JP2003264902A - Electric car control device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To ensure redundancy in a forced air cooling configuration when cooling a VVVF inverter and a CVCF inverter by a forced air cooling method, and to further minimize the loss of traction force of the VVVF inverter. . Kind Code: A1 A VVVF inverter and a CVCF inverter are configured to be cooled by a forced air cooling system by a forced air cooling device, and a forced air cooling device for cooling the VVVF inverter, and a forced air for cooling the CVCF inverter. The cooling device 13 is separated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a plurality of groups of variable voltage variable frequency control type inverters (hereinafter referred to as VVVF inverters) which are operated as main power sources during normal operation.
And a group of constant voltage constant frequency control type inverters (hereinafter referred to as CVCF inverters) that are operated as auxiliary power sources, and also have a switching function between VVVF inverters and CVCF inverters for driving electric vehicles. Electric vehicle control device for driving and controlling an AC electric motor of
When the VF inverter and the CVCF inverter are cooled by the forced air cooling method, the redundancy in the forced air cooling configuration can be ensured, and the loss of the traction force of the VVVF inverter can be suppressed to the maximum. The present invention relates to a vehicle control device.

[0002]

2. Description of the Related Art Conventionally, for example, in the field of railways, a plurality of groups of Vs operated for main power supply during normal operation.
An electric vehicle control device that drives and controls an AC electric motor for driving an electric vehicle by using a VVF inverter and a group of CVCF inverters that are operated as auxiliary power sources has been widely used.

Further, recently, as an electric vehicle control device of this type, when an abnormality such as a failure of the CVCF inverter occurs, the CVCF inverter is disconnected and a plurality of groups of VVVFs are separated.
A group of VVVF inverters among the inverters are CVC
It has a switching function of switching to an F inverter and operating as an auxiliary power source, and also has a VVVF inverter and a CVCF.
It has been proposed that the inverter is configured to be cooled by a forced air cooling method.

FIG. 5 is a block diagram showing an example of the overall configuration of a conventional electric vehicle control device of this type.

In FIG. 5, the DC power collected from the DC overhead wire via the collector 1 is supplied to the inverter 5 via the circuit breaker 2, the contactor 3 and the filter reactor 4, and the VVVF inverter is operated. The CVCF inverter supplies an induction motor 6 which is an AC motor to an auxiliary circuit including a three-phase filter circuit 7 and a three-phase transformer 8.

When an abnormality such as a failure of the CVCF inverter occurs, the induction motor (MM2) 6 is switched by the switching device 9.
The VVVF inverter for CVCF is switched to the CVCF inverter for CVCF backup operation.

[0007]

By the way, in such an electric vehicle control device, it is general that the VVVF inverter and the CVCF inverter are configured to be cooled by a self-cooling method.

Further, particularly in the case of a high output type system, it may be considered that the VVVF inverter and the CVCF inverter are configured to be cooled by the forced air cooling method.

However, in this case, it is necessary to take measures for ensuring redundancy in the forced air cooling configuration and improving the function of the system.

The object of the present invention is to ensure the redundancy in the forced air cooling configuration when cooling the VVVF inverter and the CVCF inverter by the forced air cooling method, and further to maximize the loss of the traction force of the VVVF inverter. An object of the present invention is to provide an electric vehicle control device that can be suppressed.

[0011]

In order to achieve the above object, in the invention corresponding to claim 1, a plurality of groups of VVVF inverters operated for main power supply during normal operation,
The auxiliary power supply includes a group of CVCF inverters operated for auxiliary power supply, and disconnects the CVCF inverters when an abnormality occurs in the CVCF inverters, and switches one group of VVVF inverters of the plurality of groups of VVVF inverters to CVCF inverters. A VVVF inverter and a CV in an electric vehicle control device having a switching function for operating as an electric vehicle and drivingly controlling an AC electric motor for driving an electric vehicle
The VCF inverter is configured to be cooled by a forced air cooling system by a forced air cooling device such as a blower and a fan, and V
Forced air cooling equipment for cooling the VVF inverter and CVC
The device for forced air cooling that cools the F inverter is separated.

