JPH07227008A - Controller for electric rolling stock - Google Patents

Abstract

PURPOSE:To smoothly control the slipping and skidding of electric rolling stock by connecting the output of each inverter of a power converter composed of a plurality of inverters in parallel with the same motor or motors provided at different positions on the electric rolling stock. CONSTITUTION:An inverter device 5 comprises, for example, four inverters 6 each capable of driving two motors 7 simultaneously. The AC power output of each inverter 6 is connected in parallel with the front motors 7 of the front bogies and rear motors 7 of the rear bogies of motorcars M1 and M2. In other words, the inverters INV1 to INV4 are connected in parallel with two of motors m11-m14 and m21-m24 of the front and rear bogies of the motorcars M1 and M2. Therefore, slipping or skidding driving wheels can be naturally stuck to rails, because the output of each inverter 6 is controlled by using the mean values of the rotating speeds of the two motors 7 connected to the inverter 6.

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.

[0002]

2. Description of the Related Art A conventional electric vehicle controller having a multi-group integrated power converter used for driving an AC motor has a structure as shown in FIG. That is, the DC power supplied to the overhead wire 1 is collected by the pantograph 2, and the circuit breaker 3,
It is taken into the inverter device 5 via the reactor 4, where DC power is converted to AC power (hereinafter referred to as orthogonal power conversion) to take out AC power having a desired voltage and frequency,
The electric motors M1 and M2 are supplied to the respective induction motors 7 so that the drive shaft 9 of the carriage 8 is rotationally driven to drive the electric car. And, the inverter device 5 is usually 4
Induction motors m11 and m of electric vehicles M1 and M2, each of which is composed of one inverter 6 and one is prepared for each electric vehicle M1 and M2, and the AC power of each inverter 6 is in charge of each.
12, m13, m14; m21, m22, m23, m2
It was supposed to be supplied in a one-to-one relationship with each of the four.

[0003]

However, such a conventional electric vehicle controller has the following problems. That is, each of the four inverters 6 forming the inverter device 5 and the motors m11, m12, m13, m1.
4; When each of the m21, m22, m23, and m24 is connected in a one-to-one relationship, when any of the drive shafts 9 slips or slides due to the axle load movement of the electric vehicle that occurs during vehicle acceleration or braking. When the rotational speed of the drive shaft 9 is detected and the frequency control of the inverter 6 is being performed, the reference speed corresponding to the vehicle speed is lost, and the torque generated by the induction motor 7 that drives the drive shaft is reduced. , The drive shaft torque of the electric vehicle could be disturbed.

The present invention has been made in view of the above conventional problems, and provides an electric vehicle control device capable of smoothly performing idling and sliding control and controlling multiple drive shafts without adding any parts. The purpose is to do.

[0005]

According to a first aspect of the present invention, there is provided an electric vehicle control device including a power conversion device including a plurality of inverters for converting DC power from an overhead wire into desired AC power and outputting the AC power. However, the output of each inverter of the power conversion device is connected in parallel to a plurality of electric motors of the same electric vehicle or adjacent electric vehicles having different positional relationships from each other.

According to a second aspect of the present invention, in the electric vehicle control device according to the first aspect, the power conversion device is constituted by four inverters, each electric vehicle is provided with front and rear two bogies, and each bogie is front and rear. Two electric motors are installed,
Each of the inverters is connected in parallel to the electric motor on the front side of one of the two bogies at the same position on the front and rear sides of the adjacent electric vehicles on the front and rear sides and the electric motor on the rear side of the other bogie.

According to a third aspect of the present invention, in the electric vehicle control device according to the first aspect, the electric power conversion device is constituted by four inverters, each electric vehicle is provided with two front and rear carriages, and each front and rear carriage is arranged. Two electric motors are installed,
Each of the inverters is a front electric motor of a bogie in front of one electric car of one electric car adjacent to the front and rear, and a rear electric motor of a bogie in the rear of the other electric car, and one electric car of one electric car adjacent to the front and rear. Is connected in parallel to the rear electric motor of the front bogie and the front electric motor of the rear bogie of the other electric car.

According to a fourth aspect of the present invention, in the electric vehicle control device according to the first aspect, the electric power conversion device is constituted by four inverters, each electric vehicle is provided with two front and rear carriages, and each front and rear carriage is arranged. Two electric motors are installed,
In each of the front and rear electric vehicles, the output of each inverter is connected in parallel to the front and rear electric motors of one of the two front and rear bogies of each electric vehicle.

