JP2000261903A - Electric rolling stock control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stop an electric rolling stock by operating only an electric brake, until the speed of the rolling stock becomes zero. SOLUTION: In electric rolling stock control equipment, which vector-controls an induction motor 1 driving a rolling stock by using a power converter 2, deceleration and running resistance are calculated, when the rolling stock reaches a previously set speed V0, a stopping time untill the rolling stock stops at a stopping position of a prescribed distance separated from the position where the speed reaches the set speed V0 is obtained, and the deceleration for stopping the rolling stock at the stopping position by the stopping time is calculated. A torque pattern generator 5 is installed, which operates the stopping torque pattern for realizing the deceleration for stopping the rolling stock at the stopping position and gives the stopping 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 t₁Set 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 set speed V
₁To V_TwoTo estimate that the deceleration up to
The calculation of the vehicle speed is performed more. As described above,
By controlling the motive, the vehicle speed becomes zero until the vehicle speed becomes zero.
The vehicle can be stopped only by the brake.

[0004]

A conventional electric vehicle control device
Is configured as described above, the vehicle speed V
₁Torque is narrowed so that the jerk becomes constant when
Control is performed, the vehicle speed V₁Reached
Set speed V by point deceleration₁From point to stop
However, there is a problem that the moving distance changes. The invention
Was made to solve the above problems
Only apply the electric brake until the vehicle speed reaches zero.
To keep the travel distance from the set speed point to the stop constant.
To provide an electric vehicle control device
It is the target.

[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 conversion device. Calculate the deceleration and running resistance at the point when the vehicle reaches the set speed, find the stop time until the vehicle stops at the stop position at a predetermined distance from the point where the set speed is reached, and stop at the stop position with this stop time And a stop torque pattern generator for calculating a stop torque pattern for realizing the deceleration for stopping at the stop position, and instructing the power conversion device to the stop torque pattern. Further, the deceleration and the running resistance at the time when the vehicle reaches the preset set speed are calculated, and the stop time until the vehicle stops at the stop position at a predetermined distance from the point at which the set speed is reached is obtained. After the stop time elapses, a vehicle stop signal is output, 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. A stop torque pattern generator for commanding a pattern to the power converter, an 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 a brake cylinder pressure Brake stop signal that outputs an electric brake stop signal that stops the electric brake by the power converter when the pressure reaches a predetermined pressure It is obtained by a signal generator.

Further, deceleration and running resistance at the time when the vehicle reaches a preset speed are calculated, and the vehicle is stopped at a stop position at a predetermined distance from the point at which the speed has reached the stop speed. After the stop time elapses, a vehicle stop signal is output, 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. A stop torque pattern generator that instructs the power converter to output a stop torque pattern, and an air brake control unit that increases a brake cylinder pressure based on a commanded brake cylinder pressure signal when a vehicle stop signal is input. When a predetermined time elapses after the vehicle stop signal is output, an electric brake stop signal for stopping the electric brake by the power converter is output. Those having an electric brake stop signal generator for power. The calculation of the deceleration to be stopped at the predetermined stop position is executed by setting the rate of change of the deceleration as a linear function of time. 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 that detects the rotation speed of the induction motor 1. A speed calculator 4 calculates a vehicle speed V based on the rotation speed of the induction motor 1 detected by the rotation speed detector 3. 5 is the vehicle speed V
And a stop torque pattern generator to which a torque pattern Tqr * to be described later is inputted, the stop torque for stopping the vehicle at a stop position at a predetermined distance from a point where the vehicle reaches a preset speed V ₀ only by electric brake. Pattern Tqs
* And the switching signal Ct are output. The switching signal Ct outputs “1” when the vehicle speed V is equal to or lower than the set speed V ₀ during the braking operation, and outputs “0” when the vehicle speed V is equal to or higher than the set speed V ₀ .
Reference numeral 6 denotes a pattern switch, which outputs a command torque pattern Tq * commanded from a brake system such as a driver or an automatic train driving device when the switching signal Ct is "0" to a torque pattern Tqr.
* Is input to the power converter 2 and when the switching signal Ct is “1”, the stop torque pattern Tqs * is input to the power converter 2 as a torque pattern Tqr *.

