JP6193039B2 - VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD - Google Patents

Description

  Embodiments described herein relate generally to a vehicle control device and a vehicle control method.

Generally, in the operation of a vehicle traffic system, periodic inspections are performed for each vehicle in order to confirm the soundness of the electric system of the vehicle. In this check, for example, the soundness of the operation of the control device that performs power conversion processing in the power conversion device is confirmed.
In this case, an operator removes the said control apparatus from a power converter device, and attaches it to a test machine for exclusive use. Then, the operator inputs a test input pattern (test pattern) prepared in advance in the testing machine, and determines whether or not a correct operation according to the input pattern is performed. To evaluate.

For example, a control device that controls the power converter inputs current detection information indicating a secondary current value from a current detector installed on the secondary coil side of the main transformer during actual operation (during vehicle operation). And a control apparatus performs the process which increases / decreases the electric power supplied to a motor, monitoring the secondary electric current detection value (actual measurement value) which electric current detection information shows.
When evaluating the soundness of such a control device, an operator inputs simulated current detection information prepared in advance to a control device attached to a dedicated test machine, and the control device is input by the test machine. It is determined whether or not a correct operation according to the simulated current detection information is performed.

  Through such an inspection, it is possible to determine whether or not the current detection unit in the control unit has erroneously read the input current detection signal.

JP 2002-322949 A

  However, as described above, the inspection work performed to confirm the soundness of the electric system of the vehicle is removed from the vehicle for each functional configuration to be inspected (for example, the control unit of the power conversion device) and converted into a dedicated testing machine. Installation work is required. In the testing machine, it is necessary to prepare various test patterns in advance and determine whether normal operation is performed for all the items. Therefore, in general vehicle inspection work, the worker has required a great deal of labor.

  The problem to be solved by the present invention is to provide a vehicle control device and a vehicle control method capable of simplifying evaluation of soundness in an electric system of a vehicle.

  The vehicle control apparatus according to the embodiment includes an assumed value calculation unit, a detection unit, and a soundness determination unit. The assumed value calculation unit obtains vehicle information according to the state of the vehicle at the time of traveling, and calculates an assumed value according to the vehicle information regarding the detection information input from the detection unit provided in the vehicle. A detection part acquires the detection value about the detection information input into an own apparatus at the time of vehicle travel. The soundness determination unit compares the assumed value with the detected value and determines whether or not the detected value is included in a predetermined range based on the assumed value.

The figure which shows the whole structure of the vehicle of 1st Embodiment. The figure which shows the function structure of the control apparatus for vehicles of 1st Embodiment. The figure explaining the function of the assumption value calculating part of 1st Embodiment. The figure which shows the processing flow of the control apparatus for vehicles of 1st Embodiment. The figure which shows the whole structure of the control apparatus for vehicles which concerns on the modification of 1st Embodiment. The figure which shows the whole structure of the vehicle of 2nd Embodiment. The figure which shows the function structure of the control apparatus for vehicles of 2nd Embodiment. The figure explaining the function of the assumption value calculating part of 2nd Embodiment. The figure which shows the processing flow of the control apparatus for vehicles of 2nd Embodiment. The figure which shows the function structure of the control apparatus for vehicles of 3rd Embodiment. The figure which shows the function structure of the control apparatus for vehicles of 4th Embodiment. The figure which shows the example of the ground current which the ground current detection part of 4th Embodiment detects. The figure which shows the whole structure of the vehicle of 5th Embodiment. The figure which shows the function structure of the control apparatus for vehicles of 5th Embodiment. The figure which shows the processing flow of the control apparatus for vehicles of 5th Embodiment. The figure which shows the function structure of the control apparatus for vehicles of 6th Embodiment. The figure which shows the timing chart of the control apparatus for vehicles of 6th Embodiment.

<First Embodiment>
The vehicle control apparatus according to the first embodiment will be described below with reference to the drawings.
FIG. 1 is a diagram illustrating an overall configuration of a vehicle according to a first embodiment. In this figure, reference numeral 1 denotes a vehicle control device.
As shown in FIG. 1, the vehicle 9 inputs AC power from the overhead wire 20, converts this into AC power consisting of a predetermined voltage and current, and drives a motor 34 that is a load. The vehicle 9 travels when the motor 34 is driven.

First, the overall configuration of the vehicle 9 will be described with reference to FIG.
The vehicle 9 includes a pantograph 21, a main transformer 22, a converter 30, an inverter 31, a ground current detection unit 32, a contactor 33, a motor 34, and various facilities 35.
The vehicle 9 receives AC power from the overhead line 20 via the pantograph 21 and the main transformer 22. The main transformer 22 has a primary coil 220, a secondary coil 221, and a tertiary coil 222, and the secondary coil 221 and the tertiary coil 222 are selectively used according to the power supply destination.
The AC voltage and AC current excited by the secondary coil 221 are expressed as secondary voltage and secondary current, respectively, and the AC voltage and AC current excited by the tertiary coil 222 are expressed as tertiary voltage and tertiary current, respectively. To do.

Converter 30 converts AC power (secondary voltage and secondary current) input from secondary coil 221 into DC power (DC voltage and DC current). The converter 30 applies a DC positive potential to the positive potential line (“+” in the figure) and applies a DC negative potential to the negative potential line (“−” in the figure) and outputs it to the inverter 31. The wiring in the middle of the positive potential line and the negative potential line is an intermediate potential line, and an intermediate potential between the positive potential and the negative potential is output.
The inverter 31 inputs the DC voltage / DC current generated by the converter 30 and supplies a predetermined AC voltage / AC current to the motor 34 as a load.
The converter 30 and the inverter 31 include a switching element inside, and generate DC power and AC power by a drive signal output from the vehicle control device 1 based on, for example, PWM (Pulse Width Modulation) control.

As shown in FIG. 1, the ground current detection unit 32 is connected between the intermediate potential point A and the ground point B, and detects a current (ground current) flowing through the ground point B. The ground current information detected by the ground current detection unit 32 is input to the vehicle control device 1 and used for a protection operation or the like when a ground fault occurs.
For the purpose of protecting the entire electric system of the vehicle 9, the contactor 33 inputs a predetermined opening command signal from the vehicle control device 1 when the occurrence of a ground fault is detected, and connects the main transformer 22 and the converter 30. Open the electrical connection and cut off the power supply. Although the contactor 33 shown in FIG. 1 is illustrated as being installed on only one side of the secondary coil 221, it is actually installed on both of the secondary coils 221. May be.
The motor 34 is a power source of the vehicle 9 that is driven to rotate by inputting AC power generated by the inverter 31. As shown in FIG. 1, the motor 34 operates based on the power supply from the secondary coil 221 in the main transformer 22.

The equipment 35 is various equipment in the vehicle 9, for example, lighting, an air conditioner, and a vending machine installed in the vehicle 9. As shown in FIG. 1, the facility 35 operates based on power supply from the tertiary coil 222 in the main transformer 22.
In general, the voltage excited by the tertiary coil 222 serving as the power supply source of the equipment 35 is set lower than the secondary coil 221 serving as the power supply source of the motor 34. For example, when the power supplied from the overhead wire 20 is stable, an AC voltage (secondary voltage) of about AC 1500 V is excited from the primary coil 220 to the secondary coil 221, whereas the tertiary coil 222 An AC voltage (tertiary voltage) of about AC400V is excited.

Next, the functional configuration of the vehicle control device 1 according to the present embodiment will be described with reference to FIG.
The vehicle control device 1 inputs current detection information and voltage detection information output from current detectors (CT: Current Transformer) and voltage detectors (PT: Potential Transformer) provided at various locations on the electrical wiring of the vehicle 9. To perform various operations.
For example, the vehicle control device 1 outputs to the converter 30 and the inverter 31 in accordance with current detection information and voltage detection information input via CT and PT installed in each input / output wiring of the converter 30 and the inverter 31. By adjusting the frequency and pulse width of the driving signal to be controlled, control is performed so that desired power is stably supplied to the motor 34.
In addition, the vehicle control device 1 detects the occurrence of a ground fault by inputting ground current information detected by the ground current detection unit 32. That is, when the ground current exceeds a predetermined threshold, the vehicle control device 1 outputs a release command signal to the contactor 33 and controls to cut off the supply of power, assuming that a ground fault has occurred.

