JP2000245004A - Brake for electric rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make an electric rolling stock to stop by only operating an electric brake until the speed of the rolling stock becomes zero. SOLUTION: A controller for electric rolling stock which is constituted to vector-control an induction motor 1 for driving an electric rolling stock by means of a power converter 2 is provided with a stop torque pattern generator 6 which finds the stop time until the rolling stock stops at a prescribed stop location by calculating the deceleration, run resistance, and run speed of the stock at the moment the generator 6 receives a fixed-point passing signal, calculates the deceleration required to stop the stock at the stop position within the stop time and the stop torque pattern for realizing the above-mentioned deceleration, and commands the stop torque pattern to the power converter 2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle control device for stopping a vehicle driven by an induction motor with an electric brake.

[0002]

2. Description of the Related Art In general, an electric brake and an air brake are used together in a railway vehicle. The electric brake operates in a high speed range where the speed of the vehicle is high, and is switched to an air brake and stops in a low speed range. But,
When switching from the electric brake to the air brake, a smooth switching is difficult due to a difference in response speed between the two brakes, which may adversely affect the riding comfort. further,
The maintenance of the brake shoe, which wears when the air brake is applied, is cumbersome. In recent years, in order to solve these problems, it has been proposed to stop the vehicle only by the electric brake. For example, FIG. 9 shows the "Electric Brake Test Bench Test for Electric Railway Vehicles up to Zero Speed" on pages 257 to 262 of the 1998 IEEJ National Conference on Industrial Applications.
It is explanatory drawing which shows operation | movement of the conventional electric vehicle control apparatus described in.

FIG. 9 shows an induction motor for driving a vehicle.
(Not shown) are vector controlled. Therefore, induction
There is a proportional relationship between the torque current of the motor and the acceleration / deceleration.
Therefore, the acceleration / deceleration is made constant as shown in the vehicle speed V.
Time 0 to t for reducing the speed of the vehicle₁Induction motor between
Of the torque distribution so that the torque component current is constant.
Flow command value Iq₁Controlled by *. Vehicle speed reduced
Time t₁At vehicle speed V₁Reaches the time t₁~ T
_ThreeJerk (change rate of acceleration / deceleration) is constant during
Stop position (time t_Three) Gradually reduce the torque towards
Torque narrowing control is performed. And
Current command value Iq for torque such that vehicle speed becomes zero_Two*
The control is performed by. In addition, the speed sensor for detecting the vehicle speed
Since the sensor has a problem with the resolution in the low speed range, it is shown in FIG.
The vehicle speed V near zero _TwoTime t
_TwoHereinafter, the estimated value is used. In this case, the speed V₁Or
Ra V _TwoBy estimating that the deceleration was maintained until
Calculation of the vehicle speed is performed. As described above, the induction motor
Control until the vehicle speed becomes zero.
The vehicle can be stopped only with the key.

[0004]

Since [0006] the conventional electric vehicle control device is constructed as described above, since the torque narrowing control is performed so jerk becomes constant when the vehicle speed reaches V _1, the vehicle speed movement distance is changed to the stop by deceleration when it reaches V _1, there is a problem that it is difficult to stop at a predetermined stop position.
Furthermore, there is a problem that no specific plan is given for switching to the air brake after stopping by the electric brake. The present invention has been made to solve the above problems, and provides an electric vehicle control device that can stop at a predetermined stop position by applying only an electric brake until the vehicle speed becomes zero. The purpose is to do so. It is still another object of the present invention to provide an electric vehicle control device that switches from an electric brake to an air brake after stopping.

