JP5618690B2 - Electric vehicle control device - Google Patents

Description

  The present invention relates to an electric vehicle control device that controls an electric vehicle.

  In general, speed sensorless control for controlling the torque of the main motor without providing a speed sensor for detecting the rotation speed of the main motor is known. An electric vehicle control device that controls an electric vehicle needs to make the inverter output frequency coincide with the rotational speed, that is, the rotor frequency, in order to start the main motor electrically and mechanically stably and smoothly. When the inverter is started by a power running command or a brake command without grasping the rotation speed, unnecessary torque is generated. In such a state, there is a concern about the influence on the riding comfort and signal system of the vehicle. For this reason, when speed sensorless control is applied, the rotational speed is estimated based on the magnetic flux or induced voltage of the main motor.

  However, the method of estimating the rotational speed in this way cannot estimate the speed when the gate signal of the inverter is stopped and excitation to the main motor is not performed such as when the electric vehicle is coasting. . For this reason, the electric vehicle control device does not know whether the main motor is stopped or rotating at high speed.

  Therefore, it is known to provide a control mode for estimating the approximate rotor frequency, which is different from the rotational speed estimation method during normal operation, immediately after starting the inverter. As such a rough estimation method of the rotor frequency, a method of estimating the rotational speed by gradually increasing and gradually decreasing the output frequency command is disclosed (for example, see Patent Document 1).

  Further, a method for estimating the speed using a speed detector for a security device such as an automatic train stop device (automatic train stop, ATS) or an automatic train control device (automatic train operation, ATO) is disclosed (for example, , See Patent Document 2).

JP 2000-253506 A JP 2000-312403 A

  However, in the rotational speed estimation method as described above, it is conceivable to erroneously determine the rotation direction of the main motor when the main motor rotates at an extremely low speed. Therefore, there is a possibility that the speed cannot be estimated accurately. In an electric vehicle control device to which such a rotational speed estimation method is applied, when the motor is rotating at an extremely low speed, the inverter frequency does not match the rotor frequency, resulting in poor acceleration and poor acceleration due to insufficient torque output. There is a risk of causing.

  Accordingly, an object of the present invention is to provide an electric vehicle control device capable of stably starting an inverter for controlling an electric motor even when the electric motor is rotating at an extremely low speed in speed sensorless control. is there.

An electric vehicle control device according to an aspect of the present invention is an electric vehicle control device to which speed sensorless control for controlling the electric motor is applied without using a speed sensor for detecting the rotational speed of the electric motor that is a power source of the electric vehicle. And an inverter that converts direct current power into alternating current power to drive the electric motor, and a control means that controls the inverter, wherein the control means obtains a speed without polarity of the electric vehicle. acquires the forward / reverse signal indicating forward or reverse of the electric vehicle, wherein based on the obtained non-polar velocity and the acquired forward / reverse signal, it calculates the polarity with speed of the electric vehicle, the operation was based on the polarity with speed, the first inverter output frequency is calculated, using the first inverter output frequency which is the arithmetic, to control the inverter at startup of the inverter To generate a gate command for.

  According to the present invention, it is possible to provide an electric vehicle control device capable of stably starting an inverter for controlling an electric motor even when the electric motor rotates at an extremely low speed in speed sensorless control.

The block diagram which shows the structure of the electric vehicle control apparatus which concerns on the 1st Embodiment of this invention. The block diagram which shows the structure of the inverter output frequency calculating part which concerns on 1st Embodiment. The block diagram which shows the structure of the electric vehicle control apparatus which concerns on the 2nd Embodiment of this invention. The block diagram which shows the structure of the speed information selection part which concerns on 2nd Embodiment. The block diagram which shows the structure of the electric vehicle control apparatus which concerns on the 3rd Embodiment of this invention. The block diagram which shows the structure of the inverter output frequency calculating part which concerns on 3rd Embodiment. The block diagram which shows the structure of the electric vehicle control apparatus which concerns on the 4th Embodiment of this invention. The block diagram which shows the structure of the inverter output frequency calculating part which concerns on 4th Embodiment. The block diagram which shows the structure of the electric vehicle control apparatus which concerns on the 5th Embodiment of this invention. The block diagram which shows the structure of the inverter output frequency calculating part which concerns on 5th Embodiment. The block diagram which shows the structure of the electric vehicle control apparatus which concerns on the 6th Embodiment of this invention. The block diagram which shows the structure of the inverter output frequency calculating part which concerns on 6th Embodiment.

  Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 is a block diagram showing a configuration of an electric vehicle control apparatus 10 according to the first embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the same part in each figure, the detailed description is abbreviate | omitted, and a different part is mainly described. In the following embodiments, the same description is omitted.

  The electric vehicle control device 10 includes an inverter 1, an inverter controller 2, a main motor 3, AC current detectors 4U and 4W, a filter capacitor 5, a filter reactor 6, a pantograph 7, wheels 8, A base 9 and a speedometer 11 are provided.

