JP2002152914A - Control device for electric vehicle equipped with linear induction motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for electric vehicle equipped with linear induction motor, capable of restraining generation of eddy current, regardless of the presence or the absence of a secondary conductor. SOLUTION: This control device comprises a means 3 of generating an exciting current command value Id* and a torque current command value Iq*, a means 5 of calculating voltage command values Vd*, Vq* from the exciting current command value and the torque current command value, a means 10 of detecting an excitation current component Id from motor primary currents iu, iv, iw, and an overcurrent suppressing circuit 18. The overcurrent suppressing circuit includes an excitation current deviation calculating means calculating an excitation current deviation between the excitation current command value and the excitation current component, a comparison means for comparing the excitation current deviation with a preset value for suppressing overcurrent, and a current command changing means for changing the exciting command value and the torque current command value in the direction of reduction, when the exciting current deviation is above the preset value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an electric vehicle equipped with a linear induction motor, and in particular, suppresses the occurrence of overcurrent regardless of the presence or absence of a reaction plate functioning as a secondary conductor of the linear induction motor. The present invention relates to a control device for a linear induction motor electric vehicle.

[0002]

2. Description of the Related Art In general, a drive control device for a linear induction motor mounted on an electric vehicle is well known.
For example, reference can be made to JP-A-2000-23316.

In this type of linear induction motor control device for an electric vehicle, the linear induction motor has a primary winding disposed on the upper side of the electric vehicle and a reaction plate as a secondary conductor disposed on the ground side. .

FIG. 7 shows an equivalent circuit of a general linear induction motor. In FIG.
Is a resistor component, L1 and L2 are inductance components, and M is a mutual inductance.

When the electric vehicle is driven to travel using the linear induction motor configured as described above, when the electric vehicle is moved from a place having a reaction plate to a place having no reaction plate, a magnetic flux generated from the primary winding generates a reaction plate. Since there is no linkage to the 22 (secondary conductor) side, the primary winding simply functions as impedance.

At this time, it appears that the mutual inductance M is reduced in the equivalent circuit of FIG. Also,
In the circuit composed of the inductance component L2 and the resistor component R2, the absence of the secondary conductor increases the resistor component R2, which can be regarded as an open circuit.

[0007] As a result, when the reaction plate is eliminated, the impedance of the equivalent circuit is reduced. Therefore, if the applied voltage is fixed, a large current flows.
In general, there are places where a reaction plate cannot be provided, such as a turnout section or a garage, on a traveling track of an electric car, and a problem that an excessive current flows when passing through a portion without such a reaction plate. is there.

Therefore, for example, Japanese Patent Laid-Open No. 2000-23
In the device described in Japanese Patent Publication No. 316, the voltage command value is corrected based on the exciting current deviation between the exciting current command value and the exciting current component (detected value).

FIG. 8 is a block diagram showing a conventional control device for a linear induction motor electric vehicle described in Japanese Patent Application Laid-Open No. 2000-23316. In FIG. 8, reference numeral 1 denotes a power converter including a pulse width modulation (PWM) inverter, which outputs high-quality three-phase power using the three-phase PWM signals Su, Sy, and Sw.

2 is a linear induction motor,
It is driven by three-phase power output from the PWM inverter 1. Although not shown here, a reaction plate is disposed opposite to the linear induction motor 2.

Reference numeral 3 denotes a current command generator for generating exciting current command values Id * and Iq *. Reference numeral 4 denotes a voltage command corrector which generates a voltage command correction amount dv based on an exciting current deviation between the exciting current command value Id * and the exciting current component Id.

A voltage command calculator 5 calculates corrected voltage command values Vd * and Vq * based on the excitation current command values Id * and Iq * and the voltage command correction amount dv.
Voltage command values Vd * and Vq * are corrected by voltage command corrector 4 and voltage command calculator 5 based on the excitation current deviation between excitation current command value Id * and excitation current component Id.

Reference numeral 6 denotes a slip frequency corrector for generating a slip frequency correction amount df. Reference numeral 7 denotes a slip frequency calculator which calculates a corrected slip frequency ωs * based on the excitation current command values Id * and Iq * and the slip frequency correction amount df.
Is calculated.

8 is an adder for generating a primary frequency command value ω1 *, 9 is a coordinate converter for converting the voltage command values Vd *, Vq * into three-phase voltage command values Vu, Vv, Vw, and 10 is a three-phase motor This is a coordinate converter that converts currents iu, iv, and iw into an exciting current component Id and a torque current component Iq in a rotating coordinate system.

Reference numeral 11 denotes a DC power supply supplied to the PWM inverter 1, 12 denotes a filter capacitor connected between the DC power supply 11 and the PWM inverter 1, and 13 denotes a three-phase PWM based on the three-phase voltage command values Vu, Vv, Vw. The signals Su, Sy,
It is a PWM signal calculator for calculating Sw.

Reference numerals 14u, 14y and 14w denote three-phase outputs of the PWM inverter 1, that is, three-phase motor currents iu, iv and i.
Reference numeral 15 denotes a wheel of an electric car, and 16 denotes a speed detector mounted on the wheel 15 and detecting a speed ωr.

Next, the operation of the conventional linear induction motor electric vehicle control device shown in FIG. 8 will be described. First, the output DC of the DC power supply 11 is smoothed by the filter capacitor 12 and supplied to the PWM inverter 1.

The PWM inverter 1 converts the supplied DC power supply voltage into a three-phase variable voltage and a variable frequency AC power, and supplies an output voltage to the primary winding of the linear induction motor 2.

Thus, the electric vehicle runs by the interaction between the primary winding of the linear induction motor 2 and the reaction plate provided on the ground side. At this time, the current command generator 3, the slip frequency calculator 7, the adder 8, the coordinate converters 9, 10, and the PWM signal calculator 13
Control the electric vehicle as follows.

That is, the current command generator 3 generates an exciting current command value Id * and a torque current command value Iq *,
The voltage command corrector 4 inputs a voltage command correction amount dv based on the exciting current command value Id * and the exciting current component Id from the coordinate converter 10 to the voltage command calculator 5.

The voltage command calculator 5 calculates an excitation current command value Id.
*, The two-component voltage command values Vd * and Vq * of the rotating magnetic field coordinate system supplied to the linear induction motor 2 based on the torque current command value Iq *, the voltage command correction amount dv, and the primary frequency command value ω1 *. Calculate.

The slip frequency corrector 6 generates a slip frequency correction amount df based on the torque current command value Iq * and the torque current component Iq, and the slip frequency calculator 7 generates an excitation current command value Id *, a torque current command Slip frequency command value ω based on value Iq * and slip frequency correction amount df.
Calculate s *.

The adder 8 includes a slip frequency command value ωs * output from the slip frequency calculator 7 and a speed detector 16
Is added to the speed ωr of the electric vehicle, which is detected by the above, to generate a primary frequency command value ω1 *.