[0005]

An electric vehicle control device according to the present invention is an electric vehicle control device in which an induction motor for driving a vehicle is vector-controlled by a power converter. Calculate the deceleration, running resistance, and vehicle speed to determine the stop time before stopping at the predetermined stop position, calculate the deceleration for stopping at the stop position with the determined stop time, and further stop at the stop position. It is provided with a stop torque pattern generator for calculating a stop torque pattern for realizing deceleration and instructing the power converter to instruct the stop torque pattern. Further, the deceleration at the time of receiving the fixed point passing signal, the running resistance and the vehicle speed are calculated to obtain a stop time until the vehicle stops at a predetermined stop position, and the vehicle stop signal is output after the stop time has elapsed, and the obtained value is obtained. A stop torque pattern generator for calculating a deceleration for stopping at the stop position in the stop time, further calculating a stop torque pattern for realizing the deceleration for stopping at the stop position, and commanding the stop torque pattern to the power converter. Air brake control means for increasing the brake cylinder pressure based on a commanded brake cylinder pressure signal when a vehicle stop signal is input, and an electric brake by a power converter when the brake cylinder pressure reaches a predetermined pressure. And an electric brake stop signal generator that outputs an electric brake stop signal for stopping.

Further, a deceleration, a running resistance and a vehicle speed at the time when the fixed point passing signal is received are calculated to obtain a stop time until the vehicle stops at a predetermined stop position, and a vehicle stop signal is output after the stop time elapses. The stop torque pattern for calculating the deceleration for stopping at the stop position at the obtained stop time, calculating the stop torque pattern for realizing the deceleration for stopping at the stop position, and instructing the power conversion device to the stop torque pattern. A generator, air brake control means for increasing a brake cylinder pressure based on a commanded brake cylinder pressure signal when a vehicle stop signal is input, and electric power when a predetermined time has elapsed since the vehicle stop signal was output. An electric brake stop signal generator for outputting an electric brake stop signal for stopping the electric brake by the conversion device A. The calculation of the stop time until stopping at the predetermined stop position and the calculation of the deceleration for stopping at the stop position at the obtained stop time are executed by setting the rate of change of the deceleration as a linear function of time. Is what is done. Further, the vehicle speed near the stop position uses a speed calculated by calculating the rate of change of the deceleration as a linear function of time.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 FIG. 1 is a configuration diagram showing the first embodiment. In FIG. 1, reference numeral 1 denotes an induction motor that drives a vehicle, and 2 denotes a power converter that controls the induction motor 1 based on a secondary magnetic flux pattern Φ ₂ * of the induction motor 1 and a vehicle speed V and a torque pattern Tqr * to be described later. To perform vector control of the induction motor 1. Reference numeral 3 denotes a rotation speed detector for detecting the rotation speed of the induction motor 1, and 4 denotes a speed calculator, which calculates the vehicle speed V based on the rotation speed of the induction motor 1 detected by the rotation speed detector 3. 5 is a fixed point passage detector,
When the vehicle has passed a predetermined fixed point, it outputs "1" as a fixed point passing signal Cp, and outputs "0" until it passes a predetermined fixed point. 6 is vehicle speed V, fixed point passing signal Cp
And a stop torque pattern generator to which a torque pattern Tqr * to be described later is input, and outputs a stop torque pattern Tqs * and a switching signal Ct for stopping the vehicle at a predetermined stop position only by the electric brake. The switching signal Ct outputs “0” when the fixed point passing signal Cp is “0”, and “1” when it is “1”. Reference numeral 7 denotes a pattern switch, which inputs a command torque pattern Tq * commanded from a brake system such as a driver or an automatic train driving device to the power conversion device 2 as a torque pattern Tqr * when the switching signal Ct is "0". When the switching signal Ct is “1”, the stop torque pattern Tqs * is input to the power converter 2 as the torque pattern Tqr *.

Next, the operation will be described. FIG. 2 is a time chart for explaining the operation of FIG. 1 and 2, a fixed point passing signal Cp is used until the vehicle passes a fixed point.
Is "0" as shown in FIG. The vehicle is controlled by a command torque pattern Tq * having a constant torque as shown in FIG. 2B until the vehicle passes the fixed point.
As shown in FIG. 2C, the vehicle is decelerated by the constant deceleration electric brake by the constant torque control. In this state, until the signal passes the fixed point, as shown in FIG.
t is “0”. In this case, the torque pattern Tqr *
As shown in FIG. 2 (e), a constant deceleration command torque pattern Tq * commanded from the brake system is selected. Therefore, the power conversion device 2 performs vector control of the induction motor 1 based on the command torque pattern Tq * commanded from the brake system. Thereafter, when the vehicle passes the fixed point, the fixed point passage signal Cp becomes "1" as shown in FIG. 2A, so that the stop torque pattern Tqs * calculated by the stop torque pattern generator 6 is output (FIG. 2A). 2
2 (f)), the switching signal Ct “1” is output as shown in FIG. 2 (d).