  The main motor 3 is a power source for running the electric vehicle.

  The pantograph 7 is attached so as to be in contact with the DC overhead line of the electric vehicle. The pantograph 7 is connected to the positive electrode side of the inverter 1 through the filter reactor 6. The pantograph 7 is a current collector that takes in DC power from the DC overhead line to the electric vehicle control device 10. The pantograph 7 supplies the captured DC power to the inverter 1.

  The inverter 1 converts the DC power captured by the pantograph 7 into AC power during powering. The inverter 1 drives and controls the main motor 3 by supplying the converted AC power to the main motor 3. The inverter 1 converts the regenerative power generated from the main motor 3 into DC power during regeneration. The inverter 1 supplies (returns) the converted DC power to the DC overhead line via the pantograph 7. The inverter 1 is a PWM (Pulse Width Modulation) inverter controlled by pulse width modulation. The inverter 1 is a VVVF (Variable Voltage Variable Frequency) inverter that converts direct current into alternating current of an arbitrary frequency.

  AC current detectors 4U and 4W detect a three-phase AC current flowing from inverter 1 to main motor 3. AC current detector 4U detects U-phase current Iu. AC current detector 4W detects W-phase current Iw. AC current detectors 4U and 4W output U-phase current Iu and W-phase current Iw detected by inverter 4 to inverter control unit 2, respectively.

  The filter capacitor 5 is connected between the positive terminal and the negative terminal on the DC side of the inverter 1. The filter reactor 6 is inserted into an electrical path that connects the pantograph 7 and the positive electrode of the inverter 1. The filter capacitor 5 and the filter reactor 6 constitute a filter circuit. This filter circuit reduces current ripple.

  The wheel 8 is connected to the negative terminal on the DC side of the inverter 1. The wheel 8 is in electrical contact with a rail that is a negative electrode with respect to a DC overhead wire that is a positive electrode.

  The cab 9 is an operating device for driving an electric vehicle. The cab 9 transmits various signals to the inverter control unit 2 in accordance with the driving operation of the electric vehicle. When the cab 9 starts the inverter 1, the cab 9 transmits a start command SB to the inverter control unit 2. The cab 9 transmits a forward / reverse signal SD according to the traveling direction of the electric vehicle. The forward / reverse signal SD is a signal indicating whether the traveling direction of the electric vehicle is “forward” or “reverse”. For example, the forward / reverse signal SD is a signal output from a lever (reverser).

  The speedometer 11 transmits speed information V having no polarity indicating the traveling speed of the electric vehicle to the inverter control unit 2. The speed information V output from the speedometer 11 may be speed information of a non-driving system or speed information of a driving system in the knitting. For example, the non-drive system speed information is speed information of a monitor device, a brake device, an ATC, or an ATO.

  The inverter control unit 2 includes the currents Iu and Iw detected by the AC current detectors 4U and 4W, the start command SB and the forward / reverse signal SD input from the cab 9, and the speed information V input from the speedometer 11. Based on the above, the gate signal SG is output to the inverter 1. The inverter control unit 2 controls the inverter 1 by outputting a gate signal SG. Thereby, the drive of the main motor 3 is controlled.

  Next, the inverter control unit 2 will be described in more detail.

  The inverter control unit 2 includes a slip frequency calculation unit 21, a subtracter 22, an inverter output frequency calculation unit 23, a current command calculation unit 24, a voltage command calculation unit 25, coordinate converters 26 and 27, and an integrator. 28 and a PWM control unit 29.

  The current command calculation unit 24 calculates the excitation current command IdRef and the torque current command IqRef based on the rotation speed ω input from the subtractor 22 based on the start command SB received from the cab 9. The excitation current command IdRef is a command signal serving as a reference for controlling the D-axis current (excitation current) flowing through the main motor 3. The torque current command IqRef is a command signal serving as a reference for controlling the Q-axis current (torque current) flowing through the main motor 3. The current command calculation unit 24 outputs the calculated current commands IdRef and IqRef to the voltage command calculation unit 25 and the slip frequency calculation unit 21.

  Based on the current commands IdRef and IqRef calculated by the current command calculating unit 24, the slip frequency calculating unit 21 calculates a slip frequency reference Ws * by the following equation. The slip frequency calculation unit 21 outputs the calculated slip frequency reference Ws * to the subtractor 22.

Ws * = R2 / L2 × IqRef / IdRef Formula (1)
Here, R2: secondary time constant, L2: secondary self-inductance.

The coordinate converter 27 converts the three-phase AC currents Iu and Iw detected by the AC current detectors 4U and 4W into DQ-axis currents Id and Iq based on the phase angle θ input from the integrator 28. Here, the D axis is an axis that does not act on the magnetic torque of the main motor 3. The Q axis is an axis orthogonal to the D axis (axis that acts on the magnetic torque). The V phase of the three-phase alternating current is calculated from the other detected two-phase currents Iu and Iw. The coordinate converter 27 outputs the calculated DQ axis currents Id and Iq to the inverter output frequency calculation unit 23 and the voltage command calculation unit 25.