According to a fifth aspect of the present invention, in the electric vehicle control device according to the first aspect, a power conversion device is constituted by four inverters, each electric vehicle is provided with two front and rear carriages, and each front and rear carriage is arranged. Two electric motors are installed,
In each of the electric vehicles adjacent to the front and rear, the output of each inverter is connected in parallel to the front electric motor and the rear electric motor of the front and rear bogies of each electric vehicle.

[0010]

According to another aspect of the present invention, there is provided an electric vehicle control device having a power converter including a plurality of inverters for converting DC power from an overhead wire into desired AC power and outputting the AC power. Drives driven by either of the electric motors connected to the output of the same inverter by connecting the output of each inverter in parallel to the electric motors of the same electric vehicle or at a plurality of locations in different positions of the adjacent electric vehicle Even if the wheels slip or slip, the output of the inverter is controlled by the average value of the rotation speeds of the multiple motors connected in parallel. Is performed naturally, and slipping or sliding control can be performed smoothly.

According to the electric vehicle control device of the invention of claim 2, 4
The electric power conversion device is configured by the inverters of two units, each electric vehicle is provided with two front and rear bogies, and two electric motors are installed on each front and rear of each electric vehicle. 2 at the same position before and after
By connecting in parallel the electric motor on the front side of one of the bogies and the electric motor on the rear side of the other bogie, the drive wheels driven by one of the electric motors connected to the output of the same inverter run idle or slide. Even if this is done, the output of the inverter controls the rotation speed of each electric motor by the average value of the rotation speed of both electric motors connected in parallel, so that the re-adhesion of the drive wheels that are idling or sliding naturally occurs. As a result, slipping or sliding control can be smoothly performed.

Also in the electric vehicle control device according to the invention of claim 3, the inverters each have a front electric motor of a front bogie of one electric car and a rear bogie of the other electric car of front and rear adjacent electric cars. Side electric motor, or the front and rear electric motors of the front bogie of the electric bogie of one electric car of the front and rear adjacent electric cars, and the same inverter by connecting in parallel with the front electric motor of the bogie of the other electric car. The output of the inverter controls the rotation speed of each motor by the average value of the rotation speed of both motors connected in parallel, even if the drive wheel driven by one of the motors connected to As a result, the re-adhesion of the drive wheels that are idling or gliding is naturally performed, and idling or gliding control can be performed smoothly.

Also in the electric vehicle control device according to the present invention, the output of each inverter in each of the front and rear adjacent electric vehicles is the front electric motor of one bogie of the front and rear bogies of each electric vehicle and the other bogie. Even if the drive wheel driven by one of the motors connected to the output of the same inverter runs idle or slides by connecting it to the motor on the rear side in parallel, the output of the inverter is connected in parallel. Since the rotation speed of each electric motor is controlled by the average value of the rotation speed of the electric motor, the re-adhesion of the drive wheel that is idling or sliding is naturally performed.
Smooth idling or sliding control.

Also in the electric vehicle control device according to the invention of claim 5, the output of each inverter is parallel to the front and rear electric motors of the front and rear bogies of each electric vehicle in each of the front and rear electric vehicles. Even if the drive wheel driven by one of the electric motors connected to the output of the same inverter spins or glides due to the connection, the output of the inverter depends on the average value of the rotational speeds of both electric motors connected in parallel. Since the rotational speeds of the electric motors are controlled, the re-adhesion of the drive wheels that are idling or gliding is naturally performed, and idling or gliding control can be smoothly performed.

[0015]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 shows a common embodiment of the inventions of claims 1 and 2. The electric vehicle control device of this embodiment is
The DC power supplied to the overhead wire 1 is collected by the pantograph 2 and taken into the inverter device 5 via the circuit breaker 3 and the reactor 4, where it is subjected to orthogonal power conversion to obtain a desired voltage,
The AC power of the frequency is taken out and applied to each induction motor 7 of the electric cars M1 and M2, whereby the drive shaft 9 of the carriage 8 is rotationally driven to drive the electric car. Then, in the inverter device 5, the AC power of each inverter 6 composed of 64 inverters each having a capacity of driving two electric motors 7 at the same time is supplied to the front electric vehicle M1 and the rear electric vehicle M2, respectively. The two trolleys 8 at the same front and rear are connected in parallel to the front electric motor of one trolley and the rear electric motor of the other trolley.