The output of the switching signal Ct "1" activates the pattern switch 7 to select the stop torque pattern Tqs * as shown in FIG. 2 (e). As a result, the stop torque pattern Tqs * becomes the torque pattern T
The power converter 2 is instructed as qr *. Here, creation of the stop torque pattern Tqs * will be described. The speed calculator 4 calculates the speed v of the vehicle based on the rotation speed of the induction motor 1 detected by the rotation speed detector 3, the gear ratio G between the induction motor 1 and the wheel, and the radius of the wheel. Next, the deceleration β (n) for a predetermined sample time Ts is calculated by the stop torque pattern generator 6 based on the vehicle speed v according to equation (1).
Is calculated by Further, the running resistance Tr of the vehicle is calculated by the equation (2) based on the torque pattern Tqr *, the vehicle weight M borne by the wheels driven by the induction motor 1, the wheel radius r, and the gear ratio G until the vehicle passes the fixed point. Calculate. n
Is an integer.

[0010]

(Equation 1)

When the vehicle passes the fixed point and the fixed point passing signal Cp becomes "1", the initial value of the deceleration in the equations (1) and (2) at that time is β ₀ and the initial value of the running resistance is Tr ₀ . I do. The initial value of the vehicle speed when the fixed point passing signal Cp becomes “1” is set to v ₀ . Further, the fixed point passing signal C
The initial value of the remaining distance from the fixed point which has received the p up to a predetermined stop position and x _0. Incidentally, the remaining distance x ₀ is stored on the vehicle in response either received or a fixed point passing signal Cp with a fixed point pass signal Cp. After setting these initial values, jerk (rate of change in deceleration) j (t) is given as a function of the elapsed time t after passing through the fixed point as shown in Expression (3) (see FIG. 2 (g)). ). Then, by calculating equation (3), the deceleration β (t) and the vehicle speed v (t)
And the remaining distance x (t) to the stop position of the vehicle can be expressed as in Equations (4) to (6) (FIG. 2).
(H) (i) (j)). j (t) = k ₁ + 2 · k ₂ · t (3) β (t) = β ₀ + k ₁ · t + k ₂ · t ² (4) v (t) = v ₀ + β _{0. ^{t + k 1 · t 2/}} 2 + k 2 · t 3/3 ··· (5) x (t) = x 0 + v 0 · t + β 0 · t 2/2 + k 1 · t 3/6 + k 2 · t 4/12 · ... (6) the vehicle from receiving the fixed points passing signal Cp as a condition for stopping at a predetermined stop position advances the remaining distance x _0, k the speed and deceleration when proceeding the remaining distance x ₀ as zero ₁ , k
_{When 2} is obtained, equations (7) and (8) are obtained. Further, the elapsed time t ₀ required to travel the remaining distance x ₀ is obtained by equation (9). Note that, in Equation (9), the square root becomes negative depending on the initial condition. In this case, the elapsed time t ₀ from when the fixed point passing signal Cp is received to the stop position is obtained by Expression (10). Then, k ₁ and k ₂ are obtained using the elapsed time t ₀ . In this case, the moving distance X from the point at which the passing signal Cp is received to the stop position is represented by Expression (11), and changes depending on the initial value β ₀ of the deceleration.

[0012]

(Equation 2)

As described above, k in equations (7) and (8)₁, K
_TwoFrom equation (4), the distance x₀Predetermined stop
The deceleration β (t) for stopping at the stop position is calculated.
Further, in order to realize the deceleration β (t), equation (2) and
With the same relational expression, the running resistance Tr ₀As required torque
It is calculated according to equation (12). Then, the operation is performed by the equation (12).
The generated torque Tq (t) is the stop torque pattern generator 6
From the stop torque pattern Tqs as shown in FIG.
Output as *.