The primary frequency command value ω1 * is input to the voltage command calculator 5 and the coordinate converters 9 and 10. The coordinate converter 9 generates the voltage command values Vd * and Vq based on the primary frequency command value ω1 *. * Is the three-phase voltage command value V in the stationary coordinate system
u, Vv, and Vw.

Further, the coordinate converter 10 determines a three-phase motor current (primary current) i based on the primary frequency command value ω1 *.
u, iv, and iw are converted into an exciting current component Id and a torque current component Iq in the rotating coordinate system.

The PWM signal calculator 13 generates three-phase PWM signals Su, Sv, Sw composed of on / off pulses based on the three-phase outputs Vu, Vv, Vw of the coordinate converter 9, and outputs these to the PWM inverter 1. input.

Thus, the current command generator 3, slip frequency calculator 7, adder 8, coordinate converters 9, 10 and PW
Under the control of the M signal calculator 13, the PWM inverter 1
Drives the linear induction motor 2.

Here, referring to FIGS. 9 and 10, voltage command corrector 4 and voltage command calculator 5 in FIG.
The configuration will be described more specifically. FIG. 9 is a block diagram illustrating a configuration example of the voltage command corrector 4, and FIG. 10 is a block diagram illustrating a configuration example of the voltage command calculator 5.

In FIG. 9, reference numeral 51 denotes an exciting current command value Id.
A subtractor 52 for calculating an exciting current deviation between * and the exciting current component Id is a first-order lag element for performing a first-order lag processing on the exciting current deviation and outputting the result.

The primary delay element 52 has a function of preventing the control from becoming unstable due to a sudden change in the excitation current deviation.
Finally, a stable voltage command correction amount dv is output. In addition,
A limiter may be provided on the output side of the primary delay element 52.

On the other hand, in FIG. 10, reference numeral 61 denotes a voltage vector calculator, which outputs a value represented by the following equation (1).

[0032]

(Equation 1)

Reference numeral 62 denotes an adder inserted at one output side of the voltage vector calculation unit 61,
1 is added to the voltage command correction amount dv to the output value Vq1 *,
The corrected voltage command value Vq * is output.

In the configuration shown in FIGS. 8 to 10, if the electric vehicle travels from the region with the reaction plate to the region without the reaction plate, as described above, the impedance of the linear induction motor 2 is reduced. It decreases and the flowing current increases.

At this time, the motor current is only the exciting current flowing through the mutual inductance M (see FIG. 7).
The exciting current component Id greatly increases, and the exciting current command value I
A negative exciting current deviation is generated between the first and second driving signals d * and d *, and a voltage correction amount dv is generated from the first-order lag element 52 (see FIG. 9).

Hereinafter, the voltage command calculator 5 calculates the voltage correction amount d
By correcting the value of v by adding it to the voltage command value, the voltage command value Vq * is reduced to suppress an increase in motor current. As described above, the motor command is prevented from being excessively increased by controlling the voltage command value Vq * to be reduced.

Conversely, when the region moves from the region without the reaction plate to the region with the reaction plate, the excitation current deviation disappears and finally returns to the original state. Thus, when the vehicle travels in an area where there is no reaction plate, an excessive motor current can be prevented.

FIG. 11 shows the above-mentioned JP-A-2000-233.
FIG. 17 is a block diagram showing another conventional example described in Japanese Patent Application Publication No. 16-165, and reference numeral 17 denotes an effective current calculator arranged in parallel with the coordinate converter 10.

In this case, the current command generator 3 outputs not only the excitation current command value Id * and the torque current command value Iq *, but also a current effective value command Im *. Further, of the two components generated by the coordinate converter 10, only the torque current component Iq for the slip frequency corrector 6 is used.

The effective current calculator 17 calculates the three-phase motor current i
An effective current value Im is calculated based on u, iv, and iw, and is input to the voltage command corrector 4. Voltage command compensator 4
Generates the voltage correction amount dv based on the exciting current command value Id * and the relatively effective current effective value Im without using the exciting current component Id. In this case, the same operation and effect as described above (see FIG. 8) can be obtained.

However, Japanese Patent Application Laid-Open No. 2000-233
In the conventional device referred to in Japanese Patent Application Publication No. 16-316, the three-phase motor currents iu, iv, iw are changed in a state where the state is changed, for example, when the vehicle moves from a state where the vehicle does not have the reaction plate to a region where the reaction plate exists. Fluctuates.

When the low-speed area and the high-speed area are changed in the same manner, the change amount becomes large in the high-speed area, and when the area is moved from the area without the reaction plate to the area with the reaction plate, the command is changed. Therefore, there is a problem that a predetermined acceleration cannot be obtained due to an excessive change even when the vehicle is traveling in an area having a reaction plate.

Further, when a plurality of linear induction motors 2 are electrically connected in parallel to the PWM inverter 1 (not shown), one or more of them do not have a secondary conductor. Although it may occur, it is required that the linear induction motor 2 be started without flowing an overcurrent and changing a normal control system even when starting the motor in such a state.

[0044]

A conventional linear induction motor electric vehicle control system is disclosed in
In the conventional device described in JP-A-2000-23316,
Although it is possible to prevent an overcurrent when passing through a portion without a reaction plate, the three-phase motor currents iu, iv, iw fluctuate when moving from a region without a reaction plate to a region with a reaction plate. There was a problem.

When the low-speed area and the high-speed area are changed in the same manner, the change amount becomes large in the high-speed area. When the area moves from the area without the reaction plate to the area with the reaction plate, the command is changed. There is a problem that a predetermined acceleration cannot be obtained due to over-change even when the vehicle is traveling in an area having a reaction plate.

Further, even when a plurality of linear induction motors 2 electrically connected in parallel are used and at least one of them does not have a secondary conductor, the control system is usually changed. It is necessary to start the linear induction motor 2 while preventing overcurrent, but there is a problem that this cannot be achieved.

The present invention has been made to solve the above-mentioned problems, and a control apparatus for a linear induction motor electric vehicle which suppresses the occurrence of overcurrent regardless of the presence or absence of a reaction plate functioning as a secondary conductor. The purpose is to obtain.

[0048]

According to a first aspect of the present invention, there is provided a control device for an electric vehicle having a linear induction motor, the linear induction motor having a primary winding mounted on the electric vehicle, and being disposed on a ground side. A reaction plate that constitutes a secondary conductor of the linear induction motor;
A power converter control circuit for a linear induction motor electric vehicle control device, comprising: a power converter for supplying variable voltage and variable frequency AC power to a linear induction motor; and a power converter control circuit for controlling the power converter. A current command generating means for generating an exciting current command value and a torque current command value to be given to the linear induction motor; and a voltage command calculating means for calculating a voltage command value to be given to the linear induction motor from the exciting current command value and the torque current command value. And a current component detecting means for detecting an exciting current component from a primary current of the linear induction motor, and an overcurrent suppressing circuit inserted between the current command generating means and the voltage command calculating means. , An excitation current deviation operation for calculating an excitation current deviation between the excitation current command value and the excitation current component. Means, a comparing means for comparing the exciting current deviation with a set value for overcurrent suppression, and a current command change for changing the exciting current command value and the torque current command value in a decreasing direction when the exciting current deviation is equal to or more than the set value. Means.