Next, the operation will be described. FIG. 2 is a time chart for explaining the operation of FIG. 1 and 2, in a region where the vehicle speed V is higher than the set speed V ₀ ,
As shown in FIG. 2A, the control is performed according to a constant torque command torque pattern Tq *. As shown in FIG. 2B, the vehicle is decelerated by the constant deceleration electric brake by the constant torque control. In this state, until the vehicle speed V reaches the set speed V ₀ , the switching signal Ct is “0” as shown in FIG. In this case, the torque pattern Tqr
As for *, as shown in FIG. 2D, 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. After that, the vehicle speed V becomes the set speed V
_{When the value} becomes ₀ or less, the stop torque pattern Tqs * calculated by the stop torque pattern generator 5 is output (see FIG. 2E), and at the same time, as shown in FIG. Is output.

The output of the switching signal Ct "1" activates the pattern switch 6 to select the stop torque pattern Tqs * as shown in FIG. 2 (d). 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 vehicle speed V 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 5 based on the vehicle speed V by the equation (1). Further, the vehicle speed V is set torque pattern to reach the speed V ₀ Tqr *, induction vehicle weight motor 1 is borne by the wheel to drive M, wheel radius r and the gear ratio G and the vehicle running resistance Tr (n ) Is calculated by equation (2). n is an integer.

[0010]

(Equation 1)

When the vehicle decelerates, the vehicle speed V becomes equal to the set speed V _0.
, The initial value of the deceleration in the equations (1) and (2) at that time is set to β ₀ and the initial value of the running resistance is set to Tr ₀ . Further, the moving distance from the point at which the set speed V ₀ is reached to the stop of the vehicle is defined as X ₀ . The moving distance X ₀
Is stored on the vehicle in advance. After setting these initial values, the jerk (rate of change in deceleration) j (t) is calculated as shown in Expression (3), as shown in equation (3), for the elapsed time t from the time when the vehicle speed V reaches the set speed V ₀ . Given as a function (Fig. 2
(F)). The deceleration β (t), the vehicle speed V (t), and the moving distance X (t) until the vehicle stops are calculated from Expressions (4) to (6).
(See FIGS. 2 (g) (h) (i)). 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) = V 0 · t + β 0 · t 2/2 + k 1 · t 3/6 + k 2 · t 4/12 ··· ( 6) As a condition for the vehicle to travel a distance X ₀ from the point where the vehicle reaches the set speed V ₁ and stop, the vehicle speed and the deceleration when the vehicle travels the distance X ₀ are set to zero to obtain k ₁ and k _2. 7)
(8). Further, the elapsed time t ₀ required to advance the distance X ₀ is obtained by Expression (9).

[0012]

(Equation 2)

As described above, k ₁ , k 2 in equations (7) and (8)
Vehicle speed V from the equation (4) calculates the deceleration beta (t) for stopping the vehicle at a predetermined stop position of the moving distance X ₀ from the point it reaches the set speed V ₀ with _2. further,
In order to realize the deceleration β (t), the necessary torque is expressed by the equation (1) as the running resistance Tr _{0 using} the same relational expression as the equation (2).
0). Then, the torque Tq (t) calculated by the equation (10) is output from the stop torque pattern generator 5 as a stop torque pattern Tqs * as shown in FIG. Tq (t) = (M · β (t) · r + Tr ₀ ) / G (10) Here, when the vehicle speed V reaches the set speed V ₀ and the switching signal C
When “1” of t is output, the pattern switch 6
Selects the stop torque pattern Tqs *, and the stop torque pattern Tqs * is instructed to the power converter 2.