That is, in the combinations shown in Table 1 below, the electric vehicles M1 and M in which the inverters INV1 to INV4 are adjacent to each other in the front and rear direction.
2 Electric motors m11 to m1 before and after the bogies 8 before and after each
4; any two of m21m to m24 are connected in parallel.

[0017]

[Table 1] The control circuit of each inverter 6 of such an electric vehicle control device has the configuration shown in FIG. 2, and any two induction motors mij, mkl are provided on the output side of each inverter (INVi) 6 of the integrated inverter device 5. Are connected in parallel, and the signal Fr from the rotational speed detector 10 of each of the electric motors mij and mkl is used to control the speed of the electric motor by the rotational frequency control.
1, Fr2 are fed back to the inverter controller (CTR) 11. In addition, the speed command of this inverter controller 11 is a mass controller (MC).
The power running notch commands 1N to 5N or the braking notch commands 1N to 7N are input from 12, and the slip frequency Fs corresponding to this notch command is generated.

Therefore, the inverter controller 11 generates the speed command F by the logical operation shown in FIG. 3 and performs switching gate control based on the speed command F to control the rotation of the electric motor at a desired frequency. That is, by the arithmetic circuit shown in FIG.
When the rotation frequencies Fr1 and Fr2 of ij and mkl are input,
An average value calculation is performed in the average value circuit 13 to obtain the rotation frequency average value Fo. Then, in the adder 14, this average value Fo is added to the slip frequency Fs corresponding to the power running notch command given from the mask controller 12, and the result is output as the rotation frequency F. Therefore, the inverter controller 11 generates a switching gate signal such that the electric motors mij and mkl are accelerated to this rotation frequency by, for example, PWM control, and thereby performs the gate control of the inverter 6 so that the electric motors mij and mkl are rotated at a predetermined rotation speed. To rotate the drive shafts of the electric cars M1 and M2.

When the electric vehicle is running, particularly when accelerating, the center of gravity moves to the rear side, so that the front bogie has a smaller load than the rear bogie, and in the same bogie 9, the front electric motor is applied. The load becomes smaller than the load applied to the rear electric motor, and as a result, during acceleration, the drive wheels driven by the front electric motor tend to slip.

Therefore, in the electric vehicle shown in FIG.
Consider a case where the electric motor m11 connected to INV1 is idling. A front electric motor m11 of the front bogie of the front electric vehicle M1 and a rear electric motor m22 of the front bogie of the rear electric vehicle M2 are connected in parallel to the INV1. Therefore, the electric motor mij in FIG.
= M11, mkl = m22, and their rotation frequencies Fr1 and Fr2, these average values Fo are calculated by the average value circuit 13 in the arithmetic circuit of FIG. The value Fo is Fo <Fr1.

Since this average value speed Fo becomes the value used for the rotation speed control, even if the electric motor m11 is idling, the slip frequency control is naturally executed with reference to the slow speed. , The idling electric motor m11 has a lower speed F than the speed Fr1 at the time of idling.
The speed will be suppressed so that it will rotate with, and it will naturally re-adhere.

Thus, when idling occurs in any of the electric motors, as in the conventional case in which the respective inverters of the integrated inverter device in which a plurality of inverters are integrated drive the electric motors in a one-to-one manner. A command for further acceleration is given by the loss of the torque, and the idling is not easily stopped, and stable traveling is possible.

On the contrary, in the case of the braking control, the braking notch command is input from the mask controller 12 in the circuit shown in FIG. 2, and the slip frequency Fs corresponding to this braking notch command has a negative value in the arithmetic circuit shown in FIG. As adder 14
The speed command F is added to the rotation speed frequency average value Fo to output the speed command F, thereby performing deceleration control. Then, in the case of this braking control, the load is biased on the front truck, and in the case of the same truck, the load is biased on the front electric motor, and in the case of the embodiment of FIG. 1, the resistance of the rear electric motor m12 becomes small. Therefore, there is a case where the drive wheels lock and slide, but in such a case, the relationship between the average value Fo and the rotation speed frequency Fr2 of the rear electric motor is Fo> Fr2. Since the rotation speed control of the electric motor is executed based on this average value, a large speed command is given to the electric motor m12 whose rotation speed has been decreased, and the sliding can be naturally stopped.