According to a second aspect of the present invention, there is provided a control apparatus for an electric vehicle with a linear induction motor, wherein the current command changing means suppresses the changing speed of the exciting current command value and the torque current command value. Further includes a first-order lag element.

According to a third aspect of the present invention, in the control apparatus for an electric vehicle with a linear induction motor, in the second aspect, the first-order change element suppresses the changing speed of the exciting current command value and the torque current command value. And a time constant generator for variably setting the time constant according to the speed of the electric vehicle.

According to a fourth aspect of the present invention, in the control device for an electric vehicle with a linear induction motor, the time constant generator is configured to reduce the time constant according to an increase in the speed of the electric vehicle. It has a table.

According to a fifth aspect of the present invention, there is provided a control device for a linear induction motor electric vehicle according to any one of the first to fourth aspects, wherein the linear induction motor is electrically connected in parallel to the power converter. Starting means for starting the plurality of linear induction motors, wherein the starting means is in a state where at least one of the plurality of linear induction motors has no secondary conductor. In this case, the starting is performed with the exciting current command value and the torque current command value reduced below the normal values.

Further, a control apparatus for a linear induction motor electric vehicle according to claim 6 of the present invention includes a linear induction motor having a primary winding mounted on the electric vehicle, and a linear induction motor provided on the ground side. A linear induction motor electric vehicle including a reaction plate that forms a secondary conductor, a power converter that supplies variable voltage and variable frequency AC power to the linear induction motor, and a power converter control circuit that controls the power converter. In the control device, the power converter control circuit comprises:
Excitation current command value given to linear induction motor,
A current command generating means for generating a torque current command value and a primary current command effective value; a voltage command calculating means for calculating a voltage command value to be applied to the linear induction motor from the exciting current command value and the torque current command value; An effective value component detecting means for detecting a primary current effective value component from the primary current, and an overcurrent suppressing circuit inserted between the current command generating means and the voltage command calculating means,
An overcurrent suppression circuit configured to calculate an effective value deviation between a primary current command effective value and a primary current effective value component, an effective value deviation calculation unit, and a comparison unit that compares the effective value deviation with a set value for overcurrent suppression; Current command changing means for changing the excitation current command value and the torque current command value in a decreasing direction when the effective value deviation is equal to or more than the set value.

In the control device for a linear induction motor electric vehicle according to claim 7 of the present invention, in claim 6, the current command changing means suppresses the changing speed of the exciting current command value and the torque current command value. Further includes a first-order lag element.

In the control apparatus for an electric vehicle with a linear induction motor according to claim 8 of the present invention, the first-order change delay element suppresses the changing speed of the exciting current command value and the torque current command value. And a time constant generator for variably setting the time constant according to the speed of the electric vehicle.

According to a ninth aspect of the present invention, in the control apparatus for an electric vehicle of a linear induction motor according to the ninth aspect, the time constant generator is configured to reduce the time constant according to an increase in the speed of the electric vehicle. It has a table.

According to a tenth aspect of the present invention, in the control apparatus for an electric vehicle of the linear induction motor, in any one of the sixth to ninth aspects, the linear induction motor is electrically connected in parallel to the power converter. It comprises a plurality of linear induction motors, and comprises a starting means for starting the plurality of linear induction motors,
The starting means starts when the exciting current command value and the torque current command value are reduced from normal values when at least one of the plurality of linear induction motors has no secondary conductor. It is.

A control device for a linear induction motor electric vehicle according to claim 11 of the present invention includes a linear induction motor having a primary winding mounted on the electric vehicle and a linear induction motor disposed on the ground side. A linear induction motor electric vehicle including a reaction plate that forms a secondary conductor, a power converter that supplies variable voltage and variable frequency AC power to the linear induction motor, and a power converter control circuit that controls the power converter. In the control device, the power converter control circuit comprises:
Current command generating means for generating an exciting current command value and a torque current command value to be given to the linear induction motor;
Voltage command calculating means for calculating a voltage command value to be applied to the linear induction motor from the exciting current command value and the torque current command value, a current component detecting means for detecting an exciting current component from a primary current of the linear induction motor, and a current command generating means And an overcurrent suppression circuit inserted between the voltage command calculation means, the overcurrent suppression circuit includes a current primary delay element that generates a primary delay current component from the excitation current component, an excitation current component and a primary delay current. Primary delay current deviation calculating means for calculating the primary delay current deviation from the component, comparing means for comparing the primary delay current deviation with a set value for overcurrent suppression, and exciting when the primary delay current deviation is equal to or greater than the set value. Current command changing means for changing the current command value and the torque current command value in the decreasing direction.

A control device for a linear induction motor electric vehicle according to a twelfth aspect of the present invention is the eleventh aspect.
, The current primary delay element has a delay time constant generator for generating a delay time constant for determining the primary delay amount of the exciting current component, and the delay time constant generator delays according to the speed of the electric vehicle. The time constant is set variably.

A control device for a linear induction motor electric vehicle according to a thirteenth aspect of the present invention is the eleventh aspect.
Alternatively, in claim 12, the current command changing means further includes a first-order change delay element for suppressing the changing speed of the exciting current command value and the torque current command value.

A control device for a linear induction motor electric vehicle according to a fourteenth aspect of the present invention is the thirteenth aspect.
, The first-order change delay element has a time constant generator for generating a time constant for suppressing the changing speed of the exciting current command value and the torque current command value, and the time constant generator varies according to the speed of the electric vehicle. The time constant is set variably.

A control device for a linear induction motor electric vehicle according to claim 15 of the present invention is
, The time constant generator has a function table for reducing and setting the time constant in accordance with an increase in the speed of the electric vehicle.

A control device for a linear induction motor electric vehicle according to a sixteenth aspect of the present invention is the eleventh aspect.
The linear induction motor according to any one of claims 15 to 15, wherein the linear induction motor includes a plurality of linear induction motors electrically connected in parallel to the power converter, and includes a starting unit that starts the plurality of linear induction motors, and the starting unit includes: When at least one of the plurality of linear induction motors does not have a secondary conductor, the motor is started by reducing the excitation current command value and the torque current command value from normal values.

[0064]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 Hereinafter, Embodiment 1 of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing Embodiment 1 of the present invention, and the same components as those described above (see FIG. 8) are denoted by the same reference numerals and detailed description thereof will be omitted.