After the vehicle speed V reaches the set speed V ₀ , the power converter 2 performs vector control of the induction motor 1 according to the torque pattern Tqs * as shown in FIG. Distance X from the point where speed V ₀ is reached
Stop the vehicle at the ₀ position. After the elapse of the time t ₀ , the torque Tq (t ₀ ) is output to switch to the air brake. Note that the square root of Expression (9) becomes negative depending on the initial condition. In this case, the vehicle can be stopped only by the electric brake by obtaining the elapsed time t ₀ until the stop by Expression (11) and obtaining k ₁ and k ₂ using the result. However, the moving distance from the point at which the set speed V ₀ is reached to the stop is represented by Expression (12), and changes depending on the initial value β ₀ of the deceleration. t ₀ = −3V ₀ / β ₀ (11) X = −3V ₀ ² / 4β ₀ (12) As described above, the set speed V ₀ preset in the stop torque pattern generator 5. Calculate the deceleration and running resistance at the time when the vehicle reaches the set speed, obtain the stop time for stopping at the stop position at a predetermined distance from the point where the set speed is reached, and stop at the stop position at the obtained 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 converter 2 to perform vector control on the induction motor 1 so that only the electric brake is applied until the vehicle speed becomes zero, and the point at which the set speed V ₀ is reached. The moving distance from the stop to the stop can be set to a predetermined distance.

Embodiment 2 FIG. 3 is a configuration diagram showing the second embodiment. In FIG. 3, reference numerals 1 to 3 and 6 are the same as those in the first embodiment. 7 is a speed calculator 8 described later.
A stop torque pattern generator to which the vehicle speed V and the torque pattern Tqr * from the vehicle are input, and to stop the vehicle at a stop position at a predetermined distance from a point where the vehicle reaches a preset speed V ₀ only by an electric brake. Torque pattern T
qs *, the switching signal Ct, and the vehicle speed V (t) in the low speed range near the stop position are calculated and output. In addition,
The switching signal Ct is “1” when the vehicle speed V is equal to or lower than the set speed V ₀ during the braking operation, and is “0” when the vehicle speed V is equal to or higher than the set speed V _0.
Is output. A speed calculator 8 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 8 outputs the vehicle speed V (t) input from the stop torque pattern generator 7 as V = V (t) in a low speed region near the stop position.

Next, the operation will be described. FIG.
5 is a time chart illustrating an operation. 3 and 4
In this case, the vehicle speed V is equal to the set speed V₀In higher areas,
As shown in FIG. 4 (a), a command torque pattern with a constant torque
The control is performed by the control Tq *. For constant torque control
As shown in FIG. 4 (b), when the vehicle is
Slow down on the rake. In this state, the vehicle speed V is equal to the set speed.
V₀Until the switching signal is reached, as shown in FIG.
Ct is “0”. In this case, the torque pattern Tqr
* Indicates a command from the brake system as shown in FIG.
Command torque pattern Tq * with constant deceleration is selected.
You. Therefore, the power converter 2 is commanded from the brake system.
Of the induction motor 1 by the command torque pattern Tq *
Tor control. As shown in FIG.
Time t after being decelerated by the air brake₁ Set speed V₀Reach
Then, as shown in FIG. 4D, the stop torque pattern Tq
s * is selected.

The stop torque pattern Tqs * (FIG. 4)
(E) is calculated by equation (10) as in the first embodiment.
Is given by Tq (t). Vehicle speed at this point
V is the rotation of the induction motor 1 detected by the rotation speed detector 3
The value calculated based on the number of turns is used. Vehicle
Time t after being decelerated by the stop torque pattern Tqs * _Two
The vehicle speed in the low speed range near the stop position is V_Two
, The speed calculator 8 stops the torque pattern generator
Equation (5) and k₁, K_TwoVehicle speed V calculated by
(T) is output as the vehicle speed V. The deceleration β
(T), vehicle speed V (t) and set speed V₀Has reached
The movement distance X (t) is determined by the jerk j (t).
By giving it as equation (3) in the same manner as in the state 1,
(4) is calculated by equation (6) (FIGS. 4 (f) to 4 (i)).
reference).

As described above, the stop torque pattern generator 7 calculates the deceleration and running resistance at the time when the vehicle speed V reaches the preset set speed V ₀ , and calculates the point at which the set speed V ₀ is reached. Then, the time required to stop at the stop position after moving a predetermined distance from is calculated, and the deceleration for stopping at the stop position with the obtained stop time is calculated. further,
A stop torque pattern for realizing deceleration for stopping at the stop position is calculated. Then, the calculated stop torque pattern is instructed to the power converter 2 to perform vector control on the induction motor 1 so that only the electric brake is applied until the vehicle speed becomes zero, and the point at which the set speed V ₀ is reached. The moving distance from the stop to the stop can be set to a predetermined distance.