[0014]

(Equation 3)

Here, when the fixed point passing signal Cp is "1" and the switching signal Ct is "1", the pattern switch 7 selects the stop torque pattern Tqs * and stops the power converter 2. Torque pattern Tqs * is instructed. After receiving the fixed point passing signal Cp, the power converter 2 performs the vector control of the induction motor 1 based on the torque pattern Tqs * as shown in FIG. 2C, and stops the vehicle at a predetermined stop position. The time t ₀ after passing through the fixed point
After the time elapses, the torque Tq (t ₀ ) is output to switch to the air brake. As described above, the deceleration, the running resistance, and the vehicle speed at the time of receiving the fixed point passing signal Cp in the stop torque pattern generator 6 are calculated, and the stop time until the vehicle stops at the predetermined stop position is calculated. A deceleration for stopping at the stop position during the stop time is calculated, and a stop torque pattern for realizing the deceleration for stopping at the stop position is calculated. Then, the calculated stop torque pattern is instructed to the power conversion device 2 to perform vector control on the induction motor 1 so that only the electric brake is applied until the vehicle speed becomes zero to stop at the predetermined stop position. it can.

Embodiment 2 FIG. 3 is a configuration diagram showing the second embodiment. In FIG. 3, 1 to 3, 5 and 7 are the same as those of the first embodiment. Reference numeral 8 denotes a stop torque pattern generator to which a vehicle speed v, a fixed point passing signal Cp, and a torque pattern Tqr * from a speed calculator 9 to be described later are input, and a stop torque pattern for stopping the vehicle at a predetermined stop position only by an electric brake. Tqr *, the switching signal Ct,
The vehicle speed v (t) in the low speed region near the stop position is calculated and output. A speed calculator 9 calculates a vehicle speed v based on the rotation speed of the induction motor 1 detected by the rotation speed detector 3. Further, the speed calculator 9 outputs the vehicle speed v (t) input from the stop torque pattern generator 8 as v = v (t) in a low speed region near the stop position.

Next, the operation will be described. FIG. 4 is a time chart for explaining the operation of FIG. 3 and 4, the switching signal Ct as shown in the vehicle to pass through a fixed point at a velocity v ₁ and time t ₁ is decelerated by the electric brake FIGS. 4 (a), as shown in FIG. 4 (c) Is “0”. In this case, similarly to the first embodiment, the torque pattern T
As for qr *, a command torque pattern Tqr * commanded from the brake system is selected as shown in FIG. Then, the vehicle passes the fixed point at time t ₁ and the fixed point passing signal C
When p becomes “1”, the stop torque pattern Tqs * is selected as shown in FIG. Note that the stop torque pattern Tqs * is given by Tq (t) calculated by equation (10), as in the first embodiment. At this time, a value calculated based on the rotation speed of the induction motor 1 detected by the rotation speed detector 3 is used as the vehicle speed v. The time t after the vehicle is decelerated by the stop torque pattern Tqs *
_In Fig. ₂ , the vehicle speed in the low speed region near the stop position is v
_When the speed reaches ₂ , the speed calculator 9 outputs the vehicle speed v (t) calculated by the stop torque pattern generator 8 using the equation (5) and k ₁ and k ₂ as the vehicle speed v.

As described above, the deceleration, running resistance, and vehicle speed at the time when the fixed torque passing signal Cp "1" is received by the stop torque pattern generator 8 are calculated, and the time until the vehicle stops at a predetermined position is calculated. Then, the deceleration for stopping the obtained stop time at the stop position is calculated. Then, by calculating a stop torque pattern for realizing deceleration for stopping at the stop position and instructing the power conversion device 2, the induction motor 1 is vector-controlled and the electric brake is applied until the vehicle speed becomes zero. Only to actuate and stop at a predetermined position. Further, in a low speed region near the stop position, the vehicle speed v calculated by the equation (5) is used.
By using (t) as the vehicle speed v, even in a low speed range where it is difficult to detect the vehicle speed without being affected by the resolution of the rotational speed detector 3, the electric brake alone is actuated to provide a predetermined stop position. Can be stopped accurately.