In FIG. 1, reference numeral 18 denotes an overcurrent suppression circuit inserted between the current command generator 3 and the voltage command generator 5;
Reference numeral 22 denotes a reaction plate provided on the ground side so as to face the linear induction motor 2.

The overcurrent suppression circuit 18 includes the current command generator 3
Current command value Id * and torque current command value I
Based on q * and the exciting current component Id from the coordinate converter 10, an exciting current command value Id * and a torque current command value Iq * for overcurrent suppression are generated, and these are input to the voltage command calculator 5. .

In this case, of the two components generated from the coordinate converter 10, only the exciting current component Id is used. The primary frequency command value ω1 * from the adder 8 is not input to the voltage command calculator 5, but is input only to the coordinate converters 9 and 10.

Next, the operation according to the first embodiment of the present invention shown in FIG. 1 will be described. First, as before,
The DC current from the DC power supply 11 is
Is supplied to the PWM inverter 1 and the PWM
The M inverter 1 converts a DC voltage into three-phase AC power and supplies it to the primary winding of the linear induction motor 2.

As a result, the electric vehicle travels due to the interaction between the primary winding of the linear induction motor 2 and the reaction plate 22. At this time, the control device including the current command generator 3, the slip frequency calculator 7, the adder 8, the coordinate converters 9, 10, the PWM signal calculator 13, and the overcurrent suppression circuit 18 is a linear induction motor as follows. 2 control.

First, as described above, the current command generator 3
Are the excitation current command value Id * and the torque current command value Iq
*, And the coordinate converter 10 outputs the three-phase motor current iu,
An exciting current component Id is generated based on iv and iw.

Subsequently, the overcurrent suppressing circuit 18 calculates an exciting current deviation between the exciting current command value Id * and the exciting current component Id, and based on a comparison result between the exciting current deviation and the set value for overcurrent suppression. Thus, a final excitation current command value Id * and a torque current command value Iq * are generated.

That is, when the exciting current deviation is equal to or larger than the set value, the overcurrent suppressing circuit 18 sets the exciting current command value Id * and the torque current command value Iq * to 1/10 of the steady state value. This value can be arbitrarily set to an adjusted arbitrary value), and these are variably set.
To enter.

When the excitation current deviation is smaller than the set value, the overcurrent suppression circuit 18
Current command value Id * and torque current command value I
q * is directly input to the voltage command calculator 5.

Thereafter, as described above, the voltage command calculator 5
Are voltage command values Vd *, Vq supplied to the linear induction motor 2 based on the excitation current command value Id *, the torque current command value Iq *, and the primary frequency command value ω1 *.
* Is calculated.

The slip frequency calculator 7 calculates the slip frequency command value ωs * based on the excitation current command value Id * and the torque current command value Iq * from the current command generator 3, and the adder 8 calculates The primary frequency command value ω1 * is generated by adding the slip frequency command value ωs * and the electric vehicle speed ωr.

Hereinafter, based on the primary frequency command value ω1 *, the coordinate converter 9 converts the voltage command values Vd * and Vq * into three-phase voltage command values Vu, Vv, Vw of the stationary coordinate system, and performs coordinate conversion. The device 10 includes three-phase motor currents iu, iv, i
w is converted into an exciting current component Id and a torque current component Iq in the rotating coordinate system.

Further, the PWM signal calculator 13 generates three-phase PWM signals Su, Sv, Sw from the three-phase outputs Vu, Vv, Vw from the coordinate converter 9. Thereby, the PWM inverter 1 is driven based on the three-phase PWM signals Su, Sv, Sw, drives the linear induction motor 2 in relation to the reaction plate 22, and makes the electric vehicle run.

When the electric vehicle travels, the reaction plate 2 is moved from the area where the reaction plate 22 is located.
2 moves to a region where there is no magnetic flux, the magnetic flux generated in the primary winding of the linear induction motor 2 does not link to the secondary side, as described above. In FIG. 7 (see FIG. 7), it appears that the mutual inductance M has decreased.

Further, in the series circuit composed of the inductance component L2 and the resistor component R2 in FIG. 7, the state in which the resistor component R2 becomes large and the series circuit becomes open due to the elimination of the secondary conductor. It can be considered that the equivalent circuit impedance of the linear induction motor 2 decreases and a large current flows.

That is, the linear induction motor 2
When the primary side of the linear induction motor 2 moves from the reaction plate 22 to a place where the reaction plate 22 does not exist, the mutual inductance M decreases and the value of the secondary resistor component R2 increases.

Therefore, as shown in FIG.
8, the excitation current command value Id * and the torque current command value are based on the comparison between the excitation current deviation between the excitation current command value Id * and the excitation current component Id and the set value for overcurrent suppression. Iq * is variably set.

Next, an operation according to the first embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram showing a specific configuration example of the overcurrent suppression circuit 18 in FIG.

In FIG. 2, reference numerals 23 and 24 denote primary first-order lag elements having different time constants (T2 and T3), and suppress the changing speed of the exciting current command value Id * and the torque current command value Iq *.

Reference numeral 25 denotes a comparator for selecting the primary change delay elements 23 and 24, 26 denotes a set value generator for generating a set value B for suppressing overcurrent, and 27 denotes an exciting current command value Id *.
A subtractor (excitation current deviation calculating means) for generating an excitation current deviation A between the current and the excitation current component Id.

Reference numeral 28 denotes a multiplier for multiplying the exciting current command value Id * by the output value of the primary delay element 23, and inputs the multiplication result to the voltage command calculator 5 as the final exciting current command value Id *.

Reference numeral 29 denotes a multiplier for multiplying the torque current command value Iq * by the output value of the change primary delay element 24, and inputs the multiplication result to the voltage command calculator 5 as a final torque current command value Iq *.

Reference numeral 30 denotes a time constant generator for setting a time constant T2 for the primary change delay element 23, and reference numeral 31 denotes a time constant generator for setting a time constant T3 to the primary change delay element 24. The time constant generators 30 and 31 variably set the time constants T1 and T2 according to the speed ωr of the electric vehicle.

The time constants T2 and T3 are the first-order change delay elements 2
3, 24, which determine the speed at which the excitation current command value Id * and the torque current command value Iq * change to 1/1 or 1/10 of the steady state value, respectively.
It changes with a negative linear function according to r.

First-order change delay elements 23 and 24, multiplier 2
8, 29 and the time constant generators 30 and 31
The current command change means that operates in response to the
When the exciting current deviation A is equal to or greater than the set value B (A ≧ B), the exciting current command value Id * and the torque current command value Iq
In addition to changing *, the change amounts of the excitation current command value Id * and the torque current command value Iq * are variably set in accordance with the electric vehicle speed ωr.

