JP2003235101A - Control device for electric rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To shorten the inverter restart time and reduce contact wear of a line breaker by stopping only a gate control of the related inverter without turning off the line breaker at the time of protective operation of the inverter and failure. <P>SOLUTION: The connected state of a line breaker 4 for connection/ interruption of a catenery cable 1 and an inverter is maintained while only turning off a gate signal of an inverter when the protective operation of the inverter 60 or breakdown and stopping the inverter. By so doing, only the restart of the gate signal of the inverter is performed without carrying out the ON/OFF sequence operation of the circuit elements related to the line breaker. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle controller that drives an electric motor by inverter control.

[0002]

2. Description of the Related Art In recent years, a wheel drive electric motor of an electric vehicle has been driven and controlled by a variable voltage variable frequency (VVVF) inverter. In an electric vehicle control device that gate-controls this inverter, for example, Fairness 6-28
As described in Japanese Patent Publication No. 481), a gate control signal of an inverter is stopped when a protective operation or a failure of the inverter occurs, and a breaker connected between an overhead wire and the inverter, and a high speed cutoff. The main circuit is protected by shutting off the device.

The structure of this conventional electric vehicle control device will be described. A conventional example shown in FIG. 6, that is, one VVVF is shown.
In the case of an electric vehicle control device that controls all drive motors of one vehicle by an inverter, the electric power taken in from the overhead line 1 by the current collector 2 is taken in to the VVVF inverter 5 via the high speed circuit breaker 3 and the line breaker 4, A plurality of drive motors M1, M2, ...
Inverter 5 is gate-controlled by inverter control unit 6 to drive electric motors M1, M2,
The output to ... is controlled.

The inverter control unit 6 has a failure detection function, and when an abnormality such as a protection operation or a failure of the inverter 5 is detected, the breaker 4 is turned off by an off signal 7 (note that the relay circuit is As a result, the high-speed circuit breaker 3 is also turned off), and at the same time, the inverter 5 is gated off by the gate-off signal 8 to stop operation by two protection operation sequences. After that, in order to restart the inverter 5, the high speed circuit breaker 3 is turned on for the charging operation of the main circuit, the charging contactor 9 is turned on, and the inrush current is suppressed by the charging resistor 10 while the filter reactor is being turned on. 11 is charged, then the line breaker 4 is turned on and the charging contactor 9 is turned off, after which the gate control of the VVVF inverter 5 is restarted and restarted.

Further, the conventional example shown in FIG. 7, that is, a plurality of VVVF inverters 5-1, 5-2, ...
Are connected, and the electric vehicle control device that individually controls the drive motors M1, M2, ... By these inverters, the inverter control unit 6- When any one of 1, 6-2, ... Is detected, the breaker 4 is turned off (the high-speed circuit breaker 3 is also turned off by a relay sequence), and at the same time, a protective operation is performed to turn off the inverter for which an abnormality is detected. ing. Therefore, the breaker 4 is turned off by the abnormality detection of one inverter, and as a result, all the inverters are stopped. So when restarting,
The high-speed circuit breaker 3 is turned on, the charging contactor 9 is turned on, then the line breaker 4 is turned on and the charging contactor 9 is turned off, after which all the VVVF inverters 5-1, 5-2, ...
We are taking steps to restart gate control.

[0006]

However, in such a conventional electric vehicle control device, when a plurality of drive motors are driven for one VVVF inverter, an inverter protection operation and a failure detection are performed. The gate control of the inverter is stopped and the breaker is turned off even during the protection operation, which is sufficient to stop the gate control of the inverter. Since it takes time to start and the number of times the on / off operation of the breaker increases, there is a problem that contact wear is accelerated.

As described above, the power semiconductor device is put into practical use for the protection operation in which not only the gate control of the inverter is stopped when the abnormality of the inverter is detected, but also the breaker is turned off.
Before the VVVF inverter became widely used,
It is a remnant of the electric car control method that controls the amount of current flowing to the DC machine by changing the resistance, and at that time the breaker was turned off as a protective operation when overcurrent or overvoltage was applied to the DC machine, This is because the protection operation procedure was followed even in modern times when inverters were adopted.

However, in reality, when the inverter protection operation or failure occurs, the output current to the load such as the electric motor can be cut off by stopping only the gate control of the corresponding inverter, and it is necessary to turn off the breaker. There is no.

The present invention has been made in view of the above-mentioned conventional technical problems, and when the protection operation of the inverter and a failure occur, only the gate control of the corresponding inverter is stopped without turning off the breaker. Accordingly, it is an object of the present invention to provide an electric vehicle control device capable of shortening the inverter restart time and reducing contact wear of the disconnector.