  Based on the current commands IdRef and IqRef calculated by the current command calculation unit 24 and the DQ axis currents Id and Iq calculated by the coordinate converter 27, the voltage command calculation unit 25 outputs the DQ axis voltage commands Vd * and Vq *. Calculate. The DQ axis voltage commands Vd * and Vq * are command signals that serve as a reference for controlling the voltage output from the inverter 1. The D-axis voltage command Vd * is calculated so that the excitation current Id matches the excitation current command IdRef. The Q-axis voltage command Vq * is calculated so that the torque current Iq matches the torque current command IqRef. The voltage command calculation unit 25 outputs the calculated DQ axis voltage commands Vd * and Vq * to the inverter output frequency calculation unit 23 and the coordinate converter 26.

  The inverter output frequency calculation unit 23 includes a start command SB and a forward / reverse signal SD input from the cab 9, speed information V input from the speedometer 11, and a DQ axis voltage command Vd calculated by the voltage command calculation unit 25. Based on *, Vq * and the DQ axis currents Id and Iq calculated by the coordinate converter 27, the inverter output frequency reference ω1 * is calculated. The inverter output frequency reference ω1 * is a reference value for controlling the frequency output from the inverter 1. The inverter output frequency calculation unit 23 outputs the calculated inverter output frequency reference ω1 * to the subtractor 22 and the integrator 28.

  The subtracter 22 receives the inverter output frequency reference ω1 * calculated by the inverter output frequency calculation unit 23 and the slip frequency reference Ws * calculated by the slip frequency calculation unit 21. The subtracter 22 subtracts the slip frequency reference Ws * from the inverter output frequency reference ω1 * to estimate the rotation speed ω. The subtractor 22 outputs the calculated rotation speed ω to the current command calculation unit 24.

  The integrator 28 integrates the inverter output frequency reference ω1 * calculated by the inverter output frequency calculation unit 23, and calculates the phase angle θ of the D axis (relative to the reference axis A axis of the stationary coordinate system). The integrator 28 outputs the calculated phase angle θ to the coordinate converters 26 and 27.

  The coordinate converter 26 converts the DQ axis voltage commands Vd * and Vq * calculated by the voltage command calculation unit 25 based on the phase angle θ input from the integrator 28 into the three-phase voltage commands Vu *, Vv *, Convert to Vw *. The three-phase voltage commands Vu *, Vv *, and Vw * are command signals that serve as a reference for controlling each phase of the three-phase AC voltage output from the inverter 1. The coordinate converter 26 outputs the calculated three-phase voltage commands Vu *, Vv *, Vw * to the PWM control unit 29.

  The PWM control unit 29 generates a gate command SG by PWM control based on the three-phase voltage commands Vu *, Vv *, Vw * calculated by the coordinate converter 26. The PWM control unit 29 outputs the generated gate command SG to the inverter 1 to drive-control the inverter 1. The PWM control unit 29 performs PWM control using, for example, a triangular wave comparison method.

  FIG. 2 is a block diagram illustrating a configuration of the inverter output frequency calculation unit 23 according to the present embodiment.

  The inverter output frequency calculation unit 23 includes a D-axis induced voltage calculation unit 51, an inverter output frequency control unit 52, changeover switches 53 and 54, a multiplier 55, and a speed / inverter output frequency conversion unit 56. .

  The D-axis induced voltage calculation unit 51 calculates the D-axis induced voltage Ed by the following equation based on the DQ axis voltage commands Vd * and Vq * and the DQ axis currents Id and Iq. The D-axis induced voltage calculation unit 51 outputs the calculated D-axis induced voltage Ed to the inverter output frequency control unit 52.

Ed = Vd * −R1 × Id + ω1 * × σL1 × Iq Equation (2)
σ = 1−M × M / L1 / L2 Equation (3)
Here, R1: primary resistance, L1: primary self-inductance, σ: leakage coefficient, and M: mutual inductance.

  The inverter output frequency control unit 52 controls the inverter output frequency based on the D-axis induced voltage Ed calculated by the D-axis induced voltage calculation unit 51. Specifically, the inverter output frequency control unit 52 calculates the inverter output frequency reference ω1A * so that the D-axis induced voltage Ed becomes zero according to the following equation. The inverter output frequency control unit 52 outputs the calculated inverter output frequency reference ω1A * to the terminal A of the changeover switch 53.

ω1A * = − (Kp + Ki / s) Ed equation (4)
Here, Kp: proportional gain, Ki: integral gain, s: Laplace operator.

  “1” is set to the terminal A of the changeover switch 54. The terminal B of the changeover switch 54 is set to “−1”.