In FIG. 2, a comparator 25 in the overcurrent suppressing circuit 18 compares the exciting current deviation A with the set value B,
When the exciting current deviation A is smaller than the set value B (A <
B), the change primary delay element 23 is selected as shown, and the exciting current command value Id * from the current command generator 3 is selected.
And the torque current command value Iq * is directly input to the voltage command calculator 5.

When the exciting current deviation A is equal to or larger than the set value B (A ≧ B), the comparator 25 selects the primary change lag element 24, and outputs the exciting current command value Id * and the torque current command value. After changing Iq * to 1/10 of the value in the steady state, it is input to the voltage command calculator 5.

At this time, the time constant T3 for the change primary delay element 24 (the speed at which the exciting current command value Id * and the torque current command value Iq * are changed to 1/10 of the steady state value)
Is set to decrease as the speed ωr of the electric vehicle increases, thereby improving the responsiveness.

On the other hand, the time constant T2 of the primary change delay element 23
Indicates that the exciting current deviation A is equal to or greater than the set value B (A ≧ B)
Is smaller than the set value B (A <
When switching to B), the control is prevented from becoming unstable due to a sudden change in the exciting current command value Id * and the torque current command value Iq *.

That is, the first-order change delay element 23 has an effect of preventing a sudden change in the motor current or the like caused by suddenly returning to the original state when moving from the region without the reaction plate 22 to the region with the reaction plate 22. is there.

Thus, the excitation current deviation A is equal to the set value B
In the case described above, the excitation current command value Id * and the torque current command value Iq * are reduced to reduce the output voltage command, so that overcurrent can be prevented.

That is, a special device such as a state detecting means for the reaction plate 22 is not separately provided.
Using a motor current component (excitation current component Id) necessary for performing normal motor control and protecting the PWM inverter 1 from an abnormal state, a reaction plate 22 is provided.
Even when the vehicle travels in a region where there is no overcurrent, overcurrent can be suppressed.

Further, it is possible to prevent a sudden change in the motor current or the like in the case of suddenly returning to the area where the reaction plate 22 exists.

Instead of changing the low-speed region and the high-speed region in the same manner, the excitation current command Id * and the torque current command Id * when the excitation current deviation A is equal to or greater than the set value B are set.
The time constant T3 for reducing q * is determined by a table (negative linear function) corresponding to the electric vehicle speed ωr, and the change speed and the change amount of the output voltage command are determined according to the speed ωr.
It is possible to prevent over-change and obtain a predetermined acceleration.

Embodiment 2 In the first embodiment, a single linear induction motor 2 is used.
A plurality of linear induction motors 2 may be electrically connected to the PWM inverter 1 in parallel.

FIG. 3 is a block diagram showing a second embodiment of the present invention in which a plurality of linear induction motors 2 are connected in parallel. One of the two linear induction motors 2 has a reaction plate 22. No case is shown.

In FIG. 3, the configuration not shown in FIG.
As shown in FIG. In this case, the power converter control device includes a starting unit (not shown) for starting the plurality of linear induction motors 2.

As shown in FIG. 3, even when a plurality of linear induction motors 2 connected in parallel are started,
The overcurrent suppression circuit 18 shown in FIGS. 1 and 2 can be suitably applied.

That is, the linear induction motor 2
At the time of startup, one or more linear induction motors 2 react by changing the excitation current command value Id * and the torque current command value Iq * in a direction smaller than the normal state while detecting an overcurrent. Plate 2
2 can be started with a small thrust, and no overcurrent flows.

Embodiment 3 In the first embodiment,
In 2, the output voltage command was reduced based on the exciting current deviation between the exciting current command value Id * and the exciting current component Id.
The output voltage command may be reduced based on the effective value deviation between the primary current command effective value and the primary current effective value component.

FIG. 4 is a block diagram showing a third embodiment of the present invention in which the output voltage command is reduced based on the effective value deviation. In FIG. 4, the same components as those described above (see FIGS. 1 and 7) are denoted by the same reference numerals, and detailed description is omitted.

In this case, the current command generator 3 calculates not only the exciting current command value Id * and the torque current command value Iq * but also the primary current command effective value Im *.

The effective current calculator 17 is inserted between the coordinate converter 10 and the overcurrent suppressing circuit 18, and calculates an effective current based on the exciting current component Id and the torque current component Iq.
The primary current effective value component Im of the three-phase motor currents iu, iv, iw is detected. The effective current calculator 17 is described above (FIG. 11)
Similarly, the primary current effective value component Im may be detected based on the three-phase motor currents iu, iv, iw.

The overcurrent suppressing circuit 18 varies the exciting current command value Id * and the torque current command value Iq * based on the effective value deviation between the primary current command effective value Im * and the primary current effective value component Im. Set.

FIG. 5 is a block diagram showing a specific example of the configuration of the overcurrent suppressing circuit 18 in FIG.
The same components as those described above are denoted by the same reference numerals and will not be described in detail.

In FIG. 5, a subtractor 27 (effective value deviation calculating means) calculates an effective value deviation A between the primary current command effective value Im * and the primary current effective value component Im. The comparator 25 compares the effective value deviation A with the set value B, and when the effective value deviation A is equal to or larger than the set value B (A ≧ B), the excitation current command value Id * and the torque current command value Iq *. To change.

In the third embodiment of the present invention shown in FIGS. 4 and 5, the same operation and effect as described above can be obtained. When a plurality of linear induction motors 2 (see FIG. 3) connected in parallel are started, even if one or more linear induction motors 2 do not have the reaction plate 22, the overcurrent suppression circuit 1
8 can be suitably applied.

That is, by changing the excitation current command Id * and the torque current command Iq * in the direction of reduction from the normal state while detecting the overcurrent, one or more units do not have the reaction plate 22. Even if there is, it can be started with a small thrust, and an overcurrent can be prevented.

Embodiment 4 In the first embodiment, the output voltage command is reduced based on the exciting current deviation between the exciting current command value Id * and the exciting current component Id. However, the first order of the exciting current component Id and its first-order lag current component is reduced. The output voltage command may be reduced based on the delay current deviation.

FIG. 6 is a block diagram showing a specific configuration of an overcurrent suppressing circuit 18 according to a fourth embodiment of the present invention in which the output voltage command is reduced based on the first-order lag current deviation.
In FIG. 6, the same components as those described above (see FIGS. 2 and 5) are denoted by the same reference numerals, and detailed description thereof is omitted.

In this case, the overcurrent suppression circuit 18 includes a delay time constant generator 32 in addition to the above-described components 23 to 31.
And a current primary delay element 33. The current primary delay element 33 generates a primary delay current component from the excitation current component Id, and the delay time constant generator 32 outputs the excitation current component Id
A delay time constant T1 for determining the primary delay amount is generated.

