JP3477007B2 - Electric car control device - Google Patents

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. 4, 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, a conventional example shown in FIG. 5, 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, and thereafter 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.

Further, in the conventional electric vehicle control device that drives one or more drive motors for each of a plurality of inverters, even if an abnormality occurs in only one inverter, the disconnector is turned off. As a result, since all the inverters connected to this disconnector are stopped, there is a problem that the riding comfort of the vehicle is deteriorated and the acceleration performance is impaired, which affects driving. there were.

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. When the protection operation of the inverter and a failure occur, the gate control of the corresponding inverter is stopped without turning off the breaker. It is therefore an object of the present invention to provide an electric vehicle control device that shortens the inverter restart time, reduces contact wear of the disconnector, and does not deteriorate ride comfort and acceleration performance when any one of the inverters fails. And

[0011]

According to another aspect of the present invention, there is provided an electric vehicle control device, which comprises one breaker connected to a current collector for taking electric power from an overhead wire and a semiconductor switching element. Via a plurality of inverters commonly connected to the current collector, an inverter control means for gate control of each of the plurality of inverters, driven by each of the plurality of inverters, each of the left and right wheels individually A plurality of motors that are rotationally driven, and a failure detection unit that detects a protection operation and a failure of each of the plurality of inverters are provided, and the inverter control unit includes a protection operation or a failure of one of the inverters by the failure detection unit. When the above is detected, the breaker is not turned off, the gate of the inverter in which the protection operation or the failure is detected is turned off, and the same position in the longitudinal direction of the vehicle is detected. In and is characterized in that the gate-off the other inverter that drives and controls the electric motor for rotating the wheel on the opposite side of the lateral direction of the vehicle.

In the electric vehicle controller according to the invention of claim 1, when the protection operation of the inverter or the breakdown 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.

Further, when a protective operation or a failure occurs in an inverter that controls an electric motor that drives one of the wheels in each wheel drive system, the electric motor that drives the wheels on the left and right sides is controlled together with this inverter. By simultaneously stopping the inverters, turning off the line breaker, and not stopping other healthy inverters, the torque reduction level of the vehicle is minimized and the torque imbalance between the left and right wheels is suppressed. Prevents deterioration of riding comfort and deterioration of acceleration performance.

According to a second aspect of the present invention, in the electric vehicle control device according to the first aspect, the inverter control means gates off the inverters on the left and right opposite sides together with the inverter for which a protection operation or a failure has been detected, and regenerative braking only during power running. The inside is characterized in that the inverter control means gates off only the inverter in which a protection operation or a failure is detected, and applies a supplementary brake.

In the electric vehicle controller according to the second aspect of the present invention, when the inverter that controls the electric motor that drives one of the wheels in each wheel drive system is in the powering mode when the protective operation or the failure occurs. Along with this inverter, the inverters that control the motors that drive the wheels on the left and right sides are stopped at the same time, and if regenerative braking is in progress, the inverter control means stops gate control only for the inverters in which a failure is detected, and the supplementary brake However, the line breaker is not turned off, and all other healthy inverters are not stopped, so that the level of torque reduction of the vehicle is minimized and the torque imbalance between the left and right wheels is suppressed to go straight. While maintaining stability, it prevents deterioration of ride comfort and deterioration of acceleration performance.

According to a third aspect of the present invention, in the electric vehicle control device according to the first or second aspect, the inverter control means is provided when the failure detection means detects a protection operation due to a current (excluding a phase short circuit). In which the breaker is not turned off and the inverter is gated off.

According to a fourth aspect of the present invention, in the electric vehicle control device according to the first to third aspects, when the failure detecting means detects a protective operation caused by a voltage (excluding overvoltage suppression control),
It is characterized in that the inverter control means does not turn off the breaker, and turns off the corresponding inverter.

In the electric vehicle control device according to the present invention as defined in claims 3 and 4, 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 must 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.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings. 1 and 2 show an electric vehicle controller according to an embodiment of the present invention. As shown in FIG. 1, in this embodiment, the electric vehicle controller is provided with a plurality of VVVF inverters 5-1, 5-2, ...
Are connected to drive the drive motors M1, M2, ...
1, 5-2, ... Gate control units 61-1 and 61-
2, ... It is controlled by each. As shown in FIG. 2, each of these AC electric motors M1, M2, ...
Individual wheels 21-1R, 21-1L, 21-2R, 21-
2L, ... All are individually driven to rotate, and the VVVF inverters 5-1, 5-2 ,.
2, ... All of them are driven individually.

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 the power running is not being performed, the inverter 5 is controlled by 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 by 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.

In the case of this embodiment, each gate control unit 6
1-1, 61-2, ... Retain inverters 5-1 and 5-
When a failure of 2, ... Is detected and a protective operation is performed, only the gate-off signal 8 is output to the receiving inverter, and the off-command signal is not output to the line breaker 4. In addition, for the pair of left and right, for example, the gate control units 61-1 and 61-2 for the inverters 5-1 and 5-2, the OR gate 63 of the partner gate control unit is detected by detecting the failure of the partner inverter. When the gate-off signal 8 is output from the vehicle, the gate-off signal 8 is simultaneously output to the inverter on its own side by the AND logic of the powering command of the vehicle and the gate-off signal 8 from the gate control unit of the other side, so that a pair of left and right The torque unbalance is prevented from occurring between the wheels 21-1L and 21-1R.