Embodiment 3 FIG. 5 is a configuration diagram showing the third embodiment. In FIG. 5, 1, 3 to 5 are the same as those in the first embodiment. Reference numeral 10 denotes a power converter for controlling the induction motor 1, which is a secondary magnetic flux pattern Φ ₂ * of the induction motor 1, a vehicle speed and a torque pattern Tqr * described later.
The vector control of the induction motor 1 is performed based on further,
The power conversion device 10 receives an electric brake stop signal CEB described later.
To stop the electric brake control. 11 is a vehicle speed V, a fixed point passing signal Cp, and a torque pattern Tqr described later.
A stop torque pattern generator to which * is input, outputs a stop torque pattern Tqs * and a switching signal Ct for stopping the vehicle at a predetermined stop position using only the electric brake. Here, the stop torque pattern Tqs * is calculated in the stop torque pattern generator 11 by the equation (12) shown in the first embodiment. Further, the switching signal Ct is the fixed point passing signal C.
"0" is output when p is "0", and "1" is output when p is "1". Note that the fixed point passage signal Cp outputs “1” when the vehicle passes the fixed point.

Further, when the time t ₀ elapses from the time when the fixed point passing signal Cp becomes “1”, the stop torque pattern generator 11 determines that the vehicle has stopped and determines that the vehicle has stopped.
It outputs “1” of Sp. Reference numeral 12 denotes a pattern switch, which is a command torque pattern T commanded from a brake system such as a driver or an automatic train driving device when the switching signal Ct is "0".
q * as the torque pattern Tqr *
When the switching signal Ct is “1”, the stop torque pattern Tqs * is input to the power converter 10 as the torque pattern Tqr *. Reference numeral 13 denotes an air brake control unit to which a brake cylinder pressure command signal BC * commanded from the air brake system and a vehicle stop signal CSp are input. 14 is increased toward the target brake cylinder pressure command signal BC *. A brake cylinder 14 presses a brake shoe, which will be described later, by air pressure BC. Reference numeral 15 denotes a brake shoe, which is pressed against wheels (not shown) by the pressing force of the brake cylinder 14 to act on the vehicle with an air brake, and 16 is an electric brake to which a brake cylinder pressure command signal BC * and air pressure BC are input. The stop signal generator outputs an electric brake stop signal CEB when the air pressure BC reaches a predetermined value with respect to the brake cylinder pressure command signal BC *.

Next, the operation will be described. FIG. 6 is a time chart for explaining the operation. 5 and 6, the fixed point passing signal Cp is “0” as shown in FIG. 6A until the vehicle passes the fixed point. Then, until the vehicle passes the fixed point, vector control is performed by a command torque pattern Tq * having a constant torque as shown in FIG. 6B. As shown in FIG. 6C, the vehicle is decelerated by the constant deceleration electric brake by the constant torque control. In this state, the switching signal Ct is “0” as shown in FIG. In this case, the torque pattern Tqr
As for *, a constant deceleration command torque pattern Tq * commanded from the brake system is selected as shown in FIG. Therefore, the power conversion device 10 performs vector control of the induction motor 1 based on the command torque pattern Tq * commanded from the brake system. Thereafter, when the vehicle passes the fixed point, the fixed point passing signal Cp becomes "1" as shown in FIG. 6A, so that the stop torque pattern Tqs * calculated by the stop torque pattern generator 11 is output (FIG. 6A). 6
(F)), the switching signal Ct “1” is output as shown in FIG. By output of the switching signal Ct “1”, the pattern switching unit 12 operates to select the stop torque pattern Tqs * as shown in FIG. Thereby, stop torque pattern Tqs * is instructed to power conversion device 10 as torque pattern Tqr *.

