JPS6328202A - Controller for electric vehicle - Google Patents

Abstract

PURPOSE:To hold a driving force necessary at the time of emergency drive by supplying the output of a VVVF (variable voltage variable frequency) inverter for an auxiliary unit to a driving AC motor at the time of emergency drive. CONSTITUTION:A switching unit 3 is connected as designated by a solid line at the time of normal drive, and 3-phase AC for voltage, current and slip frequency corresponding to a drive control command from a vehicle control instructing unit 7 are applied from a driving VVVF inverter 9 to driving AC motors 41-44. On the other hand, 3-phase AC are supplied from a VVVF inverter 2 for an auxiliary unit to an auxiliary unit 5. The unit 3 is switched and connected as designated by a broken line at the time of emergency drive necessary for a larger driving force than the time of normal drive, and the output of the inverter 9 is applied to the motors 41-43. The output of the inverter 2 is applied to the motor 44.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for an electric vehicle, and particularly to a control device for an electric vehicle that uses an AC induction motor, an AC linear motor, or the like as a running motor.

[Prior art]

With the development and practical application of VVVF (Variable Voltage Variable Frequency) inverter devices that allow high voltages and large currents, cage-type induction motors are used as running motors even in so-called DC electric railways that supply DC power through overhead lines or third rails. Electric cars using this have been put into practical use.

On the other hand, inverter devices are also becoming popular as power sources for supplying alternating current to auxiliary equipment of electric vehicles, such as air-conditioning equipment, lighting, and the like.

Conventionally, electric vehicles have been equipped with a VVVF inverter device as a power source for running and a VF inverter device for auxiliary equipment independently. For example, the Kumamoto City Transportation Bureau's 8200-series electric car, which was the first electric car in Japan to be put into general operation as an electric car that controlled a running AC motor using a VVVF inverter, was published in 1982 as a pamphlet published by the bureau. According to , in addition to the VVVF impark device for the three-phase AC cage induction motor for running, it is equipped with a 5kV thyristor inverter as an auxiliary power source for auxiliary equipment.

In addition, according to the Osaka City Transportation Bureau's ``Banfreso I/rVVVF Inverter Trains and 20 Series Vehicles'' published in March 1981, the Osaka City Transportation Bureau's 20 series electric cars have a V-shif F for driving AC motors with a 670 kVA running AC motor. Although it is equipped with an inverter, the auxiliary power supply is a motor generator that is common in conventional electric cars.

Furthermore, according to the pamphlet Nodo published by the Yokohama City Transportation Bureau [Yokohama Medium-High-Speed Railway 1st and 3rd sub-line 2000-series vehicles published in 1984, the control device for the running electric motor in this 2000-series electric car is an armature chopper. Although it controls a DC motor, a static GTO impark device with a rated output of 130 kVA is used as an auxiliary power supply device. In addition, a pamphlet published by the Housing and Urban Development Corporation [Chiba New Town Line 2
According to the 000 Series J published in 1984, in this 2000 Series electric car, the driving motor control device is a field chomper, which controls the DC motor, but the auxiliary power supply is also a 110 νA stationary GTO. An inverter device is used.

In recent years, with the development of high-voltage, large-current inverter devices, the use of impark devices for controlling the running motors of electric cars or as auxiliary power supplies for auxiliary equipment has become widespread. In some cases, as in the Kumamoto City Transportation Bureau 8200 type electric vehicle mentioned above, separate inverter devices are used for both the power source of the electric motor for traveling and the auxiliary power source. However, when an inverter is used as a power source as in this example, each inverter generates an output corresponding to each controlled object, so separate inverters are required for both the power source of the driving motor and the auxiliary power source. Requires use of park device.

[Problem that the invention seeks to solve]

By the way, in the case of an electric vehicle whose running AC motor is controlled by a SVVP inverter device, the number of electric vehicles (vehicles equipped with a running AC motor) in the formation must be reduced in terms of the cost of the VVVF inverter device. I'm trying to keep it as low as possible.