Similarly to the time constant generators 30 and 31, the delay time constant generator 32 refers to a function table (negative linear function) corresponding to the speed ωr of the electric vehicle to determine the delay time constant T1. Set variably.

Subtractor 27 (first-order lag current deviation calculating means)
Calculates the primary delay current deviation A between the exciting current component Id and the primary delay current component, and the comparator 25 compares the primary delay current deviation A with a set value B for overcurrent suppression.

Therefore, when the first-order lag current deviation A is equal to or larger than the set value B, the comparator 25 outputs the excitation current component I
It is determined that d (current value) is an overcurrent occurrence state that is increasing more than the first-order lag current component (previous value), and the exciting current command value Id * and the torque current command value Iq * are changed in the decreasing direction.

As described above, by providing the current primary delay element 33, the occurrence of overcurrent can be detected only by the exciting current component Id. That is, since the current flowing when the reaction plate 22 is lost is almost the exciting current, the overcurrent can be detected only by observing the change of the exciting current component Id.

The primary lag current deviation A between the exciting current component Id and the current component passing through the primary primary lag element 33 is compared with a set value B. If the primary lag current deviation A is equal to or greater than the set value B, the excitation Current command Id * and torque current command I
Since q * is changed, the same operation and effect as described above can be obtained.

As described above, when a plurality of linear induction motors 2 (see FIG. 3) connected in parallel are started, it is assumed that one or more linear induction motors 2 have no reaction plate 22. Even so, by suitably applying the overcurrent suppression circuit 18 shown in FIG. 6, the excitation current command Id * and the torque current command Iq * can be changed while suppressing the overcurrent.

That is, even when at least one of the parallel linear induction motors 2 does not have a reaction plate, the motor can be started with a small thrust and no overcurrent occurs.

At this time, the delay time constant T1 used in the calculation of the current primary delay element 33 needs to be set to a considerably small value.

The overcurrent suppression circuit 18 of FIG. 6 is different from the above-described case (see FIGS. 2 and 5) in that the current primary delay element 3
Although 3 (adjustment element) is added, the number of adjustment operations is not particularly increased.

The reason is that the linear induction motor 2
When the excitation current deviation occurs in a steady state due to the difference between the actual motor constant and the control motor constant, the overcurrent suppression circuit 18 described above (see FIGS. 2 and 5) responds to the excitation current deviation. There is a possibility that the excitation current command value Id * and the torque current command value Iq * may be changed, but the overcurrent suppression circuit 18 of FIG. 6 is irrelevant to the excitation current deviation and only when the reaction plate 22 is not provided. This is because the adjustment operation is performed at the same time.

[0126]

As described above, according to the first aspect of the present invention, the linear induction motor having the primary winding mounted on the electric vehicle and the secondary conductor of the linear induction motor disposed on the ground side A control device for a linear induction motor electric vehicle, comprising: a reaction plate that constitutes a motor; a power converter that supplies variable voltage and variable frequency AC power to the linear induction motor; and a power converter control circuit that controls the power converter. In the power converter control circuit, current command generating means for generating an exciting current command value and a torque current command value to be given to the linear induction motor, and a voltage command value to be given to the linear induction motor from the exciting current command value and the torque current command value And a primary current of a linear induction motor A current component detecting means for detecting an exciting current component from the current command generating means, and an overcurrent suppressing circuit inserted between the current command generating means and the voltage command calculating means. An exciting current deviation calculating means for calculating an exciting current deviation from the component, a comparing means for comparing the exciting current deviation with a set value for overcurrent suppression, and an exciting current command value and an exciting current command value when the exciting current deviation is equal to or more than the set value. Since it includes current command changing means for changing the torque current command value in the decreasing direction, a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed regardless of the presence or absence of a reaction plate functioning as a secondary conductor can be obtained. effective.

According to a second aspect of the present invention, in the first aspect, the current command changing means further includes a first-order change delay element for suppressing a changing speed of the exciting current command value and the torque current command value. Therefore, there is an effect that a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed regardless of the presence or absence of the reaction plate functioning as a secondary conductor.

According to a third aspect of the present invention, in the second aspect, the first-order change delay element is a time constant for generating a time constant for suppressing a change speed of the exciting current command value and the torque current command value. It has a generator, and the time constant generator variably sets the time constant according to the speed of the electric vehicle, so the occurrence of overcurrent is suppressed regardless of the presence or absence of a reaction plate that functions as a secondary conductor There is an effect that a control device for a linear induction motor electric vehicle can be obtained.

According to a fourth aspect of the present invention, in the third aspect, the time constant generator has a function table for reducing and setting the time constant according to an increase in the speed of the electric vehicle. Thus, there is an effect that a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed regardless of the presence or absence of a reaction plate functioning as a control plate.

According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the linear induction motor comprises a plurality of linear induction motors electrically connected in parallel to the power converter. And activating means for activating a plurality of linear induction motors, wherein the activating means includes an excitation current command value and an excitation current command value when at least one of the plurality of linear induction motors has no secondary conductor. Since the starting is performed with the torque current command value reduced below the normal value, there is an effect that a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed even at the time of starting is obtained.

According to a sixth aspect of the present invention, there is provided a linear induction motor having a primary winding mounted on an electric vehicle, and a reaction plate disposed on the ground to constitute a secondary conductor of the linear induction motor. A power converter that supplies AC power of variable voltage and variable frequency to the linear induction motor, and a power converter control circuit that controls the power converter. The control circuit includes a current command generating means for generating an exciting current command value, a torque current command value, and a primary current command effective value given to the linear induction motor, and a voltage command given to the linear induction motor from the exciting current command value and the torque current command value. Voltage command calculating means for calculating a value, and a linear induction motor An effective value component detecting means for detecting a primary current effective value component from the primary current; and an overcurrent suppressing circuit inserted between the current command generating means and the voltage command calculating means. An effective value deviation calculating means for calculating an effective value deviation between the command effective value and the primary current effective value component; a comparing means for comparing the effective value deviation with a set value for overcurrent suppression; In this case, a current command changing means for changing the exciting current command value and the torque current command value in a decreasing direction is included, so that the occurrence of overcurrent is suppressed regardless of the presence or absence of a reaction plate functioning as a secondary conductor. There is an effect that a control device for an electric vehicle can be obtained.

According to claim 7 of the present invention, in claim 6, the current command changing means further includes a first-order change delay element for suppressing the changing speed of the exciting current command value and the torque current command value. Therefore, there is an effect that a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed regardless of the presence or absence of the reaction plate functioning as a secondary conductor.

According to an eighth aspect of the present invention, in the seventh aspect, the first-order change delay element is a time constant for generating a time constant for suppressing a change speed of the exciting current command value and the torque current command value. It has a generator, and the time constant generator variably sets the time constant according to the speed of the electric vehicle, so the occurrence of overcurrent is suppressed regardless of the presence or absence of a reaction plate that functions as a secondary conductor There is an effect that a control device for a linear induction motor electric vehicle can be obtained.