  The changeover switch 54 switches the output according to the forward / reverse signal SD. The changeover switch 54 selects “1” set in the terminal A when the input forward / reverse signal SD indicates “forward”. Therefore, when the electric vehicle is moving forward, the changeover switch 54 outputs “1” to the multiplier 55. The changeover switch 54 selects “−1” set in the terminal B when the forward / reverse signal SD indicates “reverse”. Therefore, when the electric vehicle is moving backward, the changeover switch 54 outputs “−1” to the multiplier 55.

  The multiplier 55 receives the speed information V having no polarity and the value (“1” or “−1”) selected by the changeover switch 54 from the speedometer 11. The multiplier 55 multiplies the speed information V by the value selected by the changeover switch 54. That is, the multiplier 55 calculates the speed information VP with polarity. The multiplier 55 outputs the calculated speed information VP with polarity to the speed / inverter output frequency conversion unit 56.

  The speed / inverter output frequency converter 56 performs an operation for converting the speed information VP with polarity calculated by the multiplier 55 into the inverter output frequency reference ω1B *. The speed / inverter output frequency converter 56 outputs the calculated inverter output frequency reference ω1B * to the terminal B of the changeover switch 53.

  The changeover switch 53 switches the output in response to the start command SB. The changeover switch 53 selects the inverter output frequency reference ω1A * input to the terminal A when the start command SB is on. The changeover switch 53 selects the inverter output frequency reference ω1B * input to the terminal B when the start command SB is OFF. The changeover switch 53 outputs the selected inverter output frequency reference ω1A *, ω1B * as the inverter output frequency reference ω1 * for controlling the inverter 1. The changeover switch 53 outputs the inverter output frequency reference ω1 * to the D-axis induced voltage calculation unit 51 and the subtractor 22.

  With the above-described configuration, the inverter control unit 2 controls the inverter output frequency based on the estimated D-axis induced voltage Ed during normal times (when the inverter 1 is not started). The inverter control unit 2 controls the inverter output frequency based on the speed information VP with polarity when the inverter 1 is started.

  According to this embodiment, when the start command SB is off, the electric vehicle control device 10 can control the output frequency of the inverter 1 using the calculated speed with polarity as the inverter output frequency reference ω1 *. Further, by inputting the inverter output frequency reference ω1 * to the D-axis induced voltage calculation unit 51, the electric vehicle control apparatus 10 starts the inverter 1 during low-speed rotation, for example, where the induced voltage of the main motor 3 is absolutely small. Even in the case of speed estimation immediately after command, that is, speed estimation in a region where initial speed estimation is difficult, the rotational speed can be determined without mistaking the rotational direction.

  Even if the speed information V transmitted from the speedometer 11 is a value having no polarity, the inverter 1 can be stably started without mistaking the rotation direction of the electric motor 3.

  Therefore, the electric vehicle control device 10 can start the inverter 1 stably and smoothly in any situation using speed sensorless vector control for controlling the torque of the electric motor 3 without detecting the rotational speed of the electric motor 3. it can.

(Second Embodiment)
FIG. 3 is a block diagram showing a configuration of an electric vehicle control apparatus 10A according to the second embodiment of the present invention.

  In the electric vehicle control device 10 according to the first embodiment shown in FIG. 1, the electric vehicle control device 10 </ b> A is provided with a cab 9 </ b> A instead of the cab 9 and four speedometers 11 </ b> A and 11 </ b> B , 11C, 11D, and a speed information selection unit 12 are provided. Other points are the same as those of the electric vehicle control apparatus 10 according to the first embodiment.

  The speedometers 11A to 11D are all speedometers provided in one knitting. The speedometers 11A, 11B, 11C, and 11D output speeds detected by the speedometers as speed information V1, V2, V3, and V4, respectively. Other points are the same as those of the speedometer 11 according to the first embodiment.

  The cab 9A outputs a power running / brake command signal PB to the speed information selection unit 12. The power running / brake command signal PB is “P” when indicating a power running command. The power running / brake command signal PB is “B” when indicating a brake command. Other points are the same as those of the cab 9 according to the first embodiment.

  The speed information selection unit 12 selects one speed information V from the speed information V1 to V4 input from the four speedometers 11A to 11D according to the power running / brake command signal PB. The speed information selection unit 12 outputs the selected speed information V to the inverter control unit 2.

  FIG. 4 is a block diagram illustrating a configuration of the speed information selection unit 12 according to the present embodiment.

  The speed information selection unit 12 includes a minimum value selection unit 121, a maximum value selection unit 122, and a changeover switch 123.

  The minimum value selection unit 121 receives all speed information V1 to V4 input from the four speedometers 11A to 11D. The minimum value selection unit 121 selects the smallest speed information VN among the speed information V1 to V4. The minimum value selection unit 121 outputs the selected speed information VN to the terminal A of the changeover switch 123.