Therefore, in the electric vehicle controller of the invention according to claim 1, the VVVF inverter and the CVC are provided.
The FV inverter is cooled by the forced air cooling device by the forced air cooling system, and the forced air cooling device that cools the VVVF inverter and the forced air cooling device that cools the CVCF inverter are separated from each other. Even if the device for forced cooling of 1 fails, one group of VVVF inverters can be switched to CVCF inverters to operate as an auxiliary power source, and redundancy in the forced air cooling configuration can be secured. .

In the invention according to claim 2, in the electric vehicle controller of the invention according to claim 1, C
In the circuit of the VCF inverter, the circuit that is commonly used during normal operation and failure is a self-cooling system.

Therefore, in the electric vehicle controller of the invention according to claim 2, the common circuit for normal and failure in the circuit of the CVCF inverter is a self-cooling system so that the device for forced air cooling of the CVCF inverter or Even if the device for forced air cooling of the relevant VVVF inverter has a failure, the CVCF inverter can be operated, and redundancy in the forced air cooling configuration is ensured regardless of the failure of the wind cooling system. You can

Further, in the invention according to claim 3, in the electric vehicle control device of the invention according to claim 2,
When the electric car is a power-concentrated electric car, the VVVF inverter unit and the CVCF inverter unit are arranged in the engine room (on the floor) of the electric car, and the self-cooling part is arranged under the floor of the electric car.

Therefore, in the electric vehicle controller of the invention according to the third aspect, when the electric vehicle is a power-concentrated electric vehicle, the VVVF inverter section and the CVCF inverter section can be easily cooled by forced air cooling. Car engine room (on the floor)
By arranging the self-cooling portion of the common circuit for normal and failure under the floor of the electric vehicle, the cooling efficiency of the equipment can be improved.

Furthermore, in the invention corresponding to claim 4, in the electric vehicle controller of the invention according to any one of claims 1 to 3, the circuit parts of the VVVF inverter and the CVCF inverter are respectively provided. VVV
Divided as F device box and CVCF device box, VVVF
A common part, which is a switching part for switching between the inverter and the CVCF inverter, is housed in the CVCF device box.

Therefore, in the electric vehicle controller of the invention according to claim 4, the VVVF inverter and the CVC are provided.
The circuit part of the F inverter is divided into a VVVF device box and a CVCF device box, respectively, and a common part, which is a switching part for switching between the VVVF inverter and the CVCF inverter, is housed in the CVCF device box.
It is possible to have efficient compatibility of VF devices.

On the other hand, in the invention corresponding to claim 5, in the electric vehicle controller of the invention according to any one of claims 1 to 4, when a failure occurs in the CVCF inverter, a plurality of groups of VVVF inverters are operated. One group of VV
When the VF inverter is switched to the CVCF inverter to operate as an auxiliary power source, the forced air cooling device corresponding to the VVVF inverter is operated immediately after the activation of the CVCF inverter.

Therefore, in the electric vehicle controller of the invention according to claim 5, when a failure occurs in the CVCF inverter, one group of VVVF inverters out of the plurality of groups of VVVF inverters.
When the inverter is switched to the CVCF inverter and operated as an auxiliary power source, the cooling performance of the CVCF inverter after switching is ensured by operating the forced air cooling device corresponding to the VVVF inverter immediately after the startup of the CVCF inverter. can do.

Further, in the invention according to claim 6, in the electric vehicle controller of the invention according to any one of claims 1 to 5, the CVCF inverter is stopped by the protection operation and restarted. Up to VVVF by adding a time factor to the stop detection operation of the forced air cooling equipment.
A forced air cooling device stop detection means is provided so as not to stop the operation of the inverter.

Therefore, in the electric vehicle controller of the invention according to claim 6, the CVCF inverter is stopped by the protective operation and is restarted until it is restarted. By adding an element so that the operation of the VVVF inverter is not stopped, V
It is possible to improve the operating capability of the VVF inverter, and to continue the operation of the VVVF inverter to reduce the loss of traction force of the VVVF inverter.

Further, in the invention according to claim 7, in the electric vehicle controller of the invention according to any one of claims 1 to 6, when a failure occurs in the CVCF inverter, a plurality of groups of VVVF inverters are operated. One group of V
When the VVF inverter is switched to the CVCF inverter to operate as an auxiliary power supply, other VVVF except the VVVF inverter that is switched during the switching operation.
A forced air cooling device stop detection means is provided so as to continue the operation of the inverter.