According to a ninth aspect of the present invention, in the eighth aspect, the time constant generator has a function table for reducing and setting the time constant according to an increase in the speed of the electric vehicle. Thus, there is an effect that a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed regardless of the presence or absence of a reaction plate functioning as a control plate.

According to a tenth aspect of the present invention, in any one of the sixth to ninth aspects, the linear induction motor comprises a plurality of linear induction motors electrically connected in parallel to the power converter. And activating means for activating a plurality of linear induction motors, wherein the activating means includes an excitation current command value and an excitation current command value when at least one of the plurality of linear induction motors has no secondary conductor. Since the starting is performed with the torque current command value reduced below the normal value, there is an effect that a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed even at the time of starting is obtained.

According to an eleventh aspect of the present invention, there is provided a linear induction motor having a primary winding mounted on an electric vehicle, and a reaction plate disposed on the ground side to constitute a secondary conductor of the linear induction motor. When,
A power converter control circuit for a linear induction motor electric vehicle control device, comprising: a power converter for supplying variable voltage and variable frequency AC power to a linear induction motor; and a power converter control circuit for controlling the power converter. A current command generating means for generating an exciting current command value and a torque current command value to be given to the linear induction motor, and a voltage command calculating means for calculating a voltage command value to be given to the linear induction motor from the exciting current command value and the torque current command value And a current component detecting means for detecting an exciting current component from a primary current of the linear induction motor, and an overcurrent suppressing circuit inserted between the current command generating means and the voltage command calculating means. A first-order current lag element that generates a first-order lag current component from the exciting current component; Primary delay current deviation calculating means for calculating the primary delay current deviation between the component and the primary delay current component, comparing means for comparing the primary delay current deviation with a set value for overcurrent suppression, and the primary delay current deviation is greater than or equal to the set value In the case of
A current command changing means for changing the exciting current command value and the torque current command value in a decreasing direction, so that the generation of overcurrent is suppressed regardless of the presence or absence of a reaction plate functioning as a secondary conductor. There is an effect that a control device can be obtained.

According to a twelfth aspect of the present invention, in the eleventh aspect, the first-order current delay element includes a delay time constant generator for generating a delay time constant for determining the first-order delay amount of the exciting current component. The delay time constant generator has a delay time constant variably set according to the speed of the electric vehicle.Therefore, linear generation that suppresses the occurrence of overcurrent regardless of the presence or absence of a reaction plate that functions as a secondary conductor There is an effect that a control device for an induction motor electric vehicle can be obtained.

According to a thirteenth aspect of the present invention, in the eleventh or twelfth aspect, the current command changing means includes a first-order change for suppressing a change speed of the exciting current command value and the torque current command value. Since it contains more elements,
There is an effect that a control device for a linear induction motor electric vehicle in which generation of overcurrent is suppressed regardless of the presence or absence of a reaction plate functioning as a secondary conductor.

According to a fourteenth aspect of the present invention, in the thirteenth aspect, the primary change lag element is a time constant for generating a time constant for suppressing the changing speed of the exciting current command value and the torque current command value. It has a generator, and the time constant generator variably sets the time constant according to the speed of the electric vehicle, so the occurrence of overcurrent is suppressed regardless of the presence or absence of a reaction plate that functions as a secondary conductor There is an effect that a control device for a linear induction motor electric vehicle can be obtained.

According to a fifteenth aspect of the present invention, in the fourteenth aspect, the time constant generator has a function table for reducing and setting the time constant according to an increase in the speed of the electric vehicle. Thus, there is an effect that a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed regardless of the presence or absence of a reaction plate functioning as a control plate.

According to a sixteenth aspect of the present invention, in any one of the eleventh to fifteenth aspects, the linear induction motor comprises a plurality of linear induction motors electrically connected in parallel to the power converter. And activating means for activating a plurality of linear induction motors, wherein the activating means includes an excitation current command value and an excitation current command value when at least one of the plurality of linear induction motors has no secondary conductor. Since the starting is performed with the torque current command value reduced below the normal value, there is an effect that a control device for a linear induction motor electric vehicle in which the occurrence of overcurrent is suppressed even at the time of starting is obtained.

[Brief description of the drawings]

FIG. 1 is a block diagram showing Embodiment 1 of the present invention.

FIG. 2 is a block diagram showing a specific configuration of an overcurrent suppression circuit according to Embodiment 1 of the present invention.

FIG. 3 is a characteristic diagram showing a parallel linear induction motor according to a second embodiment of the present invention.

FIG. 4 is a block diagram showing a third embodiment of the present invention.

FIG. 5 is a block diagram showing a specific configuration of an overcurrent suppression circuit according to Embodiment 3 of the present invention.

FIG. 6 is a block diagram showing a specific configuration of an overcurrent suppression circuit according to Embodiment 4 of the present invention.

FIG. 7 is a block diagram showing an equivalent circuit of a general linear induction motor.

FIG. 8 is a block diagram showing a conventional control device for a linear induction motor electric vehicle.

9 is a block diagram showing a specific configuration of a voltage command corrector in FIG.

FIG. 10 is a block diagram showing a specific configuration of a voltage command calculator in FIG.

FIG. 11 is a block diagram showing another configuration example of a conventional control device for a linear induction motor electric vehicle.

[Explanation of symbols]

1 PWM inverter (power converter), 2 linear induction motor, 22 reaction plate (secondary conductor), 3 current command generator, 5 voltage command calculator, 7
Slip frequency calculator, 10 coordinate converter (current component detection means), 11 DC power supply, 13 PWM signal calculator, 14u, 14v, 14w current detector, 16 speed detector, 17 effective current calculator (effective value component) Detecting means), 18 overcurrent suppressing circuit, 23, 24 primary delay element of change, 25 comparator, 27 subtractor (excitation current deviation calculating means, effective value deviation calculating means, primary delay current deviation calculating means), 30, 31 o'clock Constant generator, 32 delay time constant generator, 33 current primary delay element, A excitation current deviation (effective value deviation, primary delay current deviation), B set value, iu,
iv, iw Three-phase motor current (primary current), Id * exciting current command value, Iq * torque current command value, Im * primary current command effective value, Id exciting current component, Im primary current effective value component, T1 delay time constant , T2, T3 time constant, V
d *, Vq * voltage command value, ωr Electric vehicle speed.