In this way, in the electric vehicle control device of this embodiment, even if idling or sliding occurs in the drive wheels of any electric motor, there is another electric motor whose rotation is controlled by the same inverter. The rotation speed is controlled so that the idling and sliding can be smoothly performed, and the multiple drive shafts can be controlled without adding any parts.

Next, another embodiment of the idling / sliding control circuit will be described with reference to FIG. In the arithmetic circuit of this embodiment, a comparator 15 is further added to the arithmetic circuit of FIG. 3, and the average value Fo is compared with the motor actual speed frequencies Fr1 and Fr2 by the comparator 15, and the average is obtained during power running control. It is determined that the motor that gives a rotation frequency higher than the value Fo by a predetermined value or more has idle rotation, and when the idle rotation occurs, the slip frequency Fs is reduced by a predetermined value ΔF to the subtractor 16 to reduce the slip frequency Fs. The value ΔF is output.

According to this embodiment, particularly when idling occurs, the electric motor on the side of the drive wheel in which idling occurs, and when this is the electric motor mij, the speed frequency Fr1 on the side of this electric motor mij.
Therefore, the average value Fo is larger than usual, but the slip frequency Fs is not added as it is, but the predetermined value Δ is added to the slip frequency Fs.
Since the slip frequency Fs' having a value smaller by F is added, the increase in the acceleration control can be suppressed to a small extent, and the re-adhesion at the time of slippage can be made easier than that in the first embodiment.

Similarly, in the case of braking control, the speed command F is obtained by subtracting the slip frequency Fs', which is smaller by a predetermined value ΔF, from the speed average value Fo in the adder 14.
Is output, the deceleration for each electric motor is reduced, and control is performed to further increase the rotational speed of the sliding electric motor, and in this case also re-adhesion is likely to occur.

Next, a common embodiment of the inventions of claims 1 and 3 will be described with reference to FIG. In addition,
The control circuit of each inverter 6 is the same as that shown in FIG. 2, and the arithmetic circuit for the speed command of the electric motor is the same as that shown in FIG. 3 or 4.

In the case of the electric vehicle control device of this embodiment, the inverters 6 are connected to the front electric motor of the bogie 8 on the front side of one electric vehicle of the electric vehicles M1 and M2 adjacent to the front and rear and the rear electric motor of the other electric vehicle. For the electric motor on the rear side of the bogie 8, the electric motor on the rear side of the bogie 8 on the front side of one of the electric cars M1 and M2 adjacent to the front and the rear, and the electric motor on the front side of the bogie 8 on the rear side of the other electric car. It is a configuration in which they are connected in parallel.

That is, in the combinations shown in Table 2 below, the electric vehicles M1 and M in which the inverters INV1 to INV4 are adjacent to each other in the front and rear direction.
2 Electric motors m11 to m1 before and after the bogies 8 before and after each
4; any two of m21m to m24 are connected in parallel.

[0031]

[Table 2] Thus, also in the case of this embodiment, even if the drive wheels driven by one of the electric motors connected to the output of the same inverter 6 idle or slide for the same reason as in the first embodiment, the outputs of the inverters are in parallel. Since the rotation speed of each electric motor is controlled by the average value of the rotation speed of both electric motors connected, the re-adhesion of the drive wheels that are idling or sliding is naturally performed, and the idling or sliding control is performed. It can be done smoothly.

Next, a common embodiment of the inventions of claims 1 and 4 will be described with reference to FIG. The control circuit of each inverter 6 is the same as that shown in FIG. 2, and the arithmetic circuit for the speed command of the electric motor is the same as that shown in FIG. 3 or 4.

In the electric vehicle control device of this embodiment, the output of each inverter 6 in each of the electric vehicles M1 and M2 adjacent to each other in the front and rear direction is controlled by the electric vehicle M1. Two bogies before and after M2 8
The electric motors on the front side of one of the bogies and the electric motors on the rear side of the other bogie are connected in parallel.

That is, in the combinations shown in Table 3 below, the electric vehicles M1 and M in which the inverters INV1 to INV4 are adjacent to each other in the front and rear direction.
2 Electric motors m11 to m1 before and after the bogies 8 before and after each
4; any two of m21m to m24 are connected in parallel.