In addition, the vehicle control device 1 according to the present embodiment inputs vehicle information (described later) output from the vehicle information acquisition unit 5 and voltage detection information and current detection information output from the CT and PT described above. It has a function to evaluate the soundness of its own device.
Here, for convenience of explanation, the vehicle control device 1 receives the current detection information from the CT 40 that detects the input current (secondary current) of the converter 30 and the PT 41 that detects the input voltage (tertiary voltage) of the equipment 35. Hereinafter, description will be given assuming that voltage detection information is input (FIG. 1).
Here, CT40 and PT41 are conventionally used for normal control (such as the above-described power conversion control) of the vehicle control device 1, and are not newly installed in the present embodiment. . In practice, the vehicle control device 1 not only inputs from the CT 40 and PT 41, but also detects current detection information and voltage from other CT and PT installed in other wirings not shown in FIG. Detection information is input, and various controls (power conversion control, ground fault detection control, etc.) are performed based on these detection information.

The vehicle information acquisition unit 5 is provided, for example, in a cab of the vehicle 9 and acquires travel speed information that is vehicle information indicating the state of the vehicle 9 during travel and notch information. Here, the notch information is information indicating a notch set in the current stage of the traveling vehicle 9. The speed control of the vehicle 9 is performed by a notch operation by the driver. The driver of the vehicle 9 can accelerate or decelerate the vehicle 9 as desired by performing a notch operation (set to a specific notch).
A specific method for the vehicle information acquisition unit 5 to acquire the traveling speed information and the notch information of the vehicle 9 can be implemented by the existing technology, and will not be described. For example, the vehicle information acquisition unit 5 includes the motor 34. The travel speed information is acquired based on the actual rotational speed information input via the pulse generator (PG) provided in the above.

FIG. 2 is a diagram illustrating a functional configuration of the vehicle control device according to the first embodiment.
Hereinafter, a specific functional configuration of the vehicle control device 1 will be described in detail with reference to FIG. As described above, the vehicle control apparatus 1 according to the first embodiment detects the CT 40 that detects the input current (secondary current) of the converter 30 and the input voltage (tertiary voltage) of the equipment 35. Secondary current detection information and tertiary voltage detection information from PT41 are input.

As shown in FIG. 2, the vehicle control device 1 includes an assumed value calculation unit 10, a detection unit 11, a soundness determination unit 12, a history information acquisition unit 13, and a storage unit 14.
The assumed value calculation unit 10 acquires vehicle information when the vehicle is traveling, and calculates an assumed value corresponding to the vehicle information regarding the detection information input to the own device. More specifically, the assumed value calculation unit 10 inputs travel speed information and notch information, which are vehicle information, from the vehicle information acquisition unit 5 (FIGS. 1 and 2). In addition, a detection value (third voltage detection value V3) of tertiary voltage detection information that is detection information is input to the assumed value calculation unit 10 via a detection unit 11 (described later). Then, the assumed value calculation unit 10 calculates an assumed value (secondary current assumed value Ir2) for the secondary current detection information which is another detection information. This estimated secondary current value Ir2 is the current value of the secondary current that should flow in view of the traveling speed of the vehicle 9 during traveling, the set notch, and the detected tertiary voltage V3.
A specific method by which the assumed value calculation unit 10 calculates the assumed secondary current value Ir2 based on the traveling speed information, the notch information, and the tertiary voltage detection value V3 will be described later.

  The detection unit 11 is composed of an A / D (Analog / Digital) converter, for example, and samples the secondary current detection information and the tertiary voltage detection information (analog signal) input from the CT 40 and PT 41 and converts them into a digital signal. Then, the secondary current detection value I2 and the tertiary voltage detection value V3 are acquired based on the signal. The secondary current detection value I2 and the tertiary voltage detection value V3 acquired by the detection unit 11 are actual measurement values (detection values) of the secondary current and the tertiary voltage that are actually measured via the CT40 and PT41, respectively.

The soundness determination unit 12 compares the assumed secondary current value Ir2 calculated by the assumed value calculation unit 10 with the detected secondary current value I2 acquired by the detection unit 11, and the detected secondary current value I2 is 2. It is determined whether the current value is within a predetermined range (for example, within ± 10%) based on the assumed next current value Ir2. Here, the assumed secondary current Ir2 is a value of the secondary current that should flow originally based on the vehicle information (travel speed information, notch information) and the tertiary voltage detection value V3 described above. Then, the value of the detected secondary current value I2 actually measured through another route (CT40) and the estimated secondary current value Ir2 should be essentially the same.
Therefore, when the secondary current detection value I2 is not included in the predetermined range based on the secondary current estimated value Ir2, the detection unit 11 of the vehicle control device 1 or the detection of CT40, PT41, etc. An abnormality in the detected value due to any one of the vessels is assumed. In such a case, the soundness determination unit 12 outputs abnormality notification information for notifying an operator such as a driver that some abnormality has been detected. This abnormality notification information is output to hardware such as a warning lamp and an alarm device, and is notified to the operator by lighting of the warning lamp and a warning sound.

The history information acquisition unit 13 calculates the secondary current assumed value Ir2 by the assumed value calculation unit 10 and the secondary current assumed value Ir2 and the secondary current detection value I2 at the timing when the soundness determination unit 12 performs the determination process. And the determination result etc. are acquired, these are linked | related and recorded on the memory | storage part 14. FIG. As a result, the operator (such as an inspection operator of the vehicle 9) refers to the estimated secondary current value Ir2, the detected secondary current value I2, and the history of determination results obtained during traveling, so that the soundness of the vehicle 9 can be obtained. In particular, it is possible to recognize signs of malfunctions related to the functions of the vehicle control device 1 and various detectors (CT40, PT41), and to prevent the occurrence of abnormalities.
For example, when the secondary current detection value I2 acquired each time the vehicle travels tends to gradually increase in difference from the estimated secondary current value Ir2 for each travel, the operator determines the secondary current. It can be determined that the failure is gradually progressing in the system to be detected.
The history information acquisition unit 13 may store time information indicating the time of storage, travel speed information, notch information, and the like in association with each other.

  As shown in FIG. 2, the assumed value calculation unit 10 includes a trigger unit 100 therein. The trigger unit 100 outputs a trigger signal when a predetermined determination execution condition is satisfied. For example, the trigger unit 100 detects that the traveling speed v indicated by the traveling speed information has reached a predetermined traveling speed setting value vr as a determination execution condition, and outputs a trigger signal. The assumed value calculation unit 10 calculates the assumed secondary current value Ir2 only when this trigger signal is output, and outputs it to the soundness determination unit 12. Then, the soundness determination unit 12 and the history information acquisition unit 13 execute the determination process and the storage process only when the vehicle 9 reaches a predetermined travel speed setting value vr.

Here, if the assumed value calculation unit 10, the soundness determination unit 12, and the history information acquisition unit 13 continue to execute the determination process and the storage process while running, the load on the entire process increases and the storage unit 14. It will squeeze the capacity. As the trigger unit 100 performs the above process, the assumed value calculation unit 10, the soundness determination unit 12, and the history information acquisition unit 13 execute each process only when a specific condition is satisfied. The load can be reduced.
In addition, the trigger part 100 may output a trigger signal on condition of the tertiary voltage detection value V3 instead of traveling speed information as determination execution conditions, for example, a trigger signal is output regularly on condition of time information, for example. May be. Furthermore, for example, the trigger unit 100 may output a trigger signal only when the traveling speed first reaches the traveling speed set value vr after the main power supply of the vehicle 9 is turned on. In addition, various conditions and combinations thereof may be used for the condition setting in which the vehicle control device 1 determines the soundness.

Various methods may be used for the storage method of the history information in the storage unit 14 of the history information acquisition unit 13. For example, the history information acquisition unit 13 always maintains the storage unit 14 without erasing the assumed values, detection values, determination results, and the like acquired during the first five runs from the time of the first run of the vehicle 9. The assumed value, detection value, determination result, and the like acquired during the subsequent travel may be appropriately overwritten on the newly acquired information.
For example, when there are ten storage areas in the storage unit 14, the history information acquisition unit 13 assumes the assumed values, detection values, and determination results acquired in the initial five runs for five specific storage areas. Etc. are recorded, and the information is always kept without being erased. And the history information acquisition part 13 performs the process which overwrites the new information obtained by driving | running | working suitably with respect to the remaining five storage areas.
By doing so, it is possible to compare the initial state of the vehicle 9 and the current state while saving the storage capacity of the storage unit 14, and it is possible to identify an abnormal location from the difference.