As a result, according to the electric vehicle control device of the present 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 with the corresponding inverter, For example, only the gate signals of the inverters 5-1 and 5-2 are turned off, the breaker 4 is not turned off, and the other inverters are not stopped.
Left and right electric motors M driven by -1, 5-2
1 and M2 are stopped, and the other electric motors M3, M4, ... Continue to be driven, torque imbalance does not occur between the left and right wheels, and straight running stability is maintained, while reducing torque. It can be suppressed to the minimum and the riding comfort deteriorates,
Further, the influence on the driving due to the deterioration of the acceleration performance can be suppressed to be small.

Further, since the breaker is not turned off when either of the inverters is stopped, it is not necessary to re-close the breaker 4 and the charging contactor 9 when the VVVF inverter which has once been stopped is restarted. The operation can be accelerated and the contact wear of the disconnector 4 can be reduced.

It is to be noted that the protection operation and the 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.

[0027]

As described above, according to the invention of claim 1,
When a protective operation or failure occurs in the inverter that controls the motor that drives one of the wheels in each wheel drive system, stop simultaneously with this inverter that controls the motor that drives the wheel on the opposite side. By not turning off the line breaker and stopping other healthy inverters, the on / off sequence operation of circuit elements related to the line breaker is not performed at the time of restart, and the gate signal of the inverter is simply restarted. Just do it,
It is possible to shorten the restart time and reduce the number of times the on / off operation of the disconnector is performed to reduce the contact wear. Further, it is possible to minimize the torque reduction level of the vehicle when the inverter is stopped, suppress the torque imbalance between the left and right wheels, and prevent deterioration of riding comfort and deterioration of acceleration performance.

According to the second aspect of the present invention, when a protective operation or a failure occurs in the inverter that controls the electric motor that drives one of the wheels in each wheel drive system, if a powering command is being issued, the inverter will be operated together with this inverter. At the same time, the inverters that control the motors that drive the wheels on the left and right sides are stopped, and if regenerative braking is in progress, the inverter control means stops gate control only for the inverters in which a failure has been detected, and the supplementary brake is applied. , By not turning off the line breaker and not stopping all other healthy inverters, to minimize the torque reduction level of the vehicle,
Moreover, it is possible to prevent deterioration of riding comfort and deterioration of acceleration performance while maintaining straight running stability by suppressing torque imbalance between the left and right wheels.

According to the third and fourth aspects of the present invention, the protection operation and the failure of the inverter which do not need to turn off the breaker are distinguished from the failure in which the breaker must 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 one embodiment of the present invention.

FIG. 2 is a block diagram of a wheel drive system in the above embodiment.

FIG. 3 is a circuit block diagram of a conventional example.

FIG. 4 is a block diagram of another conventional example.

[Explanation of symbols]

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

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takuma Itami No. 1 Toshiba Town, Fuchu-shi, Tokyo Inside Toshiba Fuchu factory (72) Inventor Ikuya Aoyama No. 1 Toshiba Town, Fuchu-shi, Tokyo Toshiba Fuchu Corporation In a factory (56) Reference JP-A-2-164201 (JP, A) JP-A-6-217553 (JP, A) JP-A-7-115701 (JP, A) JP-A-7-212916 (JP, A) ) JP-A-1-264501 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 9/18 B60L 3/04 H02M 7/48

Claims (4)

(57) [Claims] 1. A plurality of inverters, each of which is composed of one breaker connected to a current collector for taking in power from an overhead wire and a semiconductor switching element, and which is commonly connected to the current collector via the breaker. An inverter control unit that gate-controls each of the plurality of inverters; a plurality of electric motors that are driven by each of the plurality of inverters to individually rotate the left and right wheels individually; and a plurality of each of the plurality of inverters. And a failure detection means for detecting a protection operation and a failure, wherein the inverter control means does not turn off the breaker when the failure detection means detects a protection operation or a failure of any inverter, and Gate off the inverter for which a protection operation or failure has been detected, and remove wheels located at the same position in the front-rear direction of the vehicle and on the opposite side of the vehicle Electric vehicle control apparatus characterized by gating off the other inverter that drives and controls the motor for rotational drive. 2. The inverter control means gates off the inverters on the left and right opposite sides together with the inverter whose protection operation or failure is detected only during power running, and the inverter control means detects protection operation or failure during regenerative braking. The electric vehicle control device according to claim 1, wherein only the inverter is gated off and a supplementary brake is turned on. 3. The inverter control means does not turn off the breaker and gates off the corresponding inverter when the fault detection means detects a protection operation caused by current (except when a phase short circuit occurs). The electric vehicle control device according to claim 1 or 2, characterized in that. 4. The inverter control means does not turn off the breaker when the failure detection means detects a protection operation due to voltage (except during overvoltage suppression control), and
The electric vehicle controller according to any one of claims 1 to 3, wherein the gate of the corresponding inverter is turned off.