  All the speed information V1 to V4 input from the four speedometers 11A to 11D are input to the maximum value selection unit 122. The maximum value selection unit 122 selects the largest speed information VX among the speed information V1 to V4. The maximum value selection unit 122 outputs the selected speed information VX to the terminal B of the changeover switch 123.

  The change-over switch 123 switches the output according to the power running / brake command signal PB. The changeover switch 123 selects the speed information VN input to the terminal A when the power running / brake command signal PB is “P” indicating the power running command. When the power running / brake command signal PB is “B” indicating the brake command, the selector switch 123 selects the speed information VX input to the terminal B. The changeover switch 123 outputs the selected speed information V to the inverter control unit 2.

  The inverter control unit 2 controls the inverter 1 based on the speed information V selected by the changeover switch 123, as in the first embodiment.

  According to the present embodiment, in addition to the operational effects of the first embodiment, the following operational effects can be obtained.

  In general, the speed information obtained from the speedometer of the drive shaft may not be accurate due to wheel slipping or wheel sliding when traveling in the rain.

  In the electric vehicle control device 10A, speed information V1 to V4 is obtained from speedometers 11A to 11D of a plurality of drive shafts. At the time of power running, the electric vehicle control device 10A selects the minimum speed information VN among the plurality of acquired speed information V1 to V4 as speed information V for use in control. At the time of braking, the electric vehicle control device 10A selects the maximum speed information VX among the plurality of acquired speed information V1 to V4 as speed information V for use in control. As a result, the electric vehicle control device 10A can control the inverter 1 and the main motor 3 with more accurate speed information even when the wheels are idling or sliding.

(Third embodiment)
FIG. 5 is a block diagram showing a configuration of an electric vehicle control apparatus 10B according to the third embodiment of the present invention.

  In the electric vehicle control device 10 according to the first embodiment shown in FIG. 1, the electric vehicle control device 10 </ b> B is provided with a cab 9 </ b> B instead of the cab 9 and an inverter control unit 2 </ b> B instead of the inverter control unit 2. It is a configuration. Other points are the same as those of the electric vehicle control apparatus 10 according to the first embodiment.

  The cab 9B has a configuration in which only the start command SB is transmitted to the inverter control unit 2B and the function of transmitting the forward / reverse signal SD is removed from the cab 9 according to the first embodiment shown in FIG. Other points are the same as those of the cab 9 according to the first embodiment.

  The inverter control unit 2B has a configuration in which an inverter output frequency calculation unit 23B is provided instead of the inverter output frequency calculation unit 23 in the inverter control unit 2 according to the first embodiment shown in FIG. Other points are the same as those of the inverter control unit 2 according to the first embodiment.

  FIG. 6 is a block diagram showing a configuration of the inverter output frequency calculation unit 23B according to the present embodiment.

  The inverter output frequency calculation unit 23B includes a polarity determination unit 54B instead of the changeover switch 54 in the inverter output frequency calculation unit 23 according to the first embodiment shown in FIG. This is a configuration provided. Other points are the same as those of the inverter output frequency calculation unit 23 according to the first embodiment.

  The polarity determination unit 54B receives the inverter output frequency reference ω1A * calculated by the inverter output frequency control unit 52. The polarity discriminating unit 54B discriminates the rotation direction of the main motor 3 based on the inverter output frequency reference ω1A *. When the polarity determination unit 54B determines that the rotation direction of the main motor 3 is the forward direction, the polarity determination unit 54B sets the polarity PL to “1” and outputs the result to the multiplication unit 55B. When the polarity determination unit 54B determines that the rotation direction of the main motor 3 is the reverse direction, the polarity determination unit 54B sets the polarity PL to “−1” and outputs the result to the multiplication unit 55B.

  The multiplier 55B receives the speed information V having no polarity from the speedometer 11 and the polarity PL (“1” or “−1”) output from the polarity determination unit 54B. Multiplier 55B multiplies speed information V by polarity PL. That is, the multiplier 55B calculates the speed information VP with polarity. The multiplier 55B outputs the calculated speed information VP with polarity to the speed / inverter output frequency converter 56.

  According to this embodiment, the rotation direction of the main motor 3 can be determined based on the inverter output frequency reference ω1A * calculated by the inverter output frequency control unit 52. Thereby, even if it does not receive the forward / reverse command SD from the cab 9 as in the first embodiment, it is possible to obtain the same operational effects as the first embodiment.

(Fourth embodiment)
FIG. 7 is a block diagram showing a configuration of an electric vehicle control apparatus 10C according to the fourth embodiment of the present invention.

  The electric vehicle control device 10C has a configuration in which an inverter control unit 2C is provided instead of the inverter control unit 2 in the electric vehicle control device 10 according to the first embodiment shown in FIG. Other points are the same as those of the electric vehicle control apparatus 10 according to the first embodiment.

  The inverter control unit 2C has a configuration in which an inverter output frequency calculation unit 23C is provided instead of the inverter output frequency calculation unit 23 in the inverter control unit 2 according to the first embodiment shown in FIG. is there. Other points are the same as those of the inverter control unit 2 according to the first embodiment.