After receiving the fixed point passing signal Cp, the power conversion device 10 uses the torque pattern Tqs * as shown in FIG.
The vector control of the induction motor 1 is performed as shown in FIG. Then, the torque pattern Tq (t ₀ ) at time t ₀ is output from the stop torque pattern generator 11 assuming that the vehicle has stopped at the predetermined stop position after time t ₀ after receiving the fixed point passing signal Cp. As shown in FIG. 6 (g), "1" of the vehicle stop signal CSp is output. When the vehicle stop signal CSp is input to the air brake control means 13, the air pressure BC of the brake cylinder 14 is increased by the brake cylinder pressure command signal BC *. When the air pressure BC of the brake cylinder 14 is increased, the brake shoe 15 is pressed by wheels (not shown), and the air brake operates. Then, the air pressure BC of the brake cylinder 14 becomes a predetermined air pressure RB as shown in FIG.
6C, the electric brake stop signal generator 6 outputs "1" of the electric brake stop signal CEB, as shown in FIG. Note that the electric brake stop signal CE
B is set to be output when the air pressure BC that can be maintained by the vehicle only with the air brake is reached. When “1” of the electric brake stop signal CEB is input to the power converter 10, the power converter 10 stops the electric brake control.

As described above, the vehicle is stopped by the electric brake by the power converter 10, and when the vehicle stop signal CSp is input, the pressure of the brake cylinder 14 is increased based on the brake cylinder pressure command signal BC *, and the brake is applied. When the pressure of the cylinder 14 reaches a predetermined pressure, the electric brake stop signal generator 16 outputs an electric brake stop signal CEB.
Is output to switch from the electric brake to the air brake after the vehicle stops, so that it is possible to prevent the ride comfort from being affected. In the third embodiment, the electric brake stop signal generator 16 compares the brake cylinder pressure command signal BC * with the air pressure BC. However, the threshold value and the air pressure BC set in the electric brake stop signal generator 18 are described. A similar effect can be expected by comparing

Embodiment 4 FIG. 7 is a configuration diagram showing the fourth embodiment. In FIG. 7, 1, 3 to 5 are the same as those of the first embodiment, and 10 to 15 are the same as those of the third embodiment. 17 is a vehicle stop signal CS
An electric brake stop signal generator to which p is input measures the elapsed time from the output of the vehicle stop signal CSp “1”, and when the predetermined time t ₁ is reached, the electric brake stop signal CEB “1”. Is output. Then, the electric brake stop signal CEB is input to the power converter 10.

Next, the operation will be described. FIG. 8 is a time chart for explaining the operation. 7 and 8, the fixed point passing signal Cp is “0” as shown in FIG. 8A until the vehicle passes the fixed point. Then, as shown in FIG. 8B, the vehicle is controlled by the constant torque command torque pattern Tq * until the vehicle passes the fixed point. As shown in FIG. 8C, the vehicle is decelerated by the constant deceleration electric brake by the constant torque control. In this state, the switching signal Ct is “0” until the vehicle passes the fixed point as shown in FIG. 8D. In this case, the torque pattern Tqr
As for *, as shown in FIG. 8E, a constant deceleration command torque pattern Tq * commanded from the brake system is selected. Therefore, the power conversion device 10 performs vector control of the induction motor 1 based on the command torque pattern Tq * commanded from the brake system. Thereafter, when the vehicle passes the fixed point, the fixed point passage signal Cp becomes "1" as shown in FIG. 8A, so that the stop torque pattern Tqs * calculated by the stop torque pattern generator 11 is output (FIG. 8A). 8
(F)), the switching signal Ct “1” is output as shown in FIG. When the switching signal Ct is output as “1”, the pattern switch 12 operates to select the stop torque pattern Tqs * as shown in FIG. Thereby, stop torque pattern Tqs * is instructed to power conversion device 10 as torque pattern Tqr *.