Therefore, in the electric vehicle controller of the invention according to claim 7, one of the plurality of groups of VVVF inverters is connected to the CVCF when an abnormality occurs in the CVCF inverter.
When switching to an inverter and operating as an auxiliary power source, by continuing the operation of the other VVVF inverters other than the VVVF inverter that is switched during the switching operation, it becomes possible to improve the operating capacity of the VVVF inverter. It is possible to reduce the loss of traction force of the inverter.

[0025]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(First Embodiment: Corresponding to Claims 1 to 4) FIG. 1 is a block diagram showing an example of the overall configuration of an electric vehicle controller according to the present embodiment, which is the same as FIG. Are denoted by the same reference numerals.

As shown in FIG. 1, the electric vehicle controller of the present embodiment has a plurality of groups of VVVF inverters operated for main power supply and a group of CVCFs operated for auxiliary power supply during normal operation. A CVCF inverter, and disconnects the CVCF inverter when an abnormality occurs in the CVCF inverter.
It has a switching function that switches the F inverter to a CVCF inverter and operates as an auxiliary power source.

DC power collected from the DC overhead wire via the collector 1 is supplied to the inverter 5 via the circuit breaker 2, the contactor 3 and the filter reactor 4, and VVVF
The inverter is connected to the induction motor 6, which is an AC motor,
The F inverter includes a three-phase filter circuit 7 and a three-phase transformer 8.
Are supplied to the auxiliary circuit consisting of.

When an abnormality such as a failure of the CVCF inverter occurs, the switching motor 9 causes the induction motor (MM2) 6 to operate.
The VVVF inverter for CVCF is switched to the CVCF inverter for CVCF backup operation.

On the other hand, VVVF inverter and CVCF
The inverter is a forced air cooling device such as a blower or a fan (in this example, a VVVF inverter cooling blower (MMBM)).
12 and CVCF Inverter cooling blower (CVCF
BM) 13) for cooling by a forced air cooling method, and further, a VVVF inverter cooling blower 12 for cooling the VVVF inverter and a CVCF inverter cooling blower 13 for cooling the CVCF inverter are separated.

Further, in the CVCF inverter circuit, the circuits such as the IvFL, the three-phase filter circuit 7 and the three-phase transformer 8 which are commonly used both at the time of normal operation and at the time of failure are of the self-cooling type.

Further, when the electric vehicle is a power-concentrated electric vehicle, the VVVF inverter section and the CVCF inverter section are arranged in the engine room (on the floor) of the electric vehicle to obtain the IvF.
The L, the three-phase filter circuit 7, the three-phase transformer 8 and other self-cooling parts are arranged under the floor of the electric vehicle.

Furthermore, in the arrangement of the equipment, the circuit parts of the VVVF inverter and the CVCF inverter are divided into a VVVF device box and a CVCF device box, respectively.
A common part such as a switch 9 for switching between the VVVF inverter and the CVCF inverter is housed in the CVCF device box.

Next, in the electric vehicle controller according to the present embodiment configured as described above, the VVVF inverter and the CVCF inverter are connected to the VVVF inverter cooling blower 12 and the CVCF inverter cooling blower 1.
3, a VVVF inverter cooling blower 12 for cooling the VVVF inverter and a CVC for cooling the CVCF inverter.
The CVCF inverter cooling blower 13 is configured to be separated from the F inverter cooling blower 13.
Even if a failure occurs, it is possible to switch to the VVVF inverter cooling blower 12 and operate as an auxiliary power source, and it is possible to secure redundancy in the forced air cooling configuration.

In the CVCF inverter circuit,
The IvFL, the three-phase filter circuit 7, the three-phase transformer 8 and the like, which are commonly used in both normal and failure states, are self-cooling circuits, regardless of whether or not there is a failure in the wind cooling system.
It is possible to secure redundancy in the forced air cooling configuration.

Further, in an electric vehicle of power concentration type, V
The VVF section and the CVCF inverter section are placed in the engine room (on the floor) of an electric vehicle that is easy to use forced air cooling, and the self-cooling parts such as the IvFL, the three-phase filter circuit 7, and the three-phase transformer 8 are By arranging it under the floor, the cooling efficiency of the equipment can be improved.

Furthermore, the circuit parts of the VVVF circuit part and the CVCF part are divided into a VVVF device box and a CVCF device box, respectively, and a common part such as a switch 9 for switching between the VVVF inverter and the CVCF inverter is connected to C
Since the VVVF device is housed in the VCF device box, the VVVF device becomes common, and efficient compatibility of the VVVF device can be achieved.