  Note that FIG. 2 illustrates only main functional configurations according to the present embodiment, and the vehicle control device 1 actually includes functional configurations other than the functional configurations illustrated in FIG. 2. Shall. For example, the vehicle control device 1 includes a PWM control unit that drives the converter 30 and the inverter 31, an open command unit that outputs an open command to the contactor 33, and the like.

FIG. 3 is a diagram illustrating the function of the assumed value calculation unit according to the first embodiment.
Hereinafter, a specific method in which the assumed value calculation unit 10 calculates the secondary current assumed value Ir2 based on the traveling speed information, the notch information, and the tertiary voltage detection value V3 will be described in detail with reference to FIG. To do.
First, the assumed value calculation unit 10 acquires in advance the relationship between the vehicle traveling speed v, the notch N, and the power P. Here, each graph shown in FIG. 3A shows the relationship between the running speed v, the notch N, and the power P, which are obtained in advance by the assumed value calculation unit 10. The plurality of graphs correspond to the set notches N (1N, 2N,...), Respectively. Here, the electric power P on the vertical axis in FIG. 3A is electric power excited by the secondary coil 221 which is a source of electric power supplied to the motor 34. Therefore, power P is given by the product of the secondary voltage and the secondary current.
Therefore, the assumed value calculation unit 10 stores the relationship between the traveling speed v, the notch N, and the power P as shown in FIG. The power P can be uniquely specified based on the travel speed information and the notch information input from. The relationship shown in FIG. 3A is acquired based on measurement data and theoretical calculation obtained in advance by a test run of the vehicle 9, a test drive of the motor 34, and the like.

When the voltage applied to the overhead wire 20 (overhead voltage) is stable at a predetermined value, the secondary voltage applied to the secondary coil 221 is also stable. Although the next current is also determined, the overhead line voltage fluctuates according to the operation status of the vehicle 9 and other vehicles. Therefore, the assumed value calculation unit 10 obtains and holds the relationship between the tertiary voltage and the secondary voltage as shown in FIG. Based on the detection value V3, it is possible to specify an assumed secondary voltage value Vr2 that should be originally applied as the secondary voltage.
Note that the relationship shown in FIG. 3B may be obtained by theoretical calculation from the turns ratio of the secondary coil 221 and the tertiary coil 222, or may be obtained based on actual measurement data obtained in advance.

Then, the assumed value calculation unit 10 is supposed to flow as a secondary current from the power P specified by the relationship of FIG. 3A and the assumed secondary voltage Vr2 specified by the relationship of FIG. The estimated secondary current value Ir2 as a value is calculated (Ir2 = P / Vr2), and the calculation result is output to the soundness determination unit 12.
The soundness determination unit 12 compares the assumed secondary current value Ir2 calculated by the assumed value calculation unit 10 with the detected secondary current value I2 detected through the detection unit 11, and the both are within a predetermined range. Is determined (described later).

FIG. 4 is a diagram illustrating a processing flow of the vehicle control device of the first embodiment.
Hereinafter, the processing flow of the vehicle control device 1 will be described in order with reference to FIG.
The processing flow shown in FIG. 4 is started while the vehicle 9 on which the vehicle control device 1 is mounted is running.
First, the trigger unit 100 of the assumed value calculation unit 10 satisfies a predetermined trigger condition that is set in advance based on vehicle information input to the assumed value calculation unit 10, or a current detection value and a voltage detection value. Is determined (step S10). As described above, the trigger condition is, for example, a condition whether or not the traveling speed v of the vehicle 9 indicated in the traveling speed information has reached a predetermined traveling speed setting value vr.
When the trigger condition is not satisfied (step S10: NO), the assumed value calculation unit 10 stands by without executing the process until the trigger condition is satisfied. On the other hand, when the trigger condition is satisfied (step S10: YES), the assumed value calculation unit 10 assumes the secondary current assumed value based on the input vehicle information (running speed information, notch information) and the tertiary voltage detection value V3. Ir2 is calculated and output to the soundness determination unit 12 (step S11) (see FIG. 3).
On the other hand, the detection unit 11 acquires the secondary current detection value I2 based on the secondary current detection information constantly input from the CT 40, and outputs the secondary current detection value I2 to the soundness determination unit 12 (step S12).
Next, the soundness determination unit 12 refers to the input assumed secondary current value Ir2 and the detected secondary current value I2, and the detected secondary current value I2 is based on the assumed secondary current value Ir2. It is determined whether or not it is within a predetermined range (within ± 10%) (step S13).
When the secondary current detection value I2 is included within a predetermined range (within ± 10%) with the secondary current estimated value Ir2 as a reference (step S13: YES), the soundness determination unit 12 has at least 2 It is determined that there is no abnormality in the system (CT40, the function of the detection unit 11 or the electrical system between them) that detects the detected current value I2, and no abnormality notification is performed. On the other hand, when the secondary current detection value I2 is not included in the predetermined range based on the assumed secondary current Ir2 (step S13: NO), the soundness determination unit 12 outputs abnormality notification information. Then, the operator is notified of the occurrence of the abnormality (step S14).
Then, the history information acquisition unit 13 obtains the secondary current estimated value Ir2, the secondary current detection value I2, the tertiary voltage detection value V3, and the determination result based on the processing in steps S11 to S13, and other information (time information, A process of recording in the storage unit 14 in association with the travel speed information and the like (step S15).
Note that the vehicle control apparatus 1 may wait until the trigger condition is satisfied by returning to step S10 again after finishing the process of step S15.

  The processing flow of the vehicle control device 1 described above is an example, and the processing flow performed by the vehicle control device 1 is not limited to the processing flow shown in FIG. For example, in the vehicle control device 1, the order of calculation of the assumed value by the assumed value calculation unit 10 (step S <b> 11) and acquisition of the detection value by the detection unit 11 (step S <b> 12) can be switched, or these can be performed simultaneously. It is also possible to execute.

  As described above, the vehicle control device 1 performs the actual measurement of the secondary current assumed value Ir2 calculated from the vehicle information (running speed information, notch information) that is information other than the detection value and the tertiary voltage detection value V3. It is determined whether or not the secondary current detection value I2 acquired as a value matches. Thus, the vehicle control device 1 determines whether or not there is an abnormality in the system that acquires each detection value (secondary current detection value I2 or tertiary voltage detection value V3) while the vehicle 9 is traveling. Can do.

  According to the above-described contents, the assumed value calculation unit 10 calculates the assumed secondary current value Ir2 on the assumption that the detected tertiary voltage V3 is correctly acquired. Whether or not the next voltage detection value V3 is correctly acquired is unknown. Therefore, the vehicle control apparatus 1 is a system that acquires the secondary current detection value I2 or a system that acquires the tertiary voltage detection value V3 based on the determination by the soundness determination unit 12 (FIG. 4, step S13). It is only possible to specify whether or not there is an abnormality in any of the above.

Here, as described above, the vehicle control apparatus 1 obtains current detection information and voltage detection information based on CT and PT installed in wirings other than the CT 40 and PT 41 shown in FIG. For example, the vehicle control device 1 obtains the secondary voltage detection value V <b> 2 via the PT installed on the output wiring of the secondary coil 221.
In this case, the soundness determination unit 12 further compares the assumed secondary voltage value Vr2 specified based on the graph of FIG. 3B with the actually measured secondary voltage detection value V2 to obtain 3 It may be specified whether there is an abnormality in either the system that acquires the secondary voltage detection value V3 or the system that acquires the secondary voltage detection value V2.
As described above, the vehicle control device 1 calculates each assumed value based on the voltage detection information and current detection information output by the plurality of CTs and PTs, and combines the determination result with the corresponding detection value. It is also possible to narrow down abnormal parts.