After receiving "1" of the fixed point passing signal Cp, the power converter 10 performs vector control of the induction motor 1 according to the torque pattern Tqs * as shown in FIG. The time t after receiving the fixed point passing signal Cp
_Assuming that the vehicle has stopped at a predetermined stop position after _0, the torque pattern Tq (t ₀ ) at time t ₀ is output from the stop torque pattern generator 11 and FIG.
As shown in (g), "1" of the vehicle stop signal CSp is output. When "1" of the vehicle stop signal CSp is input to the air brake control means 13, the air pressure B of the brake cylinder 14 is determined by the brake cylinder pressure command signal BC *.
C is raised. When the air pressure BC of the brake cylinder 14 is increased, the brake shoe 15 is pressed by wheels (not shown), and the air brake operates.

[0027] Then, the vehicle stop signal CSp "1" measures the elapsed time from the output electric brake stop signal generator 17 reaches the predetermined time t ₁ of the electric brake stop signal CEB "1" Is output. When “1” of the brake stop signal CEB is input to the power converter 10, the power converter 10 stops the electric brake control. At this time, the air pressure BC of the brake cylinder 14 that has been started up by the brake cylinder pressure command signal BC * is the air pressure BC that can hold the stopped state of the vehicle using only the air brake.
Is set to reach. As described above, when the vehicle stops and the vehicle stop signal CSp is output, the pressure of the brake cylinder 14 is increased based on the brake cylinder pressure command signal BC *, and at the same time, after the vehicle stop signal CSp is output, When the time t ₁ has elapsed, the electric brake by the power converter 10 is stopped by the brake stop signal CEB, so that it is possible to prevent the ride comfort from being affected.

Although the deceleration β (n) is calculated by the equation (1) in the first to fourth embodiments, the same effect can be obtained by directly detecting the deceleration by an accelerometer or the like. You can expect. Also, a description has been given of a case where the running resistance Tr is calculated by the equation (2). However, the same effect can be obtained by storing the running resistance data corresponding to the position of the vehicle on the track in advance on the vehicle. You can expect. Further, in the low speed range near the stop position, the vehicle speed v (t) calculated by the equation (5) is used as the vehicle speed v, so that the vehicle speed is not affected by the resolution of the rotation speed detector 3. Even in a low speed range where detection is difficult, it is possible to accurately stop at a predetermined stop position by applying only the electric brake.

[0029]

According to the present invention, the deceleration at the time when the stop torque pattern generator receives the fixed point passing signal,
Calculate the running resistance and the vehicle speed to determine the stop time before stopping at the predetermined stop position, calculate the deceleration for stopping at the stop position with the obtained stop time, and further stop at the stop position. By calculating a stop torque pattern for realizing deceleration, commanding the calculated stop torque pattern to the power converter and performing vector control on the induction motor, only the electric brake is applied until the vehicle speed becomes zero. To stop at a predetermined stop position. Further, the vehicle is stopped by an electric brake by a power converter, and when a vehicle stop signal is input, the pressure of the brake cylinder is increased based on a brake cylinder pressure command signal, and when the brake cylinder pressure reaches a predetermined pressure, the electric power is stopped. Since the electric brake stop signal is output from the brake stop signal generator and the electric brake is switched from the electric brake to the air brake after the vehicle stops, it is possible to prevent the ride comfort from being affected.

When the vehicle stops and a vehicle stop signal is output, the pressure of the brake cylinder is increased based on the brake cylinder pressure command signal, and a predetermined time has elapsed since the output of the vehicle stop signal. Since the electric brake by the electric power conversion device is stopped by the brake stop signal when the elapsed time, the ride comfort can be prevented from being hindered. In addition, the rate of change of the deceleration is set as a linear function of time, and calculation of a stop time until stopping at a predetermined stop position and calculation of deceleration for stopping at the stop position with the calculated stop time are performed. Thus, the stop torque pattern can be easily calculated. Furthermore, the vehicle speed near the stop position is calculated as a linear function of the rate of change of the deceleration as a linear function of time. Can be stopped well.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a time chart for explaining the operation of FIG. 1;

FIG. 3 is a configuration diagram showing a second embodiment of the present invention.

FIG. 4 is a time chart for explaining the operation of FIG. 3;

FIG. 5 is a configuration diagram showing a third embodiment of the present invention.