[0010]

According to a first aspect of the present invention, the output of an inverter is controlled by gate-controlling an inverter which is connected to an overhead wire via a line breaker and is composed of semiconductor switching elements. Then, in the electric vehicle controller for driving the electric motor, when the protection operation and the failure of the inverter are detected, and the failure detection means detects the protection operation or the failure of the inverter,
Inverter control means for stopping only the gate control of the inverter without turning off the line breaker.

In the electric vehicle controller according to the first aspect of the present invention, when the inverter protection operation or failure occurs, only the gate signal of the inverter is turned off and the inverter is stopped to connect or disconnect the overhead line and the inverter. The vessel remains connected. As a result, the restarting time can be shortened by simply restarting the gate signal of the inverter without performing the on / off sequence operation of the circuit elements related to the disconnector at the time of restarting. The number of OFF operations is reduced to reduce wear of the contacts.

According to a second aspect of the present invention, in the electric vehicle control device according to the first aspect, when the failure detecting means detects a protective operation caused by a current (except when a phase short circuit occurs), the inverter control means operates as described above. It is characterized in that only the gate control of the inverter is stopped without turning off the breaker.

According to a third aspect of the present invention, in the electric vehicle control device according to the first or second aspect, when the failure detecting means detects a protective operation caused by a voltage (except during overvoltage suppressing control).
In addition, the inverter control means does not turn off the breaker but stops only the gate control of the inverter.

In the electric vehicle control device according to the inventions of claims 2 and 3, the protection operation and the failure of the inverter which do not require the breaker to be turned off are distinguished from the failure in which the breaker has to be turned off. It is not necessary to turn off the line breaker. Only the gate signal is turned off and the inverter is stopped at the time of protection operation of the inverter and failure detection, and the line breaker is maintained in the connected state. As a result, the restarting time can be shortened by simply restarting the gate signal of the inverter without performing the on / off sequence operation of the circuit elements related to the disconnector at the time of restarting. The number of OFF operations is reduced to reduce wear of the contacts.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 1 shows an electric vehicle controller according to a first embodiment, in which one VVV is connected to one disconnector 4.
An F inverter 5 is connected, and a plurality of AC electric motors M1, M2, ... Are connected to the inverter 5 as loads. Then, as shown in FIG. 1B, each of these AC electric motors M1, M2, ... Has a total of eight wheels 21-1R, 21-1L, two left and two right before and after the vehicle 20, respectively.
21-2R, 21-2L, ... are simultaneously rotationally driven one pair each on the left and right, and the VVVF inverter 5 drives the AC electric motor M.
This is a configuration in which all of 1 to M4 are driven simultaneously.

The feature of the electric vehicle controller of the first embodiment is that the gate controller 60 for controlling the gate of the VVVF inverter 5 has a failure detection function, and the disconnector 4 is turned off when a failure is detected. Instead, only the inverter 5 is stopped by the gate-off signal 8 of the inverter 5. Since the other components are the same as those in the conventional example, the same parts are designated by the same reference numerals, and detailed description thereof will be omitted.

In the first embodiment, when the failure of the VVVF inverter 5 is detected and the protective operation is performed, the gate control unit 60 does not output an OFF command to the line breaker 4, but only the inverter 5 is output. The gate-off signal 8 is output to stop the inverter 5. When restarting, the inverter 5 is restarted by restarting the output of the gate control signal to the inverter 5 without restarting the charging contactor 9 and the line breaker 4.

As described above, according to the first embodiment, when the VVVF inverter 5 is protected, only the gate of the inverter 5 is turned off and the breaker 4 is not turned off. Therefore, the breaker 4 is restarted. It is not necessary to reclose the charging contactor 9 and the charging contactor 9, so that the recharging operation can be accelerated and the contact wear of the disconnector 4 can be reduced.

Next, a second embodiment of the present invention will be described with reference to FIGS. In the electric vehicle control device according to the second embodiment, a plurality of VVVF inverters 5-1, 5-2, ... Are connected to one line breaker 4, and the drive motors M1, M2 are respectively connected by these inverters. ... are individually driven and each of the inverters 5-1, 5-2, ... Is controlled by each of the gate control units 60-1, 60-2 ,. As shown in FIG. 3, each of these AC electric motors M1, M2, ...
1L, 21-2R, 21-2L, ... are simultaneously driven to rotate one pair each on the left and right, and VVVF inverters 5-1 5-2.
Is a configuration for individually driving these AC electric motors M1, M2, ....