As described above, in the electric vehicle controller according to the present embodiment, when the VVVF inverter and the CVCF inverter are cooled by the forced air cooling method, redundancy in the forced air cooling configuration can be secured, In addition, the cooling efficiency of the equipment can be improved, and the VVVF device can be efficiently exchanged.

(Second Embodiment: Corresponding to Claim 5) FIG. 2 is a block diagram showing an example of the overall configuration of an electric vehicle controller according to the present embodiment. The same elements as those in FIG. Is attached.

As shown in FIG. 2, the electric vehicle controller of the present embodiment has a plurality of groups of VVVF inverters operated for main power supply during normal operation and one group of CVCFs operated for auxiliary power supply. A CVCF inverter, and disconnects the CVCF inverter when an abnormality occurs in the CVCF inverter.
It has a switching function that switches the F inverter to a CVCF inverter and operates as an auxiliary power source.

The DC power collected from the DC overhead wire via the collector 1 is supplied to the inverter 5 via the circuit breaker 2, the contactor 3 and the filter reactor 4 to obtain VVVF.
The inverter is connected to the induction motor 6, which is an AC motor,
The F inverter includes a three-phase filter circuit 7 and a three-phase transformer 8.
Are supplied to the auxiliary circuit consisting of.

When an abnormality such as a failure of the CVCF inverter occurs, the switching motor 9 causes the induction motor (MM2) 6 to operate.
The VVVF inverter for CVCF is switched to the CVCF inverter for CVCF backup operation.

On the other hand, when one of the VVVF inverters in the plurality of groups of VVVF inverters is switched to the CVCF inverter to operate as an auxiliary power source when an abnormality occurs in the CVCF inverter, a block is shown in FIG.
VVVF inverter cooling blower corresponding to the VVVF inverter (MM1, 2 cooling blower in this example) 1
2 is operated immediately after the activation of the CVCF inverter.

Next, in the electric vehicle control device according to the present embodiment configured as described above, when a CVCF inverter fails, one group of VVVF inverters among the plurality of groups of VVVF inverters is switched to the CVCF inverter to assist the operation. VV corresponding to this when operating for power supply
Since the blower 12 for cooling the VF inverter is operated immediately after the activation of the CVCF inverter, the function is controlled by the control circuit as shown in the block of FIG. 2 under the condition of the normal CVCF and the failure of the CVCF. By doing so, the cooling performance of the CVCF inverter after switching can be secured.

As described above, in the electric vehicle controller according to the present embodiment, it is possible to ensure the cooling performance of the CVCF inverter after switching.

(Third Embodiment: Corresponding to Claim 6) FIG. 3 is a block diagram showing an example of the overall configuration of an electric vehicle controller according to the present embodiment. The same elements as those in FIG. Is attached.

As shown in FIG. 3, the electric vehicle controller of the present embodiment has a plurality of groups of VVVF inverters operated for main power supply and a group of CVCFs operated for auxiliary power supply during normal operation. A CVCF inverter, and disconnects the CVCF inverter when an abnormality occurs in the CVCF inverter.
It has a switching function that switches the F inverter to a CVCF inverter and operates as an auxiliary power source.

The DC power collected from the DC overhead wire via the collector 1 is supplied to the inverter 5 via the circuit breaker 2, the contactor 3 and the filter reactor 4 to obtain VVVF.
The inverter is connected to the induction motor 6, which is an AC motor,
The F inverter includes a three-phase filter circuit 7 and a three-phase transformer 8.
Are supplied to the auxiliary circuit consisting of.

When an abnormality such as a failure of the CVCF inverter occurs, the switch 9 causes the induction motor (MM2) 6 to operate.
The VVVF inverter for CVCF is switched to the CVCF inverter for CVCF backup operation.

In FIG. 3, 14 is an NFB for MMBM.
15 shows NFB for CVC FBM, respectively.

On the other hand, as shown in the block diagram of FIG.
In order to prevent the operation of the VVVF inverter from being stopped by adding a time factor to the blower stop detection operation within the time until the CF inverter stops due to the protection operation and is restarted.
It constitutes a blower stop detection circuit.