Specifically, when an AC motor is used as a running motor, the adhesive properties of the electric vehicle are greatly improved compared to when a DC motor is used. By improving the output of the AC motor, - the number of electric vehicles in a formation is reduced.

However, as mentioned above, if the number of electric vehicles in one formation is reduced and normal operation is carried out at the limit of the adhesion characteristics, for example, a broken formation is pushed to the next station as a normal formation. When driving, it is obvious that the adhesion limit will be exceeded on an uphill slope, and as a result, it is inevitable that the drive wheels will spin.

In addition, even if there is some margin in the adhesive properties, VV
It is uneconomical to unnecessarily increase the capacity of the VI signature converter device in preparation for emergency operations that rarely occur as mentioned above, and it also increases the size of the device and the resulting weight of the vehicle. There is also the problem of inviting

The present invention has been made in view of the above-mentioned problems, and there is no need to unnecessarily increase the capacity of the vVVF inverter device, and there is no need to add additional units. The purpose of the present invention is to provide a control device for an electric vehicle that can output a drive force that is even greater than that during normal operation when operating in such an emergency situation.

[Means for solving problems]

In the present invention, when an AC motor is used as a running motor of an electric vehicle and a VVVF inverter device is used as an auxiliary power source for auxiliary equipment such as an air-conditioning device or a lighting device, the VVVF inverter device of the auxiliary power source is A switching device that can supply the output not only to auxiliary equipment but also to the AC motor for driving, and when the output of the VVF inverter device for auxiliary power supply is supplied to the AC motor for driving, Control [Auxiliary power supply system in response to command]
and means for controlling the output of the p-inverter device.

In addition, in the second invention, the auxiliary traveling electric motor is also provided for the auxiliary wheels that do not normally generate driving force, and the output of the VVVF inverter device of the auxiliary power source can be supplied to the auxiliary traveling electric motor as necessary. When the output of the switching device and the auxiliary power supply VVVF inverter device is being supplied to the auxiliary travel motor, the output of the auxiliary power supply VVVF inverter device is controlled in response to a travel control command to the travel AC motor. equipped with the means.

[Effect]

In the electric vehicle control device of the present invention, when a large driving force is required, such as when propelling a failed train on an uphill slope, power is also supplied to the running AC motor from the auxiliary power source SiVP inverter device. This makes it possible to generate a large driving force that enables propulsion of a malfunctioning formation in an emergency, without requiring excessive equipment during normal operation. In addition, in the second invention, when a large driving force is required, it is possible to run by supplying power from the auxiliary power supply Vp impark device to the auxiliary running AC motor, which is not normally used. Therefore, it becomes possible to generate a large driving force that enables the propulsion operation of a malfunctioning formation in an emergency.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below based on drawings showing embodiments thereof.

FIG. 1 is a block diagram showing the configuration of a first embodiment of the control device for an electric vehicle according to the present invention, and is used when there is sufficient adhesion characteristics of the drive wheels to which the AC motor for running is connected. . Furthermore, this embodiment shows an example of a configuration in which power is supplied to both the AC motor for traveling and the auxiliary equipment using separate VVVF inverter devices.

Reference numeral 1 in the figure is a pantograph, which receives, for example, 1500 volts of direct current from an overhead line (not shown). This pantograph I
The DC power received from the AC power source is supplied to, for example, a V/F inverter device 2 which is a power source for auxiliary equipment 5 such as an air-conditioning device or a lighting device, and a running AC motor 4 installed in one electric vehicle.
Power is supplied to the VVVF in-hark device 9 for driving 1 to 44.

The VVVF in-hake device 2 for auxiliary equipment is the VVVF for driving.
It has a relatively small capacity compared to the in-harc device 9, and is normally used to power an auxiliary device 5, such as an air-conditioning device or a lighting device, which is driven by three-phase alternating current. The three-phase AC output of this VVVF inverter device 2 for auxiliary equipment is 3
It is fed to the switching device 3 via a line circuit.