<Modification of First Embodiment>
FIG. 5 is a diagram illustrating an overall configuration of a vehicle control device according to a modified example of the first embodiment.
Next, a vehicle control apparatus 1A according to a modification of the first embodiment will be described with reference to FIG.
As shown in FIG. 5, the vehicle control apparatus 1 </ b> A includes current detection information and voltage from the CT 42 that detects the alternating current output from the inverter 31 and the PTs 430 and PT 431 that detect the direct current voltage output from the converter 30. Enter detection information. Here, CT42, PT430, and PT431 have been conventionally used for power conversion control in the vehicle control apparatus 1A, and are not newly installed in the present embodiment.
Note that the functional configuration of the vehicle control device 1A is substantially the same as the functional configuration (FIG. 2) of the vehicle control device 1 according to the first embodiment, and thus illustration is omitted.

The vehicle control apparatus 1A correctly acquires various detection values acquired via the CT42, PT430, and PT431 based on the vehicle information by the same method as the vehicle control apparatus 1 according to the first embodiment. It is determined whether or not there is.
Specifically, the assumed value calculation unit 10A of the vehicle control device 1A holds a look-up table showing a relationship equivalent to the graph shown in FIG. In the case of this modification, more precisely, the power P on the vertical axis in FIG. 3A is not the power directly excited by the secondary coil 221, but the power efficiency loss due to various conversion processes of the converter 30 and the inverter 31. It is a value that takes into account the minutes and is the electric power that is actually supplied to the motor 34.

The assumed value calculation unit 10A is based on the DC voltage detection value Vc that is a detection value of the DC voltage output from the converter 30, the traveling speed information and notch information acquired from the vehicle information acquisition unit 5, and the lookup table. A motor current assumption value Irm that is a current that should flow through the motor 34 is calculated.
On the other hand, the detection unit 11A of the vehicle control device 1A acquires the motor current detection value Im based on the current detection information (motor current detection information) input from the CT42.
Then, the soundness determination unit 12A compares the estimated motor current value Irm calculated by the estimated value calculation unit 10A with the detected motor current value Im acquired by the detection unit 11A, and the system that detects the motor current has an abnormality. Judgment processing of whether or not there is. For example, the soundness determination unit 12A refers to the input estimated motor current value Ir2 and the detected motor current value I2, and the detected motor current value I2 is within a predetermined range with reference to the estimated motor current value Ir2 ( Within ± 10%).

  As described above, the vehicle control apparatus 1A according to the modification of the first embodiment has the estimated motor current value Irm calculated from the vehicle information (running speed information, notch information) that is information other than the detected value. It can be determined whether or not the motor current detection value Im acquired as the actual measurement value matches. Thereby, 1 A of vehicle control apparatuses can discriminate | determine during the driving | running | working of the vehicle 9A whether there is no abnormality in the system | strain which acquires the motor electric current detected value Im.

Contrary to the above, the assumed value calculation unit 10A, based on the motor current detection value Ic obtained from the CT 42, the traveling speed information and the notch information, the assumed DC voltage value to be obtained from the PT 430 (PT 431) Vrc may be calculated.
Further, the assumed value calculation unit 10A may calculate the assumed DC voltage value Vrc and the assumed motor current value Irm based on current detection information, voltage detection information, and vehicle information acquired from the CT 40 and PT 41. . Thus, redundant evaluation can be performed by calculating a plurality of the same assumed values from different routes (detected values).

<Second Embodiment>
Next, a vehicle control device according to a second embodiment will be described with reference to the drawings.
FIG. 6 is a diagram illustrating an overall configuration of a vehicle according to the second embodiment. In this figure, reference numeral 1B denotes a vehicle control device. Note that, in the entire configuration of the vehicle 9B according to the second embodiment, the same configurations as those in the first embodiment and the modifications thereof described above are denoted by the same reference numerals, and description thereof is omitted.

  As shown in FIG. 6, the vehicle 9 </ b> B is provided with an actual rotation speed detector (PG: pulse generator) 50 that is a detector that detects the actual rotation speed of the motor 34. The PG 50 is provided on the motor shaft of the motor 34, detects the actual rotational speed of the motor 34, and outputs actual rotational speed information indicating the actual rotational speed. Here, the PG 50 has been conventionally used in the vehicle control apparatus 1B for controlling to keep the rotational speed of the motor 34 as desired, and is not newly installed in the present embodiment.

FIG. 7 is a diagram illustrating a functional configuration of the vehicle control device 1B of the second embodiment.
As shown in FIG. 7, the vehicle control apparatus 1 </ b> B according to the present embodiment includes a PWM control unit 15.
The PWM control unit 15 performs PWM control for power conversion processing on the converter 30 and the inverter 31. Specifically, the PWM control unit 15 outputs a drive signal (pulse signal having a predetermined frequency) for PWM control of the converter 30 and the inverter 31.
Furthermore, the PWM control unit 15 according to the present embodiment acquires the frequency (inverter frequency information) of the drive signal that drives the inverter 31 and outputs the acquired frequency to the assumed value calculation unit 10B.

  The assumed value calculation unit 10B according to the present embodiment inputs vehicle information (running speed information, notch information) from the vehicle information acquisition unit 5 similarly to the vehicle control devices 1 and 1A according to the other embodiments described above. . Then, based on the input vehicle information and the inverter frequency information, the assumed value calculation unit 10B calculates a rotation frequency assumption value frm that should be originally detected as the rotation frequency of the motor 34. The calculation function of the assumed value calculation unit 10B will be described later.

  The detection unit 11B according to the present embodiment inputs the actual rotation speed information input via the PG 50 shown in FIG. 6 and calculates and acquires the rotation frequency detection value fm of the motor 34 from the actually measured rotation speed. To do. The rotation frequency detection value fm is an actual measurement value (detection value) of the rotation frequency in the motor 34 that is actually measured through the PG 50.

  The soundness determination unit 12B according to the present embodiment compares the rotation frequency assumption value frm calculated by the assumption value calculation unit 10B with the rotation frequency detection value fm acquired by the detection unit 11B, and detects the rotation frequency detection value fm. Is included in a predetermined range (for example, within ± 10%) with reference to the rotation frequency assumption value frm.

FIG. 8 is a diagram illustrating the function of the assumed value calculation unit according to the second embodiment.
Hereinafter, a specific method in which the assumed value calculation unit 10B calculates the rotation frequency assumed value frm based on the traveling speed information, the notch information, and the inverter frequency information will be described in detail with reference to FIG.
First, the assumed value calculation unit 10B acquires in advance the relationship between the vehicle running speed v, the notch N, and the torque T. Here, each graph shown in FIG. 8A shows the relationship between the running speed v, the notch N, and the torque T acquired in advance by the assumed value calculation unit 10B. The plurality of graphs correspond to the set notches N (1N, 2N,...), Respectively. Here, the torque T on the vertical axis in FIG. 8A indicates the torque actually applied to the motor 34.
The assumed value calculation unit 10B inputs from the vehicle information acquisition unit 5 by holding in advance a relationship between the running speed v, the notch N, and the torque T as shown in FIG. Based on the traveling speed information and the notch information, the torque T of the motor 34 can be uniquely specified. The relationship shown in FIG. 8A is acquired based on measurement data and theoretical calculation obtained in advance by test running of the vehicle 9, test drive of the motor 34, and the like.

Further, the assumed value calculation unit 10B acquires and holds the relationship between the torque T and the slip s as shown in FIG. 8B in advance. Here, the slip s is a coefficient indicating the relationship between the synchronous rotational speed Ns when rotating in synchronization with the frequency of the signal input to the inverter 31 (inverter frequency) and the actual rotational speed N of the motor 34. And is given by s = (Ns−N) / Ns. The inverter frequency is indicated by the reciprocal of the synchronous rotation speed Ns, and the actual rotation frequency of the motor 34 is indicated by the reciprocal of the rotation speed N.
Therefore, the assumed value calculation unit 10B can calculate an actual rotation frequency (an estimated rotation frequency frm) of the motor 34 by acquiring the inverter frequency and the slip s. The assumed value calculation unit 10B then keeps this slip s in advance in relation to the running speed v, notch N and torque T (FIG. 8 (a)), and the relationship between torque T and slip s (see FIG. 8 (b)).
In this way, the assumed value calculation unit 10B can calculate the assumed rotation frequency value frm to be acquired as the actual rotation frequency of the motor 34.