Embodiment 3 FIG. 5 is a configuration diagram showing the third embodiment. In FIG. 5, 1, 3, and 4 are the same as those in the first embodiment. Reference numeral 9 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 V and a torque pattern Tqr * to be described later.
The vector control of the induction motor 1 is performed based on further,
The power converter 9 stops electric brake control in response to an electric brake stop signal CEB described later. Reference numeral 10 denotes a stop torque pattern generator to which the vehicle speed V and the torque pattern Tqr * are input. The stop torque pattern generator stops the vehicle at a stop position at a predetermined distance from a point where the vehicle reaches a preset speed V ₀ only by electric brake. Torque pattern Tqs *, switching signal C
t and the vehicle stop signal CSp are calculated and output. Here, the stop torque pattern Tqs * is given by Tq (t) calculated by Expression (10) as in the first embodiment. The switching signal Ct indicates the vehicle speed V during the braking operation.
There "1" when the set speed V ₀ or less, "0" is output when the above set speed V _0. Further, the vehicle stop signal CSp
Is the vehicle has passed a predetermined time t ₀ from the point it reaches the set speed V ₀ that is set in advance, and outputs "1" as the vehicle stops.

Reference numeral 11 denotes a pattern switching device, and when the switching signal Ct is "0", a command torque pattern Tq * commanded from a brake system such as a driver or an automatic train driving device is used as a torque pattern Tqr * as a power conversion device 9. And when the switching signal Ct is “1”, the stop torque pattern Tqs *
Is input to the power converter 9 as a torque pattern Tqr *. Reference numeral 12 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, and a vehicle stop signal CSp.
At the same time, the air pressure BC of the brake cylinder 13 described later is increased toward the target brake cylinder pressure command signal BC *. Reference numeral 13 denotes a brake cylinder which presses a brake shoe 14 described later by air pressure BC. Reference numeral 14 denotes a brake shoe, and a brake cylinder 13
15 is an electric brake stop signal generator to which a brake cylinder pressure command signal BC * and an air pressure BC are inputted, and a brake cylinder pressure signal 15 is applied to the vehicle by being pressed by wheels (not shown). Command signal BC
In response to *, when the air pressure BC reaches a predetermined value, an electric brake stop signal CEB is output.

Next, the operation will be described. FIG. 6 is a time chart for explaining the operation. 5 and 6, the vehicle is the vector control is performed by a preset until reaching the set speed V ₀ FIGS. 6 (a) of constant torque as shown in the command torque pattern Tq *. As shown in FIG. 6B, the vehicle is decelerated by the constant deceleration electric brake by the constant torque control. In this state, the set speed V ₀
Until the switching signal Ct reaches “0”, the switching signal Ct is “0” as shown in FIG. In this case, as the torque pattern Tqr *, a command torque pattern Tq * with a constant deceleration commanded from the brake system is selected as shown in FIG. 6D. Therefore, the power converter 9 performs vector control of the induction motor 1 based on the command torque pattern Tq * commanded from the brake system.

Thereafter, when the vehicle reaches the set speed V ₀ , the stop torque pattern Tqs * calculated by the stop torque pattern generator 10 is output (see FIG. 6E).
At the same time, as shown in FIG.
Is output. When “1” of the switching signal Ct is output, the pattern switching unit 11 operates to select the stop torque pattern Tqs * as shown in FIG. 6D. Thereby, the stop torque pattern Tqs * is instructed to the power converter 9 as the torque pattern Tqr *. After the vehicle reaches the set speed V ₀ , the power conversion device 9 performs vector control of the induction motor 1 according to the torque pattern Tqs * as shown in FIG. Then, the torque pattern Tq (t ₀ ) at time t ₀ is output from the stop torque pattern generator 10 assuming that the vehicle has stopped at a predetermined stop distance after a predetermined time t ₀ after reaching the set speed V _0. At the same time, “1” of the vehicle stop signal CSp is output as shown in FIG. Air brake control means 1
2, when the vehicle stop signal CSp is input, the air pressure BC of the brake cylinder 13 is increased by the brake cylinder pressure command signal BC *. When the air pressure BC of the brake cylinder 13 is increased, the brake shoe 14 is pressed by wheels (not shown), and the air brake operates.