6 in the figure is an auxiliary equipment control command device, which outputs a control signal for controlling the auxiliary equipment 5. The control signal output from this auxiliary device control (h total device 6) is given to the control logic section 8 described above.The control logic section 8 is provided in this auxiliary device VVVF inverter device 2. This control logic unit 8 is supplied with control signals from a vehicle control command device 7 and a auxiliary equipment control command device 6, which will be described later, and is configured to control the auxiliary equipment V
Performs logical control of the VVI+ inverter device 2.

In the figure, 7 is a vehicle control command device, which controls the power and braking of the electric vehicle, specifically, the current, voltage, and slip frequency given from the V/F inverter device 9 to the AC motors 41 to 44 for travel. By appropriately controlling the AC motors 41 to 44 for driving, a travel tit order signal is output for performing drive control, first regeneration, power generation braking control, etc. The travel command signal output from this vehicle control command device 7 is VνV for travel.
l” (In addition to the
1j is also provided in the control 11 logic section 8 of the inverter device 2.

The VVVF inverter device 9 for running has a comparatively larger capacity than the VVVF inverter device 2 for auxiliary equipment described above, and converts the voltage, current, and slip frequency corresponding to the control signal given from the vehicle control command device 7 into AC for running. Electric motor 41-4
4, drive control of the electric vehicle, that is, control of running and braking. The output of this running V-pimping device 9 is transmitted to the first to fourth running AC motors 41 to 44 installed in the electric vehicle. Although it is directly applied to the AC motor 44 for traveling, it is applied via the switching device 3 described above.

In this embodiment, the switching device 3 is the auxiliary equipment VV switch 1? It is configured such that the output of the inverter device 2 can be selectively fed to either the auxiliary equipment 5 or the fourth AC electric IJS 144 for traveling. Specifically, during normal operation, the first contact 31 of the switching device 3 connects the auxiliary device VVVF inverter device 2 and the auxiliary device 5, as shown by the solid line in FIG. The contact point 32 connects the running VvF inverter device 9 and the fourth running AC motor 44. In addition, in an emergency, for example, when a malfunctioning train is to be operated from 11, this switching device 3 can be operated by issuing a predetermined instruction so that the first contact point 31 is connected to the auxiliary equipment switch as shown by the broken line. The VVVF inverter device 2 and the fourth running AC motor 44 are connected, and the second contact 32 releases the connection between the running VVVF inverter device 9 and the fourth running AC motor under normal conditions. works.

Therefore, under normal conditions, the output of the auxiliary equipment VVF impark device 2 is given only to the auxiliary equipment 5, the output of the traction VVVF inverter device 9 is given to the fourth traction AC motor 44, and the switching device 3 During emergency operation when the auxiliary equipment VVVF inverter device 2 is switched to
AC motor 44 for running, and VVI for running
The output of the /F inverter device 9 is given to the first to third running AC motors 41 to 43.

The operation of the apparatus of the present invention configured as described above will be explained below.

During normal operation, the switching device 3 is connected as shown by the solid line in FIG.
A three-phase alternating current with a frequency of 1 is applied from the running VF in-hake device 9 to each running AC motor 44. This causes the electric vehicle to move or brake in accordance with the control command. Further, when the auxiliary equipment control command device 6 commands the operation of the auxiliary equipment 5, for example, an air conditioning system, this travel command signal is given to the auxiliary equipment VVVF impark device 2,
Three-phase AC power is supplied from the auxiliary device VP inverter device 2 to the auxiliary device 5, and the auxiliary device 5 is driven.