  The inverter output frequency calculation unit 23C determines whether or not to allow the inverter 1 to be activated. When the inverter output frequency calculation unit 23 </ b> C permits the start of the inverter 1, the inverter start permission signal GST is set to “1” and is output to the AND circuit 30. The inverter output frequency calculation unit 23C sets the inverter activation permission signal GST to “0” and outputs it to the AND circuit 30 when the activation of the inverter 1 is not permitted. Other points are the same as those of the inverter output frequency calculation unit 23 according to the first embodiment.

  The AND circuit 30 receives the gate command SG generated by the PWM control unit 29 and the inverter activation permission signal GST output from the inverter output frequency calculation unit 23C. The AND circuit 30 multiplies the gate command SG and the inverter activation permission signal GST. The AND circuit 30 outputs the multiplication result as a gate command SG1. Therefore, when the inverter activation permission signal GST is “1”, the AND circuit 30 outputs the gate command SG as the gate command SG1. When the inverter activation permission signal GST is “0”, the AND circuit 30 prohibits the output of the gate command SG1.

  FIG. 8 is a block diagram showing a configuration of the inverter output frequency calculation unit 23C according to the present embodiment.

  The inverter output frequency calculation unit 23C includes, in addition to the inverter output frequency calculation unit 23 according to the first embodiment shown in FIG. 2, a polarity determination unit 54B according to the third embodiment shown in FIG. And an inverter 58 are added. Other points are the same as those of the inverter output frequency calculation unit 23 according to the first embodiment.

  As described in the third embodiment, the polarity determination unit 54B calculates the polarity PL. The polarity discriminating unit 54B outputs the calculated polarity PL to the exclusive OR circuit 57.

  The exclusive OR circuit 57 receives the polarity PL based on the forward / reverse signal SD output from the changeover switch 54 and the polarity PL calculated by the polarity discriminating unit 54B. The exclusive OR circuit 57 calculates an exclusive OR of the polarity based on the forward / reverse signal SD and the polarity PL. The exclusive OR circuit 57 outputs “0” to the inverter 58 when the two input polarities match. The exclusive OR circuit 57 outputs “1” to the inverter 58 when the two input polarities do not match.

  The inverter 58 calculates the logical negation of the value input from the exclusive OR circuit 57. The inverter 58 outputs the calculation result as the inverter activation permission signal GST. Therefore, the inverter 58 sets the inverter activation permission signal GST to “1” indicating activation permission and outputs it to the AND circuit 30 when the polarity by the changeover switch 54 and the polarity PL by the polarity determination unit 54B match. When the polarity by the changeover switch 54 and the polarity PL by the polarity discriminating unit 54B do not match, the inverter 58 sets the inverter activation permission signal GST to “0” indicating that activation is not permitted and outputs the signal to the AND circuit 30.

  According to the present embodiment, in addition to the operational effects of the first embodiment, the following operational effects can be obtained.

  The exclusive OR circuit 57 has a rotation direction calculated based on the forward / reverse signal SD input from the cab 9 and a rotation calculated based on the inverter output frequency reference ω1A calculated by the inverter output frequency control unit 52. Compare directions. The exclusive OR circuit 57 outputs a signal permitting the output of the gate signal SG1 when these two rotation directions match. The exclusive OR circuit 57 outputs a signal for inhibiting the output of the gate signal SG1 when these two rotation directions do not match. Thus, the electric vehicle control device 10C can reduce the risk of impairing riding comfort due to unnecessary gate output.

(Fifth embodiment)
FIG. 9 is a block diagram showing a configuration of an electric vehicle control device 10D according to the fifth embodiment of the present invention.

  The electric vehicle control device 10D is the electric vehicle control device 10 according to the first embodiment shown in FIG. The cab 9B according to the third embodiment is provided, and the speedometer 11P is provided instead of the speedometer 11. Other points are the same as those of the electric vehicle control apparatus 10 according to the first embodiment.

  The speedometer 11P transmits the speed information VP with polarity indicating the traveling speed of the electric vehicle to the inverter control unit 2D. Other points are the same as those of the speedometer 11 according to the first embodiment.

  As described in the third embodiment, the cab 9B transmits only the start command SB to the inverter control unit 2D in the cab 9 according to the first embodiment shown in FIG. It is the structure which removed the function to transmit.

  The inverter control unit 2D has a configuration in which an inverter output frequency calculation unit 23D is provided instead of the inverter output frequency calculation unit 23 in the inverter control unit 2 according to the first embodiment shown in FIG. Other points are the same as those of the inverter control unit 2 according to the first embodiment.

  FIG. 10 is a block diagram showing a configuration of the inverter output frequency calculation unit 23D according to the present embodiment.