FIG. 9 is a diagram illustrating a processing flow of the vehicle control device of the second embodiment.
Hereinafter, the processing flow of the vehicle control device 1B will be described with reference to FIG. Note that, in the processing flow of the vehicle control device 1B according to the present embodiment, the same processes as those of the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.
The processing flow of the vehicle control device 1B according to the present embodiment is the processing flow of the first embodiment in that the rotation frequency assumed value frm and the rotation frequency detection value fm are acquired in step S11 and step S12 of FIG. Different from FIG.

Specifically, the assumed value calculation unit 10B calculates the rotation frequency assumed value frm based on the input vehicle information (running speed information, notch information) and inverter frequency information, and outputs the calculated rotation frequency value frm to the soundness determination unit 12B ( Step S11B) (see FIG. 8).
On the other hand, the detection unit 11B acquires the rotation frequency detection value fm based on the actual rotation speed information that is constantly input from the PG 50, and outputs the rotation frequency detection value fm to the soundness determination unit 12B (step S12B).

Next, the soundness determination unit 12B refers to the input rotation frequency assumption value frm and the rotation frequency detection value fm, and the rotation frequency detection value fm is within a predetermined range with reference to the rotation frequency assumption value frm. It is determined whether it is included (within ± 10%) (step S13B).
Subsequent abnormality notification processing (step S14) based on the determination result and storage processing (step S15) by the history information acquisition unit 13 are the same as the processing flow (FIG. 4) of the first embodiment.

  As described above, the vehicle control device 1B detects the rotational frequency value frm calculated from the vehicle information (running speed information, notch information) that is information other than the detected value, and the rotational frequency detection acquired as the actual measurement value. It is determined whether or not the value fm matches. Thus, the vehicle control device 1B can determine whether or not there is an abnormality in the system that acquires the rotation frequency detection value fm while the vehicle 9B is traveling.

<Third Embodiment>
Next, a vehicle control device according to a third embodiment will be described with reference to the drawings.
FIG. 10 is a diagram illustrating a functional configuration of the vehicle control device of the third embodiment. In this figure, reference numeral 1C denotes a vehicle control device. Note that, in the vehicle control device 1C according to the third embodiment, the same reference numerals are given to the same configurations as those of the above-described first embodiment (and modifications thereof) and the second embodiment. The description is omitted.

  The vehicle control device 1 </ b> C according to the present embodiment is provided in the vehicle 9 </ b> C and acquires temperature detection information from the thermistor 60 installed at each location of the vehicle 9 </ b> C. Based on the temperature detection information input from the thermistor 60, the vehicle control device 1C performs, for example, temperature rise in the main conversion circuit, monitoring of the cooling function of the cooling device, and the like.

  As shown in FIG. 10, the assumed value calculation unit 10 </ b> C according to the present embodiment obtains travel speed information and notch information from the vehicle information acquisition unit 5 (not shown in FIG. 10), as in the above-described embodiments. input. Moreover, each detection value based on the current detection information and voltage detection information from CT and PT (for example, CT40 shown in FIG. 1 etc.) installed in each part of the wiring of the vehicle 9C is input. Then, the estimated value calculation unit 10C calculates the estimated temperature value Thr to be acquired from the thermistor 60 based on these pieces of information.

The assumed value calculation unit 10C is installed by each thermistor based on the speed information, notch information, and current detection values and voltage detection values acquired from CT and PT input from the vehicle information acquisition unit 5 (not shown). Calculate the temperature at the marked part.
Specifically, the assumed value calculation unit 10C holds temperature change characteristic information acquired in advance in a lookup table. Here, since the temperature at each location of the vehicle 9C changes according to the traveling state of the vehicle 9C, in particular, power consumption, the assumed value calculation unit 10C obtains the law as temperature change characteristic information in advance. Keep it. For example, the temperature change characteristic information is obtained by associating the transition of the temperature actually acquired by the thermistor 60 during traveling with various parameters such as the traveling speed v, the notch N, and the current detection value at each time point during the traveling. It may be memorized. Further, the temperature change characteristic information may indicate a difference between the temperature during traveling and the initial temperature before traveling.
The assumed value calculation unit 10C calculates an assumed temperature value (temperature assumed value Thr) to be obtained from the thermistor 60 based on temperature change characteristic information obtained in advance.

  The detection unit 11C according to the present embodiment receives temperature detection information input via the thermistor 60, and acquires the temperature detection value Th. The temperature detection value Th is an actual measurement value (detection value) of the temperature of the outside air, the cooling device, or the like actually measured via the thermistor 60.

  The soundness determination unit 12C according to the present embodiment compares the estimated temperature value Thr calculated by the estimated value calculation unit 10C with the detected temperature value Th acquired by the detection unit 11C, and the detected temperature Th is assumed to be a temperature. It is determined whether or not it falls within a predetermined range (for example, within ± 10%) with reference to the value Thr.

  Note that the processing flow of the vehicle control device 1C according to the present embodiment is based on the estimated temperature value Thr and the temperature at step S11 and step S12 of the processing flow (FIG. 4) of the vehicle control device 1 according to the first embodiment. It differs from the processing flow of the first embodiment in that the detection value Th is acquired.

Specifically, the assumed value calculation unit 10C calculates an estimated temperature value Thr based on input vehicle information (travel speed information, notch information), current, and voltage detection information, and outputs it to the soundness determination unit 12C. .
On the other hand, the detection unit 11C acquires the temperature detection value Th based on the temperature detection information constantly input from the thermistor 60, and outputs the temperature detection value Th to the soundness determination unit 12C.
Then, the soundness determination unit 12C refers to the input temperature assumption value Thr and the temperature detection value Th, and the temperature detection value Th is within a predetermined range (within ± 10%) based on the temperature assumption value Thr. ) Is included.
Note that the abnormality notification process (step S14 (FIG. 4)) based on the subsequent determination result and the storage process (step S15 (FIG. 4)) by the history information acquisition unit 13 are the same as the process flow of the first embodiment. .

  As described above, the vehicle control device 1C is acquired as an estimated temperature value Thr calculated from vehicle information (travel speed information, notch information, current detection value, etc.) that is information other than the detection value, and an actual measurement value. It is determined whether or not the detected temperature value Th matches. Accordingly, the vehicle control device 1B can determine whether or not there is an abnormality in the system that acquires the temperature detection value Th during the traveling of the vehicle 9C.

<Fourth Embodiment>
Next, a vehicle control device according to a fourth embodiment will be described with reference to the drawings.
FIG. 11 is a diagram illustrating a functional configuration of the vehicle control device of the fourth embodiment. In this figure, reference numeral 1D denotes a vehicle control device. Note that, in the vehicle control device 1D according to the fourth embodiment, the same components as those in the above-described embodiments are denoted by the same reference numerals, and description thereof is omitted.

  The vehicle control device 1D according to the present embodiment is provided in the vehicle 9D, and is provided between the intermediate potential point A on the intermediate potential line connecting the converter 30 and the inverter 31 of the vehicle 9D, and the ground point B. The ground current detection information is acquired from the ground current detection unit 32 (see FIG. 1 and the like). The vehicle control device 1D monitors the occurrence of a ground fault in the vehicle 9D based on the ground current detection information input from the ground current detection unit 32, and when a ground fault occurs, the contactor 33 (FIG. 1). Etc.) is controlled.

As shown in FIG. 11, the assumed value calculation unit 10D according to the present embodiment performs PWM control at the present time from the PWM control unit 15D that outputs a drive signal for PWM control to the converter 30 and the inverter 31 of the vehicle 9D. “PWM execution information” that is vehicle information indicating whether or not the vehicle is running is output. For example, the PWM control unit 15D outputs “1” as the PWM execution information while it is performing PWM control, and “0” when it is not performing PWM control.
Then, the assumed value calculation unit 10D calculates a ground current assumed value Irg to be acquired from the ground current detection unit 32 based on the PWM execution information.

FIG. 12 is a diagram illustrating an example of the ground current detected by the ground current detection unit according to the fourth embodiment.
The graph shown in FIG. 12 shows that in a normal state where no ground fault has occurred, the PWM control unit 15D outputs a drive signal to the converter 30 and the inverter 31, and during the PWM control, the ground current is It is an example which shows the ground current detection information which the detection part 32 detects.
Here, while the PWM control unit 15D is performing the PWM control, high-speed switching control based on the drive signal is performed in the converter 30 and the inverter 31. Therefore, when there is no ground fault, the ground current should be ideally zero, but actually, a high frequency ripple (noise) as shown in FIG. Will be superimposed.
Therefore, the detected current value Ig acquired by the detection unit 11D via the ground current detection unit 32 varies depending on whether or not the PWM control unit 15D performs PWM control. .