Now, during an emergency operation that requires a larger driving force than during normal operation, such as propulsion of a faulty formation on an uphill slope, by operating the switching device 3,
Switch and connect as shown by the broken line in FIG. As a result, the output of the running VVVF inverter device 9 is no longer given to the fourth running AC motor 44, so the running VVV
The number of running AC motors to which the output of the VVF inverter device 9 is applied is reduced from the usual four to three. Therefore, the first
The input power to each of the third running AC motors 41 to 43 increases by 473 times that of normal operation, and the starting 1-lux generated by each of the running AC motors 41 to 43 increases.

Furthermore, by switching the switching device 3, the fourth running AC motor 44 receives the three-phase AC output from the auxiliary equipment VVVF inverter device 2, but the auxiliary equipment VV
The output of the VF inverter device 2 is controlled by the traveling speed signal given from the vehicle control speed control device 7. 311
Controlled by logic section 8. For this reason, VV for auxiliary equipment
The fourth running AC electric power tJ3144 whose drive is controlled by the three-phase AC output from the VF inverter device 2 is connected to the other first to third running AC electric motors whose drive is controlled by the running VVVF inverter device 9. Traveling (controlled according to command signals) output from the vehicle control Ih command device 7 in synchronization with the electric motor 43.

Therefore, the switching device 3 is switched to switch the first to third running AC electric motors ~43 to the running VVVF inverter device 9.
, the fourth running AC motor 44 is connected to the VVV for auxiliary equipment.
By controlling the respective drives with the F inverter device 2, a larger propulsion force is generated at 2 compared to normal times, so it is sufficiently possible, for example, to run a faulty formation in tt+ on an uphill slope (7).

It should be noted that while the switching device 3 is being switched, as in the case of a secondary switch, the operation of the auxiliary equipment 5 is stopped, or such a situation occurs only rarely, and the time in such a case is within the range of Class H4. Because of this, there are very few cases where driving is impaired.

In addition, in the two-unit embodiment, the configuration is such that power can be supplied from the auxiliary equipment SiVVP in-hark device 2 to only one of the four running AC motors. The power supply for the old running AC motor ~44・＼ is also V-shishi-F.
If it is done with an inverter device, is the running cylinder V+?
By synchronously controlling the inverter device 1 and the VVVF inverter device 2 for auxiliary equipment,
A configuration in which the outputs of both VVVF inverter devices 2 and 9 are fed to 44 at the same time is also possible.

FIG. 2 is a block diagram showing a second embodiment of the invention. In this embodiment, for example, each traveling AC motor 41 to
This embodiment is effective in cases where there is not enough room in the adhesion characteristics of each drive wheel to which the drive wheel 44 is connected, and applying the first embodiment described above is likely to result in slipping.

Hereinafter, the differences between this embodiment and the previous embodiment will be explained (-It).

In the control device of this embodiment, in addition to the four electric motors to 44 that can be normally equipped in one electric vehicle, for example, an accompanying vehicle (usually not equipped with a running electric motor) that is connected adjacently The vehicle is also equipped with a fifth running AC electric IJ 31 (hereinafter referred to as an auxiliary running electric motor) 45. Of course, power is not supplied to the electric fi 45 for auxiliary travel equipped on this accompanying vehicle during normal driving. Specifically, this auxiliary traveling electric motor 45 is not connected to the traveling VVVF inverter device 9, and the output of the auxiliary equipment VVVF inverter device 2 is changed only when the switching device 3 is switched from the normal state. It is configured as given.

Further, in this embodiment, the output of the VVVF inverter device 9 for running is always directly supplied to the first to fourth AC motors 1 to 44 for running. Then, the switching device 3 is connected to the V for auxiliary equipment.
The output of the VVF inverter device 2 is set to q,
During normal operation, the output of the VVVF inverter device 2 for auxiliary equipment is given to the auxiliary equipment 5 by the switching operation of the switching device 3. This is the same as in the previous embodiment, but the switching device 3 is switched. In this case, unlike the previous embodiment, the output of the auxiliary device VF inverter device 2 is given to the auxiliary traveling electric motor 45.