FIG. 6 is a time chart for explaining the operation of FIG. 5;

FIG. 7 is a configuration diagram showing a fourth embodiment of the present invention.

FIG. 8 is a time chart for explaining the operation of FIG. 7;

FIG. 9 is an explanatory diagram showing an operation of a conventional electric vehicle control device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Induction motor, 2,10 Power converter, 6,8 Stop torque pattern generator, 11 Stop torque pattern generator, 13 Air brake control means, 14 Brake cylinder, 16, 17 Electric brake stop signal generator.

[Procedure amendment]

[Submission date] May 27, 1999 (1999.5.2
7)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0010

[Correction method] Change

[Correction contents]

[0010]

(Equation 1)

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0012

[Correction method] Change

[Correction contents]

[0012]

(Equation 2)

 ──────────────────────────────────────────────────続 き Continuing on the front page F term (reference) 5H115 PA01 PC02 PG01 PI01 PI29 PU09 PV09 QE10 QE12 QI04 QI08 QI22 QI23 RB26 SE03 SF13 SF15 SJ01 SJ13 TB10 TD01 TO02 TO09 TO26 TO30 5H576 AA01 BB10 DD02 DD04 EE01 EE09 FF03 JJ08 KK08 LL01 LL52 LL60

Claims (5)

[Claims] 1. An electric vehicle control device in which an induction motor for driving a vehicle is vector-controlled by a power converter, calculates a deceleration, a running resistance, and a vehicle speed at a time when a fixed point passing signal is received and calculates a predetermined value. A stop time until stopping at the stop position is obtained, a deceleration for stopping at the stop position at the stop time is calculated, and a stop torque pattern for realizing the deceleration for stopping at the stop position is calculated. And a stop torque pattern generator for instructing the power converter to instruct the stop torque pattern. 2. An electric vehicle control device in which an induction motor for driving a vehicle is vector-controlled by a power converter, calculates a deceleration, a running resistance, and a vehicle speed at a time when a fixed point passing signal is received and calculates a predetermined value. A stop time until the vehicle stops at the stop position is determined, a vehicle stop signal is output after the stop time elapses, a deceleration for stopping at the stop position at the stop time is calculated, and a deceleration for stopping at the stop position is further calculated. A stop torque pattern for calculating the stop torque pattern for realizing the above, a stop torque pattern generator for commanding the stop torque pattern to the power converter, and a brake cylinder pressure signal instructed when the vehicle stop signal is input. Pneumatic brake control means for increasing the pressure of the brake cylinder, and said air brake control means when the pressure of said brake cylinder reaches a predetermined pressure. An electric vehicle control device, comprising: an electric brake stop signal generator that outputs an electric brake stop signal that stops an electric brake by the power conversion device. 3. An electric vehicle control device in which an induction motor for driving a vehicle is vector-controlled by a power converter, calculates a deceleration, a running resistance, and a vehicle speed at a time when a fixed point passing signal is received and calculates a predetermined value. A stop time until the vehicle stops at the stop position is determined, a vehicle stop signal is output after the stop time elapses, a deceleration for stopping at the stop position at the stop time is calculated, and a deceleration for stopping at the stop position is further calculated. A stop torque pattern for calculating the stop torque pattern for realizing the above, a stop torque pattern generator for commanding the stop torque pattern to the power converter, and a brake cylinder pressure signal instructed when the vehicle stop signal is input. Air brake control means for increasing the pressure of the brake cylinder, and a predetermined time has elapsed since the vehicle stop signal was output An electric vehicle control device comprising: an electric brake stop signal generator that outputs an electric brake stop signal for stopping an electric brake by the power conversion device. 4. The calculation of a stop time until the vehicle stops at a predetermined stop position, and the calculation of a deceleration for stopping at the stop position at the stop time, set the rate of change of the deceleration as a linear function of time. 2. The method according to claim 1, wherein
The electric vehicle control device according to claim 3. 5. The vehicle speed near the stop position uses a speed calculated by calculating a rate of change of deceleration as a linear function of time.
The electric vehicle control device according to claim 1.