  The assumed value calculation unit 10D specifies an assumed ground current value Irg that is a value assumed as the detected ground current value Ig based on the PWM execution information that is vehicle information. Specifically, the assumed value calculation unit 10D measures in advance the ground current (high-frequency ripple) generated when the PWM control is performed (FIG. 12), and holds this as the assumed ground current value Irg. Then, while PWM control is being performed during actual traveling, the estimated ground current Irg that has been measured in advance is specified and output to the soundness determination unit 12D.

  The detection unit 11D according to the present embodiment inputs ground current detection information input via the ground current detection unit 32, and acquires the ground current detection value Ig. The ground current detection value Ig is an actual measurement value (detection value) of the ground current detection information actually measured via the ground current detection unit 32.

  The soundness determination unit 12D according to the present embodiment compares the ground current assumption value Irg calculated by the assumption value calculation unit 10D with the ground current detection value Ig acquired by the detection unit 11D, and compares the ground current detection value Ig. Is included within a predetermined range (for example, within ± 10%) with reference to the assumed ground current value Irg.

  As described above, in the vehicle control device 1D, the estimated ground current value Irg specified from the PWM execution information, which is information other than the detected value, matches the detected ground current value Ig acquired as the actually measured value. It is determined whether or not. Accordingly, the vehicle control device 1D can determine whether or not there is an abnormality in the system that acquires the ground current detection value Ig while the vehicle 9D is traveling.

  Note that the assumed value calculation unit 10D according to the fourth embodiment described above is vehicle information (speed information, notch information) other than PWM execution information, current detection information, voltage detection information, or the like, or those Based on this combination, the ground current assumed value Irg may be specified. For example, when the characteristic of the ground current detection value Ig has a high dependency on the traveling speed v of the vehicle 9D, the ground current detection value Ig corresponding to each traveling speed v is measured in advance. Based on the measurement data and the traveling speed information, the ground current assumed value Irg may be specified. The same applies to notch information and current (voltage) detection information detected from other CT (PT).

  Note that the processing flow of the vehicle control device 1D according to the present embodiment is the ground current assumed value Irg in steps S11 and S12 of the processing flow (FIG. 4) of the vehicle control device 1 according to the first embodiment. It differs from the processing flow of the first embodiment in that the ground current detection value Ig is acquired.

Specifically, the assumed value calculation unit 10B calculates the ground current assumed value Irg based on the input vehicle information (PWM execution information), and outputs it to the soundness determination unit 12D.
On the other hand, the detection unit 11D acquires the ground current detection value Ig based on the ground current detection information constantly input from the ground current detection unit 32, and outputs the ground current detection value Ig to the soundness determination unit 12D.
Then, the soundness determination unit 12D refers to the input ground current detection value Ig and the ground current assumption value Irg, and the ground current detection value Ig is within a predetermined range based on the ground current assumption value Irg ( Within ± 10%).
Note that the abnormality notification process (step S14 (FIG. 4)) based on the subsequent determination result and the storage process (step S15 (FIG. 4)) by the history information acquisition unit 13 are the same as the process flow of the first embodiment. .

  As mentioned above, according to the control device for vehicles concerning each above-mentioned embodiment, the soundness of the electric system of vehicles including self-device is evaluated using the information (vehicle information) acquired during a run. Therefore, it is possible to simplify the evaluation of soundness in the electric system of the vehicle.

<Fifth Embodiment>
Next, a vehicle control apparatus according to a fifth embodiment will be described with reference to the drawings.
FIG. 13 is a diagram illustrating an overall configuration of a vehicle according to the fifth embodiment. In this figure, reference numeral 1E denotes a vehicle control device. Note that among the configurations of the vehicle control device 1E and the vehicle 9E according to the fifth embodiment, the same configurations as those of the above-described embodiments are denoted by the same reference numerals, and description thereof is omitted.

The vehicle control apparatus 1E according to the present embodiment inputs a plurality of pieces of vehicle information. As an example of this vehicle information, as shown in FIG. 13, for example, VCB connection information from a vacuum circuit breaker (VCB) 23 and lever lever information from the vehicle information acquisition unit 5E are input.
Here, the VCB 23 is a circuit breaker provided between the pantograph 21 and the primary coil 220. When the VCB 23 is connected (short-circuited) and energized from the overhead line 20, the VCB 23 outputs VCB connection information notifying that fact.
In addition, the vehicle information acquisition unit 5E according to the present embodiment is one of the vehicle information, and the lever information indicating the state of the reverser (lever mechanism) that specifies the traveling direction (forward, backward) of the vehicle 9E is used for the vehicle. Output to the control device 1E.

FIG. 14 is a diagram illustrating a functional configuration of the vehicle control device of the fifth embodiment.
As shown in FIG. 14, the vehicle control device 1E according to the present embodiment includes a detection unit 11E, a loading command unit 16, a power failure detection unit 17, a loading condition determination unit 18, a history information acquisition unit 13E, and a storage unit 14. It has.

The detection unit 11E has the same functional configuration as the detection unit 11 and the like according to each embodiment described above. The detection unit 11E receives tertiary voltage detection information from the PT 41 (FIG. 13), and outputs a tertiary voltage detection value V3, which is an actual measurement value of the tertiary voltage, to the power failure detection unit 17 (described later).
The input condition determining unit 18 acquires various vehicle information and outputs determination information indicating whether or not all of these satisfy all predetermined power-on conditions for each to the input command unit 16.
When receiving the notification that the power-on conditions are all satisfied in the determination information input from the input condition determining unit 18, the input command unit 16 sends the input command information to the contactor 33 (FIG. 13). Output toward. Note that the contactor 33 that has received the input command information connects the secondary coil 221 and the converter 30 and starts supplying power.

  The power failure detection unit 17 determines whether or not the vehicle 9E is in a power failure state based on the tertiary voltage detection value V3 input via the detection unit 11. Specifically, the power failure detection unit 17 stores in advance a voltage threshold value Vth for determining that a sufficient voltage is applied to the equipment 35 (FIG. 13) of the vehicle 9E. And the power failure detection part 17 determines whether the tertiary voltage detection value V3 which shows the voltage actually applied to the installation 35 is more than the voltage threshold value Vth, and determines that it is less than the voltage threshold value Vth. When it does, the power failure detection information which is one of the vehicle information is output.

With the configuration as described above, the vehicle control device 1E, for safety management, is the first time that the main conversion circuit (when the power-on conditions determined by the power-on condition determination unit 18 are all satisfied when the power to the vehicle 9E is turned on. The power is supplied to the converter 30, the inverter 31, and the motor 34).
In the case of the above example, the input condition determination unit 18 inputs, for example, VCB connection information indicating whether or not the VCB 23 is connected, and detects that the VCB 23 is normally connected. Similarly, the insertion condition determination unit 18 detects that the lever lever is in a state indicating “forward” or “reverse” based on lever lever information input from the vehicle information acquisition unit 5E. Furthermore, the input condition determination unit 18 detects that power is normally supplied to the equipment 35 and the like by not inputting the power failure detection information from the power failure detection unit 17.
Then, when all of the above conditions (power-on conditions) are satisfied, the on-condition determining unit 18 outputs determination information indicating that. As a result, the vehicle control apparatus 1E outputs the input command information (by the input command unit 16) only after all the power-on conditions are satisfied, and connects the contactor 33 to power on the main conversion circuit.
The vehicle control device 1E realizes safety management control when the vehicle 9E is turned on by the method described above.

Furthermore, the determination information output by the insertion condition determination unit 18 is input to the history information acquisition unit 13E of the vehicle control device 1E.
Then, the history information acquisition unit 13E receives the contents of the determination information and various vehicle information (in the above example, VCB connection information, reversal information, And the content of the power failure detection information) are recorded in the storage unit 14 in association with each other.
Thereby, the operator checks the determination information and the various vehicle information sequentially stored when the vehicle 9E is turned on, so that the vehicle control device 1E can input various types of information to the own device in the power-on process. It is possible to inspect whether vehicle information is correctly detected and determined.