[0035]

[Table 3] Thus, in the case of this embodiment as well, for the same reason as in the first embodiment, even if the drive wheels driven by one of the electric motors connected to the output of the same inverter spins or slides, the output of the inverter is parallel. Since the rotation speed of each electric motor is controlled by the average value of the rotation speed of both connected motors, the re-adhesion of the drive wheels that are idling or sliding is naturally performed, and the slipping or sliding control is performed. It can be done smoothly.

Next, a common embodiment of the inventions of claims 1 and 5 will be described with reference to FIG. The control circuit of each inverter 6 is the same as that shown in FIG. 2, and the arithmetic circuit for the speed command of the electric motor is the same as that shown in FIG. 3 or 4.

In the case of the electric vehicle control device of this embodiment, the output of each inverter 6 in each of the electric vehicles M1 and M2 adjacent to the front and rear is supplied to the front and rear bogies 8 of the electric vehicles M1 and M2.
Are connected in parallel to the front side electric motor and the rear side electric motor.

That is, in the combinations as shown in Table 4 below, the electric vehicles M1 and M1 in which the inverters INV1 to INV4 are adjacent to each other in the front and rear direction.
2 Electric motors m11 to m1 before and after the bogies 8 before and after each
4; any two of m21m to m24 are connected in parallel.

[0039]

[Table 4] Thus, in the case of this embodiment as well, for the same reason as in the first embodiment, even if the drive wheels driven by one of the electric motors connected to the output of the same inverter spins or slides, the output of the inverter is parallel. Since the rotation speed of each electric motor is controlled by the average value of the rotation speed of both electric motors connected, the re-adhesion of the drive wheels that are idling or sliding is naturally performed, and the idling or sliding control is performed. It can be done smoothly.

In each of the above embodiments, one inverter drives two electric motors because of the capacity of the inverter, but when the electric motors having an inverter capacity of three or more can be connected in parallel. The embodiment of claim 1 is not limited to the above embodiments, and the output of the inverter is connected in parallel to three or more electric motors of the same electric vehicle or adjacent electric vehicles that are in different positional relationships from each other. can do.

[0041]

As described above, according to the invention of claim 1,
It has a power conversion device composed of a plurality of inverters that convert DC power from an overhead wire into AC power of a desired voltage and frequency and output it, and the output of each inverter of the power conversion device is the same electric vehicle or adjacent. Since the motors are connected in parallel to a plurality of electric motors that have different positional relationships from each other, even if the drive wheels driven by any of the electric motors connected to the output of the same inverter run idle or slide, The output of is controlled by the average value of the rotational speed of multiple motors connected in parallel, so that the idling or re-adhesion of the driving wheels that are sliding can be performed naturally, and the idling Alternatively, the sliding control can be performed smoothly, and for that reason, no additional device is required, and conversely, the number of inverters can be reduced and the space factor can be reduced. Improvement of data also can be achieved.

According to the second aspect of the present invention, the electric power converter is composed of four inverters, and each electric vehicle has two front and rear power converters.
Two trolleys are installed, two motors are installed on each trolley, and two inverters are installed on the front and rear of each trolley. Since it is connected in parallel with the electric motor on the rear side of the other truck, the output of the inverter is connected in parallel even if the drive wheel driven by one of the electric motors connected to the output of the same inverter spins or glides. Since the rotation speed of each motor is controlled by the average value of the rotation speed of both motors, the re-adhesion of the drive wheels that are idling or sliding is naturally performed, and the slipping or sliding control is smooth. The number of inverters can be reduced and the space factor can be improved.

According to the third aspect of the invention, each of the inverters has a front electric motor of a bogie on the front side of one electric car of front and rear electric cars, and a rear electric motor of a bogie on the rear side of the other electric car. In addition, since the electric motor on the front side of the bogie on the front side of one electric car on the front and rear sides of the electric car is connected in parallel to the electric motor on the front side of the bogie on the back side of the other electric car, the output of the same inverter Even if the drive wheel driven by one of the connected motors spins or slides, the inverter output controls the rotation speed of each motor by the average value of the rotation speeds of both motors connected in parallel. The re-adhesion of the drive wheels that are idling or sliding is now performed naturally, and idling or sliding control can be performed smoothly.
Moreover, for that reason, an additional device is not required, and conversely, the number of inverters can be reduced and the space factor can be improved.