Therefore, in this embodiment, the output of the running VVVF inverter device 9 is always supplied to the four running AC motors 4, the first to the fourth.
1 to 44, the driving force of each of these traveling AC motors 41 to 44 is not increased during emergency operation. However, by switching the gJ conversion device 3, the VVV for the auxiliary equipment that is normally supplied to the auxiliary equipment 5 can be changed.
The three-phase AC output of the F inverter device 2 is applied to the auxiliary traveling electric motor 45, which is not driven during normal operation, and generates a driving force as a traveling electric motor. Therefore, as in the embodiment described above, the propulsion force of the entire formation is increased during emergency operation, and there is no possibility that the first to fourth running AC motors 41 to 44 will idle.

In addition, all of the above-mentioned embodiments have been explained using an electric vehicle whose wheels are rotated by an induction motor as an example, but the induction weight +
Of course, it is also possible to use a linear motor instead of tJffl.

Furthermore, in each of the two embodiments, power is supplied to the AC motor for driving by a VVVF inverter device,
A similar AC power supply device may be used, or a configuration may be used in which AC applied to an overhead line is directly supplied to a traveling AC motor.

〔effect〕

As explained above, according to the present invention, during emergency operation, by feeding the output of the VVVF inverter device for auxiliary equipment to the running AC motor, a larger driving force is generated for the entire train set than during normal operation. This makes it possible to maintain the necessary driving force during emergency operation without requiring excessive equipment during normal operation.

Therefore, it is unnecessary to equip a power supply for the running AC motor with an excessive capacity in case of an emergency operation, and it is unnecessary to equip more than necessary AC running motors. An electric vehicle that is economical on both sides is realized.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention, and FIG. 1 is a block diagram showing the configuration of the first embodiment of the electric vehicle control device according to the present invention, and FIG. 2 shows the second configuration. It is a block diagram. 2...ShiVVP inverter device for auxiliary equipment 3...
- Switching device 4 (41 to 44)... AC motor for traveling 5... Auxiliary equipment 6... Auxiliary equipment control command device 7
...Vehicle control command device 8...Control logic section 9...
- Traveling VVVF inverter device 45... Auxiliary traveling electric motor Note that the same reference numerals in each figure indicate the same or corresponding parts.

Claims (1)

[Claims] 1. An electric vehicle equipped with a plurality of running AC motors, a running power source that supplies power to these running AC motors, and a VVVF (variable voltage variable frequency) inverter device for driving auxiliary equipment. In the control device, the VVVF is connected to part or all of the AC motor for traveling.
a switching device that supplies power from either the inverter device or the running power source and switches to cut off the power supply from the VVVF inverter device to the auxiliary equipment when power is supplied from the VVVF inverter device to the running AC motor; The switching device connects the VVV to a part of the traveling AC motor.
and means for controlling the output of the VVVF inverter device in response to a travel control command to the AC motor for travel that is supplied with power from the power source for travel when the power is switched to be supplied from the F inverter device. An electric car control device characterized by: 2. The control device for an electric vehicle according to claim 1, wherein the running AC motor is an induction motor. 3. The control device for an electric vehicle according to claim 1, wherein the running AC motor is a linear motor. 4. A control device for an electric vehicle comprising a plurality of running AC motors, a running power source that supplies power to these running AC motors, and a VVVF (variable voltage variable frequency) inverter device for driving auxiliary equipment, including: an auxiliary running AC motor that is powered only by the VVVF inverter; a switching device that switches the VVVF inverter to supply power to either the auxiliary equipment or the auxiliary running AC motor; When the VVVF inverter device is switched to supply power to the auxiliary travel AC motor, the output of the VVVF inverter device corresponds to a travel control command to the travel AC motor that is supplied with power from the travel power supply. A control device for an electric vehicle, comprising: means for controlling. 5. The control device for an electric vehicle according to claim 4, wherein the running AC motor is an induction motor. 6. The control device for an electric vehicle according to claim 4, wherein the running AC motor is a linear motor.