  The inverter output frequency calculation unit 23D has a configuration in which the polarity determination unit 54 and the multiplier 55 are removed from the inverter output frequency calculation unit 23 according to the first embodiment shown in FIG. Other points are the same as those of the inverter output frequency calculation unit 23 according to the first embodiment.

  The speed / inverter output frequency converter 56 receives the speed information VP with polarity detected by the speedometer 11P. The speed / inverter output frequency conversion unit 56 performs an operation of converting the speed information VP with polarity into the inverter output frequency reference ω1B *. The speed / inverter output frequency converter 56 outputs the calculated inverter output frequency reference ω1B * to the terminal B of the changeover switch 53.

  According to the present embodiment, the inverter control unit 2D receives the speed information VP with polarity from the speedometer 11P, and is used in the forward / reverse signal SD used in the first embodiment and the second embodiment. Even without using the inverter output frequency reference ω1A *, the rotation speed with polarity can be obtained immediately after the start command. Therefore, the same effect as the first embodiment can be obtained.

(Sixth embodiment)
FIG. 11 is a block diagram showing a configuration of an electric vehicle control apparatus 10E according to the sixth embodiment of the present invention.

  The electric vehicle control device 10E includes an inverter control unit 2E instead of the inverter control unit 2C in the electric vehicle control device 10C according to the fourth embodiment shown in FIG. 5 is provided with a speedometer 11P according to the fifth embodiment. Other points are the same as those of the electric vehicle control apparatus 10C according to the fourth embodiment.

  As described in the fifth embodiment, the speedometer 11P transmits the speed information VP with the polarity of the electric vehicle to the inverter control unit 2E.

  The inverter control unit 2E has a configuration in which an inverter output frequency calculation unit 23E is provided instead of the inverter output frequency calculation unit 23C in the inverter control unit 2C according to the fourth embodiment shown in FIG. Other points are the same as those of the inverter control unit 2C according to the fourth embodiment.

  FIG. 12 is a block diagram illustrating a configuration of the inverter output frequency calculation unit 23E according to the present embodiment.

  The inverter output frequency calculation unit 23E has a configuration in which a polarity determination unit 54E is provided instead of the polarity determination unit 54B and the multiplier 55 is removed from the inverter output frequency calculation unit 23C according to the fourth embodiment shown in FIG. . Other points are the same as those of the inverter output frequency calculation unit 23C according to the fourth embodiment.

  The polarity determining unit 54E receives the speed information VP with polarity detected by the speedometer 11P. The polarity determination unit 54E determines the polarity PL based on the speed information VP with polarity. The polarity determining unit 54E outputs the determined polarity PL to the exclusive OR circuit 57. The other points are the same as those of the polarity determination unit 54B according to the fourth embodiment.

  The speed / inverter output frequency converter 56 receives the speed information VP with polarity detected by the speedometer 11P. The speed / inverter output frequency conversion unit 56 performs an operation of converting the speed information VP with polarity into the inverter output frequency reference ω1B *. The speed / inverter output frequency converter 56 outputs the calculated inverter output frequency reference ω1B * to the terminal B of the changeover switch 53.

  According to the present embodiment, the inverter control unit 2E can obtain the same effects as those of the fourth embodiment by determining the polarity based on the speed information VP with polarity received from the speedometer 11P.

  In the second embodiment, the speed information selection unit 12 is provided outside the inverter control unit 2. However, the speed information selection unit 12 may be provided inside the inverter control unit 2. Moreover, although it was set as the structure which provided the four speedometers 11, as long as two or more are provided, how many may be provided.

  Moreover, in 2nd Embodiment, although the structure of the electric vehicle control apparatus 10 which concerns on 1st Embodiment was demonstrated as basic composition, another embodiment is good also as basic composition. Here, in the fifth and sixth embodiments, the speed information VP with polarity is received from the speedometer 11P. For this reason, when applied to these embodiments, the speed information VN to be selected when the powering command is received selects the speed information VN having the smallest absolute value from the received speed information VP. To do. As the speed information VX that is selected when the brake command is received, the speed information VX having the largest absolute value is selected from the received speed information VP.

  Further, in the fourth embodiment, the polarity based on the forward / reverse signal SD is used to calculate the speed information VP with polarity from the speed information V having no polarity. However, as in the third embodiment, an inverter is used. The polarity PL based on the output frequency reference ω1A * may be used.

  Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

  DESCRIPTION OF SYMBOLS 1 ... Inverter, 2 ... Inverter control part, 3 ... Main motor, 4U, 4W ... AC current detector, 5 ... Filter capacitor, 6 ... Filter reactor, 7 ... Pantograph, 8 ... Wheel, 9 ... Driver's cab, 10 ... Electricity Car control device, 11 ... speedometer, 21 ... slip frequency calculation unit, 22 ... subtractor, 23 ... inverter output frequency calculation unit, 24 ... current command calculation unit, 25 ... voltage command calculation unit, 26, 27 ... coordinate converter , 28 ... integrator, 29 ... PWM control unit.