FIG. 15 is a diagram illustrating a processing flow of the vehicle control device of the fifth embodiment.
Hereinafter, the processing flow of the vehicle control device 1E will be described in order with reference to FIG.
The processing flow shown in FIG. 15 is started immediately before power is supplied to the vehicle 9E equipped with the vehicle control device 1F.
First, in step S21, power is supplied to the vehicle 9E.
Then, in the vehicle control device 1F that has started activation, the insertion condition determination unit 18 acquires various types of vehicle information (VCB connection information, reversal information, power failure detection information, etc.) (step S22).
When all the input vehicle information satisfies the power-on condition (step S23: YES), the input condition determination unit 18 outputs determination information indicating that. Then, the input command unit 16 having input the determination information outputs the input command information to the contactor 33 (FIG. 13) (step S24).
On the other hand, when any of the input various vehicle information does not satisfy the power-on condition (step S23: NO), the on-condition determining unit 18 outputs determination information indicating that.

  Then, when the determination information is input from the input condition determination unit 18, the history information acquisition unit 13 </ b> E includes the contents of the determination information and various vehicle information (VCB connection information, lever lever information) input to the input condition determination unit 18. , And the content of the power failure detection information) are associated and recorded in the storage unit 14 (step S25).

  As described above, when the vehicle control apparatus 1E determines whether or not a predetermined power supply condition for the electric system is satisfied when the vehicle is turned on, the determination result and the determination are made. Various vehicle information used is recorded in association with each other. As a result, the operator (inspector) of the vehicle control device 1E can check the stored history information later so that the determination process of the power-on condition performed in the vehicle control device 1E is performed correctly. Can be inspected.

Further, the history information acquisition unit 13E of the vehicle control device 1E further outputs the presence / absence of the power failure detection information in the power failure detection unit 17 and the detection unit 11E when inputting the determination information from the input condition determination unit 18. The tertiary voltage detection value V3 may be stored in association with each other.
Thereby, the operator (inspection operator) can check whether or not the power failure detection determination in the power failure detection unit 17 is correctly made by confirming the history information.

  The vehicle information used in the fifth embodiment described above has been described as being, for example, three pieces of VCB connection information, reversal information, and power failure detection information. The vehicle information used for the power-on determination process is not limited to the three pieces of information, and various other vehicle information may be used. In this case, the history information acquisition unit 13E may input and store all of the various vehicle information.

<Sixth Embodiment>
Next, a vehicle control apparatus according to a sixth embodiment will be described with reference to the drawings.
FIG. 16 is a diagram illustrating a functional configuration of the vehicle control device according to the sixth embodiment. In this figure, reference numeral 1F denotes a vehicle control device. Note that, in the functional configuration of the vehicle control device 1F according to the sixth embodiment, the same components as those of the above-described embodiments are denoted by the same reference numerals, and description thereof is omitted.

As shown in FIG. 16, the vehicle 9F includes a vehicle control device 1F, a converter 30, an inverter 31, an external power supply 7, a gate power supply 70, a cooling fan power supply (FAN power supply) 71, a cooling fan (FAN) 710, It has.
The external power source 7 is, for example, a battery (secondary battery), and when the vehicle 9F is turned on, each electric system (gate power source 70, FAN power source 71, vehicle control device 1F, etc.) is passed through a noise filter and a backup capacitor. ) All at once.
The gate power supply 70 inputs power Pg from the external power supply 7 when the power is turned on, and supplies power to the converter 30 and the inverter 31. The gate power supply 70 supplies power for raising the voltage level of the drive signal output from the vehicle control device 1F to the voltage level required for direct control of the converter 30 and the inverter 31.
The FAN power supply 71 receives the power Pf from the external power supply 7 and is installed to make the temperature distribution uniform in each part of the main conversion circuit (converter 30, inverter 31, motor 34 (see FIG. 1 and the like)). In addition, power is supplied to a plurality of cooling fans (FAN) 710.
Similarly, the vehicle control device 1 </ b> F performs various operations by inputting power Pm from the external power supply 7 when the power is turned on.

  In addition, the gate power supply 70 and the FAN power supply 71 output power supply capacity decrease detection information indicating whether or not the power Pg and Pf supplied from the external power supply 7 are below a predetermined power threshold Pth to the vehicle control device 1F. To do.

  The power supply capacity decrease determination unit 19 provided in the vehicle control device 1F receives power supply capacity decrease detection information indicating that the power supplied to itself is insufficient (decreased) from the gate power supply 70 and the FAN power supply 71. In this case, it is determined (abnormality detection) that the power supplied to the gate power supply 70 and the FAN power supply 71 is insufficient, and a predetermined protection operation is performed. Specifically, the operation of the main conversion circuit is stopped in order to prevent malfunction and failure of the main conversion circuit due to the converter 30, the inverter 31, the FAN 710, etc. not operating normally.

  The history information acquisition unit 13F according to the present embodiment detects the timing of the start of power supply from the external power supply 7 to the own device, and is a predetermined period determined in advance from the time (t0) when the power supply is started. After the elapse of (t1, t2), the power supply capacity decrease detection information input from the gate power supply 70 and the FAN power supply 71 and the determination result of the power supply capacity decrease determination unit 19 based on this are acquired, the power supply capacity decrease detection information, The determination result is associated and recorded in the storage unit 14.

FIG. 17 is a diagram illustrating a timing chart of the vehicle control device according to the sixth embodiment.
Hereinafter, the processing flow of the vehicle control device 1F will be described in detail with reference to FIG. The history information acquisition unit 13F according to the present embodiment starts supplying power to the own device, the gate power source 70, and the FAN power source 71 by the external power source 7, and starts a predetermined time (t1) from the time when the own device starts up (t0). , T2) After the elapse of time, the gate power supply 70 and the FAN power supply 71 acquire power supply capacity decrease detection information output to the power supply capacity decrease determination unit 19.

  Here, when the power Pg and Pf input to the gate power supply 70 and the FAN power supply 71 are below the predetermined power threshold Pth described above, the power supply capacity decrease detection information indicating that is output. It is said. Immediately after the external power supply 7 starts to supply power to the gate power supply 70 and the FAN power supply 71, the gate power supply 70 and the FAN power supply 71 do not have sufficient power, and the power Pg and Pf are the predetermined power threshold values described above. It is in the stage where it is below Pth. Accordingly, the period from immediately after the external power supply 7 starts to supply power to the gate power supply 70 and the FAN power supply 71 until sufficient power is supplied to the gate power supply 70 and the FAN power supply 71 (period A described later) is the gate power supply. 70 and the FAN power supply 71 output power supply capacity drop detection information indicating that the power supplied to itself is insufficient.

  Specifically, when the power supply process to the vehicle 9F is performed, the vehicle control device 1F has a smaller charge capacity than the gate power supply 70 and the FAN power supply 71. Operation becomes possible (see FIG. 17A). On the other hand, the gate power supply 70 and the FAN power supply 71 assume that the supplied power Pg and Pf are lower than the power threshold value Pth until sufficient power is supplied to the gate power supply 70 and the FAN power supply 71 for a certain period A (FIG. 17) from time t0. Then, the power supply capacity decrease detection information “High” indicating that is output (see FIG. 17B). Then, after the period A has elapsed, after sufficient power is supplied to the gate power supply 70 and the FAN power supply 71 (after Pg, Pf ≧ Pth), the gate power supply 70 and the FAN power supply 71 are respectively connected to themselves. The power supply capacity decrease detection information “Low” indicating that sufficient power is supplied is output (see FIG. 17B).

  The history information acquisition unit 13F according to the present embodiment detects the power supply capacity decrease detection information “High” output from the gate power supply 70 and the FAN power supply 71 to the power supply capacity decrease determination unit 19 of the own device at time t1 included in the period A. To get. At the same time, the history information acquisition unit 13F acquires information indicating a determination result that is output when the power supply capacity decrease determination unit 19 inputs the power supply capacity decrease detection information “High”. In this way, the history information acquisition unit 13F records the determination result according to the power supply capacity decrease detection information “High” in the power supply capacity decrease determination unit 19 in association with the power supply capacity decrease detection information.