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5H113 AA07 CC03 CC07 CD13 GG08 GG12 HH06 HH08 HH18 JJ01 5H540 AA02 BA02 BB08 CC01 EE06 EE08 EE19 FB01 FC02 GG02

Claims (16)

[Claims] 1. A linear induction motor having a primary winding mounted on an electric vehicle, a reaction plate disposed on the ground side to constitute a secondary conductor of the linear induction motor, and a variable voltage and variable frequency alternating current A control device for a linear induction motor electric vehicle, comprising: a power converter that supplies power to the linear induction motor; and a power converter control circuit that controls the power converter, wherein the power converter control circuit includes: Current command generating means for generating an exciting current command value and a torque current command value to be given to the induction motor; and voltage command calculating means for calculating a voltage command value to be given to the linear induction motor from the exciting current command value and the torque current command value. And the primary current of the linear induction motor A current component detecting means for detecting an exciting current component; and an overcurrent suppressing circuit inserted between the current command generating means and the voltage command calculating means, wherein the overcurrent suppressing circuit comprises the exciting current command value. Exciting current deviation calculating means for calculating an exciting current deviation between the exciting current component and the exciting current component; comparing means for comparing the exciting current deviation with a set value for suppressing overcurrent; and when the exciting current deviation is equal to or more than the set value. And a current command changing means for changing the exciting current command value and the torque current command value in a decreasing direction. 2. The linear motor according to claim 1, wherein the current command changing means further includes a first-order change delay element for suppressing a change speed of the exciting current command value and the torque current command value. Control device for induction motor electric vehicle. 3. The change-first-order lag element has a time constant generator for generating a time constant for suppressing a change speed of the exciting current command value and the torque current command value, wherein the time constant generator is 3. The control device for a linear induction motor electric vehicle according to claim 2, wherein the time constant is variably set according to a speed of the electric vehicle. 4. The linear induction motor electric vehicle according to claim 3, wherein the time constant generator has a function table for setting the time constant to be reduced in accordance with an increase in the speed of the electric vehicle. Control device. 5. The linear induction motor includes a plurality of linear induction motors electrically connected in parallel to the power converter, and includes a starting unit that starts the plurality of linear induction motors; When at least one of the plurality of linear induction motors does not have the secondary conductor, the motor is started with the exciting current command value and the torque current command value reduced from normal values. The control device for a linear induction motor electric vehicle according to any one of claims 1 to 4, characterized in that: 6. A linear induction motor having a primary winding mounted on an electric vehicle, a reaction plate disposed on the ground side and constituting a secondary conductor of the linear induction motor, and a variable voltage and variable frequency alternating current. A control device for a linear induction motor electric vehicle, comprising: a power converter that supplies power to the linear induction motor; and a power converter control circuit that controls the power converter, wherein the power converter control circuit includes: Current command generating means for generating an exciting current command value, a torque current command value and a primary current command effective value to be given to the induction motor; anda voltage command value to be given to the linear induction motor from the exciting current command value and the torque current command value. Voltage command calculating means for calculating, and the linear induction An effective value component detecting means for detecting a primary current effective value component from a primary current of the motor; and an overcurrent suppressing circuit inserted between the current command generating means and the voltage command calculating means. A circuit for calculating an effective value deviation between the primary current command effective value and the primary current effective value component; andcomparing means for comparing the effective value deviation with a set value for overcurrent suppression. A current command changing means for changing the exciting current command value and the torque current command value in a decreasing direction when the effective value deviation is equal to or greater than the set value, a control device for a linear induction motor electric vehicle, . 7. The linear motor according to claim 6, wherein the current command changing unit further includes a first-order change delay element for suppressing a change speed of the exciting current command value and the torque current command value. Control device for induction motor electric vehicle. 8. The change-first-order lag element has a time constant generator for generating a time constant for suppressing a change speed of the exciting current command value and the torque current command value, wherein the time constant generator is 8. The control device for a linear induction motor electric vehicle according to claim 7, wherein the time constant is variably set according to a speed of the electric vehicle. 9. The linear induction motor electric vehicle according to claim 8, wherein the time constant generator has a function table for reducing and setting the time constant in accordance with an increase in the speed of the electric vehicle. Control device. 10. The linear induction motor,
The power converter includes a plurality of linear induction motors electrically connected in parallel, and includes a starting unit that starts the plurality of linear induction motors, wherein the starting unit includes at least one of the plurality of linear induction motors. 10. The apparatus according to claim 6, wherein, when the base is not provided with the secondary conductor, the starting is performed with the exciting current command value and the torque current command value reduced from normal values. The control device for a linear induction motor electric vehicle according to any one of the above. 11. A linear induction motor having a primary winding mounted on an electric vehicle, a reaction plate arranged on the ground side to constitute a secondary conductor of the linear induction motor, and a variable voltage and variable frequency alternating current. A control device for a linear induction motor electric vehicle, comprising: a power converter that supplies power to the linear induction motor; and a power converter control circuit that controls the power converter, wherein the power converter control circuit includes: Current command generating means for generating an exciting current command value and a torque current command value to be given to the induction motor; and voltage command calculating means for calculating a voltage command value to be given to the linear induction motor from the exciting current command value and the torque current command value. And the primary current of the linear induction motor A current component detecting means for detecting an exciting current component from the current command generating means and an overcurrent suppressing circuit inserted between the voltage command calculating means, wherein the overcurrent suppressing circuit comprises: A first-order lag element for generating a first-order lag current component from a first-order lag current deviation calculating means for calculating a first-order lag current deviation between the exciting current component and the first-order lag current component; and And a current command changing means for changing the exciting current command value and the torque current command value in a decreasing direction when the first-order lag current deviation is equal to or greater than the set value. A control device for an electric vehicle with a linear induction motor. 12. The current primary delay element includes a delay time constant generator that generates a delay time constant for determining a primary delay amount of the exciting current component, wherein the delay time constant generator includes 2. The method according to claim 1, wherein the delay time constant is variably set according to a vehicle speed.
2. The control device for a linear induction motor electric vehicle according to claim 1. 13. The method according to claim 11, wherein the current command changing means further includes a first-order change delay element for suppressing a change speed of the exciting current command value and the torque current command value. The control device for a linear induction motor electric vehicle according to claim 1. 14. The first-order change delay element has a time constant generator for generating a time constant for suppressing a change speed of the exciting current command value and the torque current command value, wherein the time constant generator is 14. The control device for a linear induction motor electric vehicle according to claim 13, wherein the time constant is variably set according to a speed of the electric vehicle. 15. The linear induction motor electric vehicle according to claim 14, wherein the time constant generator has a function table for reducing and setting the time constant in accordance with an increase in the speed of the electric vehicle. Control device. 16. The linear induction motor,
The power converter includes a plurality of linear induction motors electrically connected in parallel, and includes a starting unit that starts the plurality of linear induction motors, wherein the starting unit includes at least one of the plurality of linear induction motors. 16. The apparatus according to claim 11, wherein when the base is not provided with the secondary conductor, the starting is performed with the exciting current command value and the torque current command value reduced from normal values. The control device for a linear induction motor electric vehicle according to any one of the above.