Next, in the electric vehicle controller according to the present embodiment configured as described above, the stop detection of the forced air cooling equipment is detected within the time period until the CVCF inverter is stopped by the protection operation and restarted. By adding a time element to the operation of
Since the operation of the VVVF inverter is not stopped, the operating capacity of the VVVF inverter can be improved, and the continuous operation of the VVVF inverter can be performed.
VVVF inverter traction loss can be reduced.

As described above, in the electric vehicle controller according to the present embodiment, it is possible to improve the operating capacity of the VVVF inverter and reduce the loss of the traction force of the VVVF inverter.

(Fourth Embodiment: Corresponding to Claim 7) FIG. 4 is a block diagram showing an example of the overall configuration of an electric vehicle controller according to the present embodiment. The same elements as those in FIG. Is attached.

As shown in FIG. 4, the electric vehicle controller of the present embodiment has a plurality of groups of VVVF inverters operated for main power supply during normal operation and a group of CVCFs operated for auxiliary power supply. A CVCF inverter, and disconnects the CVCF inverter when an abnormality occurs in the CVCF inverter.
It has a switching function that switches the F inverter to a CVCF inverter and operates as an auxiliary power source.

The DC power collected from the DC overhead wire via the collector 1 is supplied to the inverter 5 via the circuit breaker 2, the contactor 3 and the filter reactor 4, and VVVF
The inverter is connected to the induction motor 6, which is an AC motor,
The F inverter includes a three-phase filter circuit 7 and a three-phase transformer 8.
Are supplied to the auxiliary circuit consisting of.

When an abnormality such as a failure of the CVCF inverter occurs, the switching motor 9 causes the induction motor (MM2) 6 to operate.
The VVVF inverter for CVCF is switched to the CVCF inverter for CVCF backup operation.

In FIG. 4, 14 is the NFB for MMBM.
15 shows NFB for CVC FBM, respectively.

On the other hand, as shown in the block diagram of FIG.
When one of the VVVF inverters in the plurality of groups of VVVF inverters is switched to the CVCF inverter when the abnormality occurs in the CF inverter and the operation is performed for the auxiliary power source,
The blower stop detection circuit is configured so that the operation of the other VVVF inverters other than the VVVF inverter that is switched during the switching operation is continued.

Next, in the electric vehicle control device according to the present embodiment configured as described above, when a CVCF inverter fails, one of the VVVF inverters in the plurality of groups is switched to the CVCF inverter to assist the operation. When operating as a power source, the operation of other VVVF inverters other than the VVVF inverter that is switched during the switching operation is continued.
It becomes possible to improve the operating capacity of the VVVF inverter by configuring a blower stop detection circuit.
Inverter traction loss can be reduced.

As described above, in the electric vehicle controller according to the present embodiment, it is possible to improve the operating capacity of the VVVF inverter and reduce the loss of the traction force of the VVVF inverter.

(Other Embodiments) The present invention is not limited to the above-described embodiments, and can be variously modified and implemented at the stage of implementation without departing from the spirit of the invention. Is. For example, in the above embodiments,
Although the case where the present invention is applied to a system in which one VVVF inverter is one induction motor has been described, the present invention is not limited to this, and in the case of a target VVVF inverter, induction motor or LIM, or the number thereof is arbitrary. Good.

Further, the respective embodiments may be combined as appropriate as much as possible, and in that case, the combined operation and effect can be obtained. Further, the above-described embodiments include inventions at various stages, and various inventions can be extracted by appropriately combining a plurality of disclosed constituent features. For example, even if some constituent elements are deleted from all the constituent elements shown in the embodiment, the problem (at least one) described in the section of the problem to be solved by the invention can be solved, and When the effect (at least one) described in the section can be obtained, a structure in which this constituent element is deleted can be extracted as an invention.

[0064]

As described above, according to the electric vehicle controller of the present invention, the VVVF inverter and the CVCF inverter are cooled by the forced air cooling system by the forced air cooling device, and the VVVF inverter is forcedly cooled. Since the device for air cooling and the device for forced air cooling that cools the CVCF inverter are separated, when the VVVF inverter and the CVCF inverter are cooled by the forced air cooling method, redundancy in the forced air cooling configuration is provided. Can be secured.

Further, according to the electric vehicle control device of the present invention, the operating capacity of the VVVF inverter is improved so that
It is possible to minimize the loss of the traction force of the VF inverter.