In the electric vehicle controller according to the second embodiment, each of the gate control units 60-1, 60-2, ... Detects a failure of the owning inverter and protects the owning inverter when performing a protective operation. Only the gate-off signal 8 is output, the off-command signal is not output to the line breaker 4, and the sound gate control of another inverter is continued.
Therefore, when the protection operation is performed by detecting the failure of any of the VVVF inverters, only the corresponding inverter is gated off, the breaker 4 is not turned off, and the other inverters are not stopped. Only the motor that is driven stops, and the other motors continue to drive, so that the torque reduction can be suppressed to a minimum, the riding comfort is reduced, and the impact on driving due to the deterioration of acceleration performance is also suppressed to a minimum. be able to.

Further, similarly to the first embodiment, it is not necessary to re-close the breaker 4 and the charging contactor 9 when the stopped VVVF inverter is restarted, so that the re-closing operation can be accelerated and the breaker 4 The contact wear can be reduced.

Next, a third embodiment of the present invention will be described with reference to FIGS. The third embodiment is 1
A plurality of VVVF inverters 5-1 and 5 are connected to one line breaker 4.
, -2 are connected to drive the drive motors M1, M2, ... individually by the respective inverters, and the inverters 5-1, 5-2 ,.
61-2, ... Are controlled by each. Then, as shown in FIG. 5, these AC motors M1, M
2, ... Each of the wheels 21-1R, 21-1L, 21-2, two on the left and right on the front and the rear of the vehicle 20, respectively.
R, 21-2L, ... All are individually driven to rotate, and VVV
The F inverters 5-1, 5-2, ... Have a configuration for individually driving all of these AC electric motors M1, M2 ,.

Then, the gate control units 61-1 and 61-2,
Each of the inverters 5-1 and 5-2 outputs a gate-off signal 8 individually to stop the inverter when it detects a failure of its own inverter. Is not output.

Further, gate control units 61-1 and 61-2,
Is a pair of left and right wheels, for example, wheels 21-1L
And motors M1 and M2 for driving wheels 21-1R, respectively
Regarding the gate control units 61-1 and 61-2 for the inverters 5-1 and 5-2 that control the respective wheels, a pair of left and right wheels 21-1L are formed by stopping the gate operation of one of the inverters 5-1 and 61-2. , 21-1R, an OR gate 63 and an AND gate 64 are provided in order to prevent the torque imbalance from occurring.
When the gate-off signal 8 is output from the R gate 63,
The gate-off signal 8 is simultaneously output to the inverter on its own side by AND logic of the powering command of the vehicle and the gate-off signal 8 from the other gate control unit.

In addition, when not in the power running mode, the individual inverter control units 61-1, 61-2, ...
Gate-off control is performed on each of the circuits 1, 5-2, ..., In this case, the required brake force command 31 and the regenerative brake feedbacks 32-1, 32-2 from the inverter control units 61-1, 61-2 ,. The difference between the left and right wheels is determined as the difference between each of the brake control devices 33-1, 33-2, ... And the supplementary brakes 34-1, 34-2, ... Are inserted in the electric motor to be driven by the gate-off inverter. The torque of is kept uniform.

Also in the case of the third embodiment, each of the gate control units 61-1, 61-2, ...
Only when the failure of -1, 5-2, ... Is detected and the protective operation is performed, the gate-off signal 8 is output to the inverter in charge, and the off-command signal is not output to the line breaker 4. Moreover, in the third embodiment, a pair of left and right, for example,
Gate control unit 61- for the inverters 5-1 and 5-2
Regarding 1 and 61-2, when the gate-off signal 8 is output from the OR gate 63 of the gate control unit of the other party due to the failure detection of the inverter of the other party, the powering command of the vehicle and the gate-off signal 8 from the gate control unit of the other party are output. With A
By simultaneously outputting the gate-off signal 8 to the inverter on its own side by the ND logic, torque imbalance does not occur between the pair of left and right wheels 21-1L and 21-1R.

Thus, according to the third embodiment, when a protective operation is performed by detecting a failure of any of the VVVF inverters, the corresponding inverter and another inverter paired left and right therewith, for example, the inverter 5 −
Since only the gate signals of 1 and 5-2 are turned off, the breaker 4 is not turned off, and other inverters are not stopped, the two left and right inverters 5-1 and 5-2 that are stopped
Only the two electric motors M1 and M2 on the left and right driven by the motor stop, and the other electric motors M3, M4, ... Continue to be driven. While maintaining the stability, it is possible to suppress the torque decrease to the minimum, and it is possible to suppress the influence on the driving due to the deterioration of the riding comfort and the deterioration of the acceleration performance.