Claims (10)

An electric vehicle control device applying speed sensorless control for controlling the electric motor without using a speed sensor for detecting the rotational speed of the electric motor that is a power source of the electric vehicle,
An inverter for converting direct current power into alternating current power to drive the electric motor;
Control means for controlling the inverter,
The control means includes
Get the non-polar speed of the electric vehicle,
Get the forward / reverse signal indicating forward or reverse of the electric vehicle,
Based on the non-polar speed and forward / reverse signal the acquired with the acquired calculates the polarity with speed of said electric vehicle,
Based on the calculated speed with polarity, the first inverter output frequency is calculated,
An electric vehicle control device using the calculated first inverter output frequency and generating a gate command for controlling the inverter when the inverter is started. A current detecting means for detecting a current flowing between the inverter and the electric motor;
The control means includes
Based on the detected current by said current detecting means, calculates an induced voltage of the motor,
Based on the induced voltage the operation calculates a second inverter output frequency,
The electric vehicle control according to claim 1, wherein a gate command for controlling the inverter other than when the inverter is started is generated using the calculated second inverter output frequency. apparatus. The control means includes
The rotation direction of the motor is determined using the calculated second inverter output frequency.
Determining whether the determined rotation direction matches the rotation direction indicated by the acquired forward / reverse ,
The electric vehicle control device according to claim 2 , wherein start of the inverter is prohibited when the result of the determination indicates inconsistency . An electric vehicle control device applying speed sensorless control for controlling the electric motor without using a speed sensor for detecting the rotational speed of the electric motor that is a power source of the electric vehicle,
An inverter for converting direct current power into alternating current power to drive the electric motor;
Control means for controlling the inverter;
Current detecting means for detecting a current flowing between the inverter and the electric motor ,
The control means includes
Based on the detected current by said current detecting means, calculates an induced voltage of the motor,
Based on the induced voltage the operation calculates the first inverter output frequency,
Utilizing the calculated first inverter output frequency , generating a gate command for controlling this inverter except when the inverter is started,
Using the calculated first inverter output frequency to determine the rotation direction of the motor ,
Get the non-polar speed of the electric vehicle,
The discriminated on the basis of the rotation direction and the non-polar speed the acquired calculates the polarity with speed of said electric vehicle,
Based on the calculated speed with polarity, the second inverter output frequency is calculated,
An electric vehicle control device using the calculated second inverter output frequency and generating a gate command for controlling the inverter when the inverter is started. The controller is
Get the forward / reverse signal indicating forward or reverse of the electric vehicle,
Determining whether the determined rotation direction matches the rotation direction indicated by the acquired forward / reverse ,
The electric vehicle control device according to claim 4 , wherein when the result of the determination indicates inconsistency, starting of the inverter is prohibited . The controller is
Acquire multiple non-polar speeds of the electric car,
Select the minimum speed of the plurality of the non-polar speed the acquired,
Select the maximum speed of the plurality of the non-polar speed the acquired,
Power running of the electric car, select the minimum speed, during the electric vehicle brakes, electric as claimed in any one of claims 5, characterized in that selecting the maximum speed Car control device. An electric vehicle control device applying speed sensorless control for controlling the electric motor without using a speed sensor for detecting the rotational speed of the electric motor that is a power source of the electric vehicle,
An inverter for converting direct current power into alternating current power to drive the electric motor;
A speedometer to detect the speed with polarity of the electric vehicle;
Control means for controlling the inverter,
The control means includes
Obtain the speed with polarity of the electric vehicle detected by the speedometer ,
Based on the obtained speed with polarity, the first inverter output frequency is calculated,
An electric vehicle control device that uses the calculated first inverter output frequency and generates a gate command for controlling the inverter when the inverter is started. A current detecting means for detecting a current flowing between the inverter and the electric motor ;
The control means includes
On the basis of the detected current, it calculates an induced voltage of the motor,
Based on the induced voltage the operation calculates a second inverter output frequency,
8. The electric vehicle control device according to claim 7, wherein a gate command for controlling the inverter is generated at a time other than when the inverter is started, using the calculated second inverter output frequency . The controller is
Get the forward / reverse signal indicating forward or reverse of the electric vehicle,
Determining whether the rotation direction of the motor indicated by the acquired speed with polarity matches the rotation direction indicated by the acquired forward / reverse signal ;
The electric vehicle control device according to claim 7 or 8 , wherein start of the inverter is prohibited when a result of the determination indicates mismatch . The controller is
Obtaining a plurality of polar speeds of the electric vehicle,
Absolute value among the plurality of polarity with speed that the acquired selects the minimum speed,
The absolute value of the plurality of obtained speeds with polarity is selected as the maximum speed,
Power running of the electric car, select the minimum speed, during the electric vehicle brakes, electric according to claims 7 to any one of claims 9, wherein the selecting the maximum speed Car control device.

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