The air pressure B of the brake cylinder 13
When C reaches a predetermined air pressure RBC as shown in FIG. 6 (g), "1" of the electric brake stop signal CEB is output from the electric brake stop signal generator 15 as shown in FIG. 6 (h). The electric brake stop signal CEB is set so as to be output when the air pressure BC that can hold the stopped state of the vehicle only with the air brake is reached. When “1” of the electric brake stop signal CEB is input to the power converter 9, the power converter 9 stops the electric brake control. As described above, the vehicle is stopped by the electric brake by the power converter 9, and when the vehicle stop signal CSp is input, the pressure of the brake cylinder 13 is increased based on the brake cylinder pressure command signal BC *, When the pressure reaches a predetermined pressure, an electric brake stop signal CEB is output from the electric brake stop signal generator 15 and the mode is switched from the electric brake to the air brake after the vehicle stops, so that it does not hinder the ride comfort. Can be.

Embodiment 4 FIG. 7 shows a fourth embodiment.
It is a block diagram. In FIG. 7, 1, 3, and 4 are embodiments
9 to 14 are the same as those of Embodiment 1.
It is similar to that of 16 is a vehicle stop signal CSp
The vehicle stops with the electric brake stop signal generator
Measures the time elapsed since "1" of signal CSp was output
And a predetermined time t₁ Reaches the electric brake stop signal C
EB “1” is output. And the electric brake stop signal
The signal CEB is input to the power converter 9. Next, the operation
Will be described. FIG. 8 is a time chart for explaining the operation.
is there. In FIGS. 7 and 8, when the vehicle speed V₀Reached
Until the command is issued, as shown in FIG.
Vector control is performed by the Luc pattern Tq *.
You. As shown in FIG. 8B, the vehicle is controlled by the constant torque control.
Is decelerated by a constant deceleration electric brake. In this state
Set speed V₀Until it reaches the point shown in FIG. 8 (c).
The replacement signal Ct is “0”.

In this case, the torque pattern Tqr * is
As shown in (d), a constant deceleration command torque pattern Tq * commanded from the brake system is selected. Therefore, the power converter 9 performs vector control of the induction motor 1 based on the command torque pattern Tq * commanded from the brake system. Thereafter, when the vehicle reaches the set speed V ₀ , the stop torque pattern Tqs * calculated by the stop torque pattern generator 10 is output (see FIG. 8E).
At the same time, as shown in FIG.
Is output. By output of the switching signal Ct “1”, the pattern switch 11 operates to select the stop torque pattern Tqs * as shown in FIG. 8D. Thereby, the stop torque pattern Tqs * is instructed to the power converter 9 as the torque pattern Tqr *.

After the vehicle reaches the set speed V ₀ , the power converter 9 performs the vector control of the induction motor 1 according to the torque pattern Tqs * as shown in FIG. Then, the torque pattern Tq (t ₀ ) at time t ₀ is output from the stop torque pattern generator 10 assuming that the vehicle has stopped at a predetermined stop distance after a predetermined time t ₀ after reaching the set speed V _0. At the same time, “1” of the vehicle stop signal CSp is output as shown in FIG. "1" of the vehicle stop signal CSp is sent to the air brake control means 12.
Is input, the brake cylinder pressure command signal BC *
As a result, the air pressure BC of the brake cylinder 13 is increased. When the air pressure BC of the brake cylinder 13 is increased, the brake shoe 14 is pressed against 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 16 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 9, the power converter 9 stops the electric brake control. At this time, the air pressure BC of the brake cylinder 13 started by the brake cylinder pressure command signal BC * is set so as to reach the air pressure BC that can hold the stopped state of the vehicle only with the air brake. As described above, when the vehicle stops and the vehicle stop signal CSp is output, the brake cylinder 1 based on the brake cylinder pressure command signal BC * is output.
3 with increasing pressure, because stopping the electric brake according to the power converter 9 if the vehicle stop signal CSp is output a predetermined time t ₁ elapses after the brake stop signal CEB, in providing an obstacle to ride Can be prevented.

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 region 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 V (t) 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 stop by applying only the electric brake.