Further, the history information acquisition unit 13F acquires the power supply capacity decrease detection information “Low” output from the FAN power supply 71 to the power supply capacity decrease determination unit 19 at time t2 after the period A has elapsed. In addition, the history information acquisition unit 13F acquires information indicating a determination result output when the power supply capacity decrease determination unit 19 inputs the power supply capacity decrease detection information “Low”. In this way, the history information acquisition unit 13F records the determination result according to the power supply capacity decrease detection information “Low” in the power supply capacity decrease determination unit 19 in association with the power supply capacity decrease detection information.
Here, the times t1 and t2 when the history information acquisition unit 13F acquires the information are determined based on the period A measured in advance. The power supply capacity decrease detection unit 19 is set in advance so as not to execute a predetermined protection operation based on the power supply capacity decrease detection information “High” in the period A from the start of power-on.

  As described above, the history information acquisition unit 13F and the power source capacity decrease determination unit 19 output the power source capacity decrease detection information output from the gate power source 70 and the FAN power source 71 at a predetermined time from the power-on timing. The result of the determination is correlated and recorded. As a result, the operator (inspection worker) refers to the information stored in the history information acquisition unit 13F, so that the power supply corresponding to each of the power supply capacity decrease detection information “High” and the power supply capacity decrease detection information “Low”. The soundness of the determination process of the capacity decrease determination unit 19 can be evaluated.

  In the sixth embodiment described above, the example of evaluating the soundness with respect to the power supply capacity decrease detection information output from the gate power supply 70 and the FAN power supply 71 has been described. However, the information recorded by the history information acquisition unit 13F is the gate information The information is not limited to the information from the power supply 70 and the FAN power supply 71. In other words, the vehicle control device 1F may acquire the power capacity reduction detection information input from another dedicated power source at a predetermined time.

  Further, as a modification of the above-described sixth embodiment, assuming that the power supply capacity decrease detection information output from the FAN power supply 71 immediately after the start of power supply has the characteristics shown in FIG. The acquisition unit 13F may record the determination result of the power supply capacity decrease determination unit 19 in association with time information indicating the times t1 and t2 at times t1 and t2. Furthermore, the history information acquisition unit 13F may record the power capacity decrease detection information and the determination result only at time t1 included in the period A.

<Seventh Embodiment>
Next, a vehicle control device according to a seventh embodiment will be described. The vehicle control device has a memory for storing a power supply lowering signal that is input when the voltage of the control power supply is lower than a preset set value.
When the power is turned off, the power supply voltage is lower than the set value, so that a power supply lowering signal is stored in the memory unit. Next time when power is turned on, in particular, the power supply lowering signal stored in the memory, the power supply voltage input by connection to the external power supply, and the NOT signal of the power supply lowering signal due to the power supply voltage being higher than the set value It is possible to check the soundness of the apparatus on the condition.

  According to the vehicle control device of at least one embodiment described above, various information is acquired during normal operation of the vehicle (during traveling or power-on, etc.), and the electric information of the vehicle is acquired using the acquired information. The health of the system can be evaluated. Therefore, the evaluation of soundness in the electric system of the vehicle can be simplified.

  In addition, the vehicle control devices 1 to 1F according to the above-described embodiments may be implemented in a mode in which some or all of the respective functions are combined.

In addition, the aspect which has a computer system inside may be sufficient as the vehicle control apparatuses 1-1F which concern on the above-mentioned embodiment. Each process of the vehicle control devices 1 to 1F is stored in a computer-readable recording medium in the form of a program, and the above process is performed by the computer reading and executing this program. Here, the computer-readable recording medium refers to a magnetic disk, a magneto-optical disk, a CD-ROM (Compact Disk Read Only Memory), a semiconductor memory, or the like. Alternatively, the computer program may be distributed to the computer via a communication line, and the computer that has received the distribution may execute the program.
In addition, the vehicle control devices 1 to 1 </ b> F may be configured such that the above-described functional units are distributed and provided in a plurality of devices connected via a network.

  As mentioned above, although some embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the equivalents thereof.

1, 1A, 1B, 1C, 1D, 1E, 1F... Vehicle control device 10, 10B, 10C, 10D ... Assumed value calculation unit 100 ... Trigger unit 11, 11B, 11C, 11D ... Detection unit 12, 12B, 12C, 12D ... Soundness determination unit 13, 13E, 13F ... History information acquisition unit 14 ... Storage unit 15, 15D ... PWM control unit 16 ... Input command unit 17 ... Power failure detection unit 18 ... Input condition determination unit 19 ... Power supply capacity decrease determination unit 20 ... Overhead wire 21 ... Pantograph 22 ... Main transformer 220 ... Primary coil 221 ...・ Secondary coil 222 ... tertiary coil 23 ... VCB
30 ... Converter 31 ... Inverter 32 ... Ground current detector 33 ... Contactor 34 ... Motor 35 ... Equipment 40, 42 ... Current detector (CT)
41, 430, 431 ... Voltage detector (PT)
5, 5E ... Vehicle information acquisition unit 50 ... Pulse generator (PG)
60 ... Thermistor 7 ... External power supply 70 ... Gate power supply 71 ... Power supply for cooling fan (FAN power supply)
710 ... Cooling fan (FAN)
9, 9A, 9B, 9C, 9D, 9E, 9F ... vehicle

Claims (9)

A detection unit that is provided in a vehicle and obtains a detection value for detection information that is input to the device when the vehicle is running;
About the detection information based on vehicle information according to the state of the vehicle at the time of traveling and a second system detection value detected from a second power supply system different from the first power supply system from which the detection value is detected An assumed value calculation unit for calculating an assumed value according to the vehicle information of
A soundness determination unit that compares the assumed value with the detected value and determines whether or not the detected value is included in a predetermined range based on the assumed value;
A vehicle control device comprising: The soundness determination unit
The vehicle control apparatus according to claim 1, wherein the determination is performed when the assumed value calculated by the assumed value calculation unit satisfies a predetermined determination execution condition. The assumed value calculator is
As the vehicle information, travel speed information, notch information, and inverter frequency information are obtained, and as the detection information, an estimated value for the rotational frequency of the motor is calculated,
The detector is
The vehicle control device according to claim 1, wherein a detection value for the rotation frequency according to actual rotation speed information input from an actual rotation speed detector provided in the motor is acquired. . The assumed value calculator is
As the vehicle information, travel speed information and notch information are acquired, and as the detection information, an assumed value for temperature detection information is calculated,
The detector is
The vehicle control device according to any one of claims 1 to 3, wherein a detection value for the temperature detection information input from a thermistor provided in the vehicle is acquired. The assumed value calculator is
As the vehicle information, PWM execution information indicating whether PWM control is being performed is acquired, and as the detection information, an assumed value for ground current detection information is calculated,
The detector is
The vehicle control device according to any one of claims 1 to 4, wherein a detection value for the ground current detection information input from a ground current detection unit is acquired. The history information acquisition part which records the said assumption value and the said detected value at the time of the said determination in the said soundness determination part in a memory | storage part. The claim 1 characterized by the above-mentioned. The vehicle control device described in 1. Based on the input vehicle information, it is further determined whether or not a power-on condition for a predetermined electrical system is satisfied, and further includes an input condition determination unit that outputs determination information according to the determination result,
The history information acquisition unit further includes:
The vehicle control device according to claim 6 , wherein determination information output by the input condition determination unit and the vehicle information used for the determination process are recorded. The power supply capacity drop detection information indicating whether or not the power supplied to the power supply is below the power threshold is input from the power supply, and based on the power supply capacity drop detection information, a shortage of power supplied to the power supply is detected. A power source capacity decrease determining unit for determining;
The history information acquisition unit
Recording a determination result in the power supply capacity decrease determination unit according to the power supply capacity decrease detection information output in a period from when the supply of power to the power supply is started until the power becomes equal to or higher than the power threshold. The vehicle control device according to claim 6 or 7 , characterized in that: A detection unit is provided in the vehicle, and acquires a detection value for detection information input to the own device when the vehicle travels,
The assumed value calculation unit is based on vehicle information corresponding to the state of the vehicle at the time of traveling and a second system detection value detected from a second power supply system different from the first power supply system from which the detected value is detected. And calculating an assumed value according to the vehicle information about the detection information,
A soundness determination unit compares the assumed value with the detected value, and determines whether or not the detected value is included in a predetermined range based on the assumed value.
The vehicle control method characterized by the above-mentioned.

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