Further, similarly to the first and second embodiments, the disconnector 4 is provided when the stopped VVVF inverter is restarted.
It is not necessary to reclose the charging contactor 9 and the charging contactor 9, so that the recharging operation can be accelerated and the contact wear of the disconnector 4 can be reduced.

It should be noted that the protection operation and failure of the inverter which does not need to turn off the breaker are distinguished from the failure which needs to turn off the breaker, and the protection of the inverter which does not need to turn off the breaker. At the time of operation or failure detection, the breaker can be maintained in the connected state by turning off only the gate signal and stopping the inverter, which enables the circuit elements related to the breaker to be turned on at the time of restart. / Makes it possible to simply restart the gate signal of the inverter without performing the off-sequence operation, shortening the restart time,
Further, it is possible to reduce the number of ON / OFF operations of the breaker and reduce wear of the contact.

[0030]

As described above, according to the invention of claim 1,
Only when the inverter protection operation or failure occurs, only the gate signal of the inverter is turned off to stop the inverter, and the breaker for connecting and disconnecting the overhead wire and the inverter is maintained in the connected state. As a result, the restarting time can be shortened by simply restarting the gate signal of the inverter without performing the on / off sequence operation of the circuit elements related to the disconnector at the time of restarting. It is possible to reduce the number of off operations and reduce wear of the contacts.

According to the second and third aspects of the present invention, the protection operation and the failure of the inverter which do not require the breaker to be turned off are distinguished from the failure in which the breaker has to be turned off, and the breaker is turned off. It is not necessary to turn off the inverter only when the protection operation and failure detection of the inverter are stopped, and the inverter is stopped.The circuit breaker is kept in the connected state. It is only necessary to restart the gate signal of the inverter without performing the off / off sequence operation, shorten the restart time, and turn on / off the disconnector.
It is possible to reduce the number of off operations and reduce wear of the contacts.

[Brief description of drawings]

FIG. 1 is a circuit block diagram of a first embodiment of the present invention.

FIG. 2 is a circuit block diagram of a second embodiment of the present invention.

FIG. 3 is a block diagram of a wheel drive system in the above embodiment.

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

FIG. 5 is a block diagram of a wheel drive system in the above embodiment.

FIG. 6 is a circuit block diagram of a conventional example.

FIG. 7 is a block diagram of another conventional example.

[Explanation of symbols]

1 overhead line, 2 current collector, 3 high speed circuit breaker, 4 breaker, 5,5-1, 5-2, ... Inverter, 8 gate off signal, 20 vehicle, 21-1L, 21-1R, 21-2L, 21-2R, ...
Wheels, 31 Required brake command, 32-1, 32-2, ... Regenerative brake feedback, 33-1, 33-2, ... Brake control device, 34-1, 34-2, ... Supplementary brake, 60 Inverter control part, 60-1, 60-2, ... Inverter control section, 61-1, 61-2, ... Inverter control section, 63 OR gate, 64 AND gate, M1, M2, ... Electric motor

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Tomoyoshi Makino             1-24 East, 2-24 Harumi-cho, Fuchu-shi, Tokyo             Shiba Transport Engineering Stock Association             In-house (72) Inventor Takuma Itami             No. 1 Toshiba-cho, Fuchu-shi, Tokyo Toshiba Corporation             Fuchu Office (72) Inventor Ikuya Aoyama             1-1 Shibaura, Minato-ku, Tokyo Co., Ltd.             Toshiba headquarters office F-term (reference) 5H007 AA06 BB06 CB02 CC03 FA01                       FA03 FA13 FA16                 5H115 PA08 PC02 PG01 PI03 PI29                       PU08 PV09 RB21 TO12 TO13                       TR01 TU01 TU04 TZ04

Claims (3)

[Claims] 1. An electric vehicle control device for controlling an output of an inverter, which is connected to an overhead wire via a line breaker and is composed of a semiconductor switching element, to control an output of the inverter to drive an electric motor. A failure detecting means for detecting a protection operation and a failure of the inverter; and, when the failure detecting means detects a protection operation or a failure of the inverter, does not turn off the breaker and stops only the gate control of the inverter. An electric vehicle control device comprising an inverter control means for controlling the electric vehicle. 2. The inverter control means does not turn off the breaker when the failure detection means detects a protection operation due to a current (except when a phase short circuit occurs), and only gate control of the inverter is performed. The electric vehicle control device according to claim 1, wherein the electric vehicle control device is stopped. 3. The inverter control means does not turn off the line breaker when the failure detection means detects a protection operation due to voltage (except during overvoltage suppression control), and only gate control of the inverter is performed. The electric vehicle control device according to claim 1, wherein the electric vehicle control device is stopped.