According to the fourth aspect of the present invention, in each of the front and rear adjacent electric vehicles, the output of each inverter is provided between the front and rear electric motors of one of the two bogies of the electric vehicle and the rear side of the other bogie. Since it is connected in parallel with the electric motor,
Even if the drive wheel driven by one of the electric motors connected to the output of the same inverter spins or slides, the output of the inverter is the rotational speed of each electric motor depending on the average value of the rotational speed of both electric motors connected in parallel. As a result, the re-adhesion of the drive wheels that are idling or gliding can be performed naturally, and the idling or gliding control can be performed smoothly. The number of vehicles can be reduced and the space factor can be improved.

According to the fifth aspect of the invention, in each of the front and rear adjacent electric vehicles, the output of each inverter is connected in parallel to the front and rear electric motors of the front and rear bogies of each electric vehicle. Therefore, even if the drive wheel driven by one of the electric motors connected to the output of the same inverter spins or glides, the output of the inverter is determined by the average value of the rotational speeds of both electric motors connected in parallel. Since the rotation speed is controlled, the re-adhesion of the drive wheels that are idling or gliding can be naturally performed, and the idling or gliding control can be performed smoothly. Moreover, the number of inverters can be reduced and the space factor can be improved.

[Brief description of drawings]

1 is a circuit diagram of a common embodiment of the inventions of claims 1 and 2. FIG.

FIG. 2 is a block diagram of an inverter control circuit in the above embodiment.

FIG. 3 is a block diagram of a speed control arithmetic circuit in the above embodiment.

FIG. 4 is a block diagram of another example of the speed control arithmetic circuit.

FIG. 5 is a circuit diagram of a common embodiment of the inventions of claims 1 and 3.

FIG. 6 is a circuit diagram of a common embodiment of the inventions of claims 1 and 4.

FIG. 7 is a circuit diagram of a common embodiment of the inventions of claims 1 and 5.

FIG. 8 is a circuit diagram of a conventional example.

[Explanation of symbols]

 1 Overhead line 2 Pantograph 3 Contactor 4 Reactor 5 Inverter device 6 Inverter 7 Electric motor 8 Cart 9 Drive shaft 10 Speed detector 11 Inverter controller 12 Masscon 13 Average value circuit 14 Adder 15 Comparator 16 Subtractor M1, M2 Electric vehicle m11, m12, ...; m21, m22, ... Electric motor INV1, INV2, ... Inverter

Claims (5)

[Claims] 1. A power converter comprising a plurality of inverters for converting DC power from an overhead wire into desired AC power and outputting the AC power, wherein the output of each inverter of the power converter is the same electric vehicle or An electric vehicle control device characterized by being connected in parallel to a plurality of electric motors of adjacent electric vehicles having different positional relationships from each other. 2. A power conversion device is configured by four inverters, each electric vehicle is provided with two front and rear bogies, and each electric vehicle is provided with two front and rear electric motors.
It is characterized in that each of the inverters is connected in parallel to a front electric motor of one bogie and a rear electric motor of the other bogie of two bogies located at the same position in front and rear of the electric cars adjacent to each other. The electric vehicle control device according to claim 1. 3. An electric power conversion device is constituted by four inverters, each electric vehicle is provided with two front and rear bogies, and each electric vehicle is provided with two front and rear electric motors, respectively.
Each of the inverters is a front electric motor of a bogie on the front side of one electric car of the electric cars adjoining the front and rear, and a rear electric motor of a bogie on the rear side of the other electric car, and one electric motor of the electric cars adjoining the front and rear. 2. The electric vehicle control device according to claim 1, wherein the electric motor on the rear side of the bogie on the front side of the vehicle and the electric motor on the front side of the bogie on the rear side of the other electric vehicle are connected in parallel. 4. An electric power conversion device is constituted by four inverters, each electric vehicle is provided with two front and rear bogies, and each electric vehicle is provided with two front and rear electric motors, respectively.
In each of the front and rear adjacent electric vehicles, the output of each of the inverters is connected in parallel to the front and rear electric motors of one of the two front and rear bogies of each electric vehicle. The electric vehicle control device according to claim 1, which is characterized in that. 5. An electric power conversion device is configured by four inverters, each electric vehicle is provided with two front and rear bogies, and each electric vehicle is provided with two front and rear electric motors, respectively.
2. An electric vehicle according to claim 1, wherein the output of each of the inverters is connected in parallel to the front and rear electric motors of the front and rear bogies of each electric vehicle in each of the front and rear electric vehicles. Car control device.