[0029]

According to the present invention, the deceleration and the running resistance at the time when the vehicle speed reaches the preset set speed are calculated in the stop torque pattern generator, and the predetermined speed is calculated from the point where the set speed is reached. The stop time until the vehicle stops at the stop position of the distance is calculated, the deceleration for stopping at the stop position is calculated with the stop time, and the stop torque pattern for realizing the deceleration for stopping at the stop position is calculated. Calculate and command the stop torque pattern to the power converter to perform vector control on the induction motor, apply only the electric brake until the vehicle speed becomes zero, and move the distance from the point where the set speed is reached to the stop. Can be a predetermined distance. 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. Since the electric brake by the power converter is stopped by the stop signal, it is possible to prevent the ride comfort from being affected. Also, by setting the rate of change of the deceleration as a linear function of time, calculating the stop time and calculating the deceleration for stopping at the stop position with the calculated stop time,
The stop torque pattern can be easily calculated. Further, by calculating the rate of change of the deceleration of the vehicle speed near the stop position as a linear function of time, the vehicle can be stopped by applying only the electric brake without being affected by the resolution of the rotational speed detector.

[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]

1 Induction motor, 2, 9 Power converter, 5, 7, 10
Stop torque pattern generator, 12 air brake control means, 13 brake cylinder, 15 electric brake stop signal generator.

Continued on the front page F term (reference) 5H115 PA10 PG01 PU09 PV09 QE10 QI02 QI08 QI23 QN03 QN06 QN12 RB08 RB26 SF13 SJ13 TB01 TO09 TO26 5H530 AA03 BB24 CC01 CD28 CD38 CE02 CE21 CE30 CF02 CF13 DD03 5H576 AA01 BB01 DD01 KK06 LL01 LL38 LL48

Claims (5)

[Claims] In an electric vehicle control device in which an induction motor for driving a vehicle is vector-controlled by a power converter, a deceleration and a running resistance when the vehicle reaches a preset speed are calculated. Calculating a stop time required to stop the vehicle at a stop position at a predetermined distance from a point at which the set speed has been reached, calculating a deceleration for stopping at the stop position with the stop time, and further calculating the stop position. An electric vehicle control device, comprising: a stop torque pattern generator for calculating a stop torque pattern for realizing a deceleration to stop the vehicle, and instructing the power conversion device to 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 conversion device, wherein deceleration and running resistance at the time when the vehicle reaches a preset speed are calculated. A stop time for stopping the vehicle at a stop position at a predetermined distance from a point at which the set speed is reached is determined, a vehicle stop signal is output after the stop time elapses, and the vehicle stops at the stop position at the stop time. A stop torque pattern generator for instructing the power conversion device to calculate a deceleration for causing the motor to decelerate, and further calculate a stop torque pattern for realizing the deceleration for stopping at the stop position; An air brake control unit that increases the brake cylinder pressure based on a commanded brake cylinder pressure signal when a vehicle stop signal is input. And an electric brake stop signal generator for outputting an electric brake stop signal for stopping the electric brake by the power converter when the pressure of the brake cylinder reaches a predetermined pressure. apparatus. 3. An electric vehicle control device in which an induction motor for driving a vehicle is vector-controlled by a power converter by calculating a deceleration and a running resistance when the vehicle reaches a preset speed. A stop time for stopping the vehicle at a stop position at a predetermined distance from a point at which the set speed is reached is determined, a vehicle stop signal is output after the stop time elapses, and the vehicle stops at the stop position at the stop time. A stop torque pattern generator for instructing the power conversion device to calculate a deceleration for causing the motor to decelerate, and further calculate a stop torque pattern for realizing the deceleration for stopping at the stop position; An air brake control unit that increases the brake cylinder pressure based on a commanded brake cylinder pressure signal when a vehicle stop signal is input. And an electric brake stop signal generator for outputting an electric brake stop signal for stopping the electric brake by the power converter when a predetermined time has elapsed since the output of the vehicle stop signal. Electric car control device. 4. The method according to claim 1, wherein the calculation of the deceleration to be stopped at a predetermined stop position is executed by setting a rate of change of the deceleration as a linear function of time. The electric vehicle control device according to claim 1. 5. The vehicle speed near a 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 the paragraph.