[Brief description of drawings]

FIG. 1 is a block diagram showing an overall configuration example of an electric vehicle control device according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing an overall configuration example of an electric vehicle control device according to a second embodiment of the present invention.

FIG. 3 is a block diagram showing an overall configuration example of an electric vehicle control device according to a third embodiment of the present invention.

FIG. 4 is a block diagram showing an overall configuration example of an electric vehicle control device according to a fourth embodiment of the present invention.

FIG. 5 is a block diagram showing a configuration example of a conventional electric vehicle control device.

[Explanation of symbols]

1 ... Current collector 2 ... Circuit breaker 3 ... Contactor 4 ... Filter reactor 5 ... Inverter 6 ... Induction motor 7 ... Three-phase filter circuit 8 ... Three-phase transformer 9 ... Switch 10 ... Contactor for MMBM 11 ... Contactor for CVC FBM 12 ... MMBM (main blower) 13 ... CVCFBM (CVCF blower) 14 ... NFB for MMBM 15 ... NFB for CVC FBM.

Continued front page    F term (reference) 5H007 AA06 BB05 BB06 CB02 CC05                       CC23 CC32 DB02 FA13 HA06                 5H115 PA11 PC02 PG01 PI01 PI29                       PI30 PU01 PV09 PV22 QA06                       QH01 RB11 SE10 TR01 TU20                       UI27 UI29

Claims (7)

[Claims] 1. A plurality of groups of variable voltage variable frequency control type inverters (V) operated for main power supply during normal operation.
VVF inverter) and operated for auxiliary power supply 1
A constant voltage constant frequency control system inverter (CVCF inverter), and when the CVCF inverter has an abnormality,
An electric vehicle having a switching function of disconnecting the F inverter and switching a group of VVVF inverters among the plurality of groups of VVVF inverters to a CVCF inverter to operate as an auxiliary power source, and drivingly controlling an AC electric motor for driving an electric vehicle. In the control device, the VVVF inverter and the CVCF inverter are
A forced air cooling device for cooling the VVVF inverter and a forced air cooling device for cooling the CVCF inverter are configured to be cooled by a forced air cooling system such as a blower and a fan. An electric vehicle control device characterized by being separated. 2. The electric vehicle control device according to claim 1, wherein the circuit of the CVCF inverter circuit that is commonly used during normal operation and failure is a self-cooling system. apparatus. 3. The electric vehicle control device according to claim 2, wherein when the electric vehicle is a power concentration type electric vehicle, the V
An electric vehicle control device characterized in that a VVF inverter section and a CVCF inverter section are arranged in an engine room (on the floor) of the electric vehicle, and the self-cooling portion is arranged under the floor of the electric vehicle. 4. The method according to any one of claims 1 to 3.
In the electric vehicle control device described in the paragraph 1, the circuit parts of the VVVF inverter and the CVCF inverter are divided into a VVVF device box and a CVCF device box, respectively, and a common part that is a switching part that switches between the VVVF inverter and the CVCF inverter. Is housed in the CVCF device box. 5. The method according to any one of claims 1 to 4.
In the electric vehicle control device described in the paragraph (1), a plurality of groups of VVVs are generated when an abnormality occurs in the CVCF inverter.
A group of VVVF inverters among the F inverters is CV
An electric vehicle control device characterized in that, when switching to a CF inverter and operating as an auxiliary power source, a device for forced air cooling corresponding to the VVVF inverter is operated immediately after the activation of the CVCF inverter. 6. The method according to any one of claims 1 to 5.
In the electric vehicle control device described in the paragraph (1), during the time until the CVCF inverter is stopped by a protective operation and is restarted, a time element is added to the operation of the stop detection of the forced air cooling device to provide the VVVF. An electric vehicle control device comprising a forced air-cooling device stop detection means so as not to stop the operation of the inverter. 7. The method according to any one of claims 1 to 6.
In the electric vehicle control device described in the paragraph (1), a plurality of groups of VVVs are generated when an abnormality occurs in the CVCF inverter.
A group of VVVF inverters among the F inverters is CV
When switching to a CF inverter and operating as an auxiliary power source, VVVF switched during the switching operation
An electric vehicle control device comprising a forced air-cooling device stop detection means for continuing the operation of other VVVF inverters other than the inverter.