to the voltage command calculation unit 13. Therefore, by generating and outputting a brake prohibition signal when the electric vehicle is stopped, the regenerative brake can be switched to the air brake with certainty.

  In addition, since the specific operation description in this embodiment has already been described in the first embodiment, the description thereof is omitted here.

  Therefore, according to the embodiment as described above, the speedometer 40 installed for the purpose of use other than the inverter drive control is provided in the organization of a general electric vehicle, in addition to the same effect as the first embodiment. By using it, it is possible to extract speed information relatively easily and use it for brake switching determination. Note that the speed information of this type of speedometer 40 is low in accuracy for use in inverter drive control, and hence for drive control of an electric motor, but is sufficiently accurate to determine whether it is a regenerative brake area or an air brake area. It is speed information. Therefore, stop accuracy and riding comfort can be further improved by using the speed information of the speedometer 40 installed in one train of the electric vehicle.

  In addition, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention.

  In addition, the embodiments can be implemented in combination as much as possible, and in that case, the effect of the combination can be obtained. Further, each of the above embodiments includes various higher-level and lower-level inventions, and various inventions can be extracted by appropriately combining a plurality of disclosed constituent elements. For example, when an invention is extracted because some constituent elements can be omitted from all the constituent elements described in the means for solving the problem, the omitted part is used when the extracted invention is implemented. Is appropriately supplemented by well-known conventional techniques.

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram explaining 1st Embodiment of the electric vehicle control apparatus which concerns on this invention. The block diagram explaining 2nd Embodiment of the electric vehicle control apparatus which concerns on this invention. The block diagram explaining 3rd Embodiment of the electric vehicle control apparatus which concerns on this invention. The block diagram of the electric vehicle control apparatus to which the conventional speed sensorless control is applied. The block diagram which shows one specific example of the inverter output frequency calculating part shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Pantograph, 4 ... Inverter, 5 ... Electric motor, 6 ... Wheel, 7u, 7w ... Current detector, 8, 8a, 8b ... Driver's cab, 10, 10 ', 10 "... Inverter control part, 11 ... Coordinate conversion part , 12 ... current command calculation unit, 13 ... voltage command calculation unit, 14 ... coordinate conversion unit, 15 ... inverter output frequency calculation unit, 15a ... D-axis induced voltage calculation unit, 15b ... inverter output frequency control unit, 16 ... PWM control , 17 ... Subtraction calculation unit, 18 ... Integration calculation unit, 19 ... Slip frequency calculation unit, 20 ... Brake availability determination means, 21 ... Brake area determination means, 22 ... Comparison means, 23 ... Inversion means, 24 ... Brake area determination Output means 26 ... Current command selection means 27, 28 ... Switch means, 30 ... Brake availability determination means, 31 ... Driver switch, 32 ... Gate command output condition means, 33 ... Power running / A rk determining means, 34 ... inversion means, 35 ... Brake whether output means, 36 ... brake recognition means 40 ... speedometer.

Claims (10)

A VVVF (variable voltage variable frequency) inverter that converts DC power into AC power of an arbitrary frequency, and a gate command is supplied without detecting the rotation speed of the motor, and the output frequency and output voltage of the VVVF inverter are variably output. Inverter control means for driving the electric motor;
Speed estimation means for estimating the rotational speed based on the magnetic flux or induced voltage of the motor;
An electric vehicle control device comprising: a brake availability determination unit that determines a brake region based on an estimated speed of the speed estimation unit and the brake command. In the electric vehicle control device according to claim 1,
The brake propriety determining means compares the estimated speed of the speed estimating means with a predetermined speed, and determines that the estimated speed is equal to or less than the predetermined speed and the air brake region when the brake command is output. The electric vehicle control device stops the VVVF inverter through the gate command. In the electric vehicle control device according to claim 1,
The brake propriety determining means compares the estimated speed of the speed estimating means with a predetermined speed, and determines that the estimated speed exceeds the predetermined speed and the regenerative braking area is output when the brake command is output. An electric vehicle control device. In the electric vehicle control device according to claim 1,
The brake propriety determining means compares the estimated speed of the speed estimating means with a predetermined speed, and determines whether the estimated speed is equal to or less than a predetermined speed and that the brake command is output. A brake region determining means for determining the current command, and a current command calculating means for obtaining a current command from the brake command, and according to a determination result output from the brake region determining means, the current command and a predetermined zero current command And a current command selection means for selectively outputting the current command selection means to control the VVVF inverter using the current command or zero current command output from the current command selection means as the inverter control means. Car control device. In the electric vehicle control device according to claim 1,
Cab switching means for switching from the one cab to the other cab in accordance with a cab switching command when a cab is installed in the front and rear vehicles in a train of electric vehicles;
Brake availability determination means that does not permit the output of the gate command to the VVVF inverter until the power running command output from the other cab switched by the cab switching means is received. Electric vehicle control device. In the electric vehicle control device according to claim 5,
The brake propriety determination means holds and outputs a brake permission signal when receiving a power running command and a lever command input from the one cab via the cab switching means, thereby providing a gate to the VVVF inverter. Means for permitting the output of the command, outputting a brake prohibition signal when the lever command is turned off, and stopping the output of the gate command;
Means for continuing the stop of the gate command output until the cab switching means receives the power running command from the other cab after the cab switching means switches to the other cab according to the cab switching command. An electric vehicle control device. A VVVF (variable voltage variable frequency) inverter that converts DC power into AC power of an arbitrary frequency, and a gate command is supplied without detecting the rotation speed of the motor, and the output frequency and output voltage of the VVVF inverter are variably output. Inverter control means for driving the electric motor;
Cab switching means for switching from the one cab to the other cab in accordance with a cab switching command when a cab is installed in the front and rear vehicles in a train of electric vehicles;
Brake availability determination means that does not permit output of a brake command to the VVVF inverter until a powering command output from the other cab switched by the cab switching means is received. Electric vehicle control device. In the electric vehicle control device according to any one of claims 1 to 6,
An electric vehicle control device that acquires a speed from a speedometer installed for a purpose other than motor drive control in one train of the electric vehicle, instead of the estimated speed value acquisition unit by the speed estimation unit. In the electric vehicle control device according to claim 1 or 5,
The speed estimated by the speed estimation means is an estimated speed at the time when the operation of the VVVF inverter is stopped. In the electric vehicle control device according to claim 1 or 5,
The electric vehicle control apparatus characterized in that the speed estimated by the speed estimation means is an initial speed estimated immediately after the brake command.

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