VEHICLE DRIVE UNIT

Abstract

Vehicle propulsion device (1) for propelling a vehicle using, as a power source, an internal combustion engine (2) which is controlled according to an operating command, wherein the vehicle propulsion device (1) comprises: a generator (11) which is driven by the internal combustion engine (2) and rotates to output AC power; a converter (12) for converting the AC power output by the generator (11) into DC power and for outputting the DC power; a converter (14) for converting the DC power output through the converter (12) into AC power and outputting the AC power; an electric motor (15) which is driven and rotates by the AC power output from the inverter (14); and a converter controller (16) for (i) calculating a control command value for the converter (14) according to the operating command and (ii) controlling the converter (14) based on the control command value, wherein When the operating command changes from a pre-change operating command to a post-change operating command, the inverter control (16) (i) continuously, according to a rotational speed of the electric motor (15) at the time the operating command changes, changes the control command value from a control command value corresponding to the pre-change operating command to a control command value corresponding to the post-change operating command, and (ii) controls the inverter (14) based on the continuously changing control command value. a value which, by dividing (i) a quantity of the change in the control command value from the control command value corresponding to the pre-change operating command to the control command value corresponding to the post-change operating command in a case of increasing the operating command by (ii) a time period from when the operating command changes to when the control command value reaches the control command value corresponding to the post-change operating command, exhibits a negative correlation with the rotational speed of the electric motor (15) at the time when the operating command changes.

Description

Technical field

[0001] The present disclosure relates to a vehicle propulsion system. background

[0002] Some rail vehicles operate using an internal combustion engine as a power source. An output of the internal combustion engine is controlled by a master controller located in the driver's cab, according to a step command input. Examples of vehicle propulsion systems that power rail vehicles include systems that utilize a generator and an electric motor. These systems each include a generator driven by an internal combustion engine that outputs alternating current (AC) power, a converter that transforms the generator's AC power output into direct current (DC) power, and an inverter that converts the DC power back into AC power to supply the AC power to the electric motor. The vehicle propulsion system further includes a control unit that manages the inverter output to obtain an output from the electric motor according to the step command.As described above, both the output of the combustion engine and the output of the electric motor are controlled according to the stage command.

[0003] If the output of the electric motor, which acts as a load for the internal combustion engine, increases and the internal combustion engine becomes overloaded, it may stall. When the internal combustion engine stalls, no power can be obtained to propel the rail vehicle. Therefore, it is necessary for the vehicle propulsion system to implement inverter control to suppress an overload of the internal combustion engine. When an acceleration specified by the step command is increased to suppress the overload of the internal combustion engine, an internal combustion engine-type electric locomotive control device, disclosed in JP 2000-115907A, delays the point at which a torque command value is increased.By delaying the point at which the torque command value is increased, the output of the electric motor, which is a load on the generator, can be increased after the generator's output has become sufficiently high. As a result, an overload of the internal combustion engine can be prevented.

[0004] More precisely, when a stage position is increased from stage N1 to stage N2, the internal combustion engine-type electric locomotive control device disclosed in JP 2000 - 115 907 A does not increase the torque command value, using a variable R which specifies which engine speed between engine speeds corresponding to stage N1 and stage N2 corresponds to a current engine speed, while the variable R is less than a fixed value RLM.

[0005] The JP S60-5703A shows a constant acceleration and deceleration deviation detector that outputs an acceleration deviation signal representing the deviation between the acceleration and the target acceleration of a rail vehicle, and a deceleration deviation signal representing the deviation between the deceleration and the target deceleration of the rail vehicle. A speed deviation detector outputs a deviation signal between a constant target speed and the speed signal of the rail vehicle.

[0006] US 2017 / 0129478A1 demonstrates that, using an estimated electrical angle calculated by an electrical angle estimator unit, a PWM control unit controls the output of a motor-generator with a resolver anomaly. The electrical angle estimator unit converts a rotational speed estimated from the rotational speeds of a motor and a normally operating, mechanically coupled motor-generator into an estimated rotational angular velocity. The estimated electrical angle is calculated by adding the estimated electrical angle in a previous control period and the estimated electrical angle change obtained from the estimated rotational angular velocity between the previous control period and the current control period, and correcting this with a calculated and estimated electrical angle deviation value.The electrical angular deviation is estimated from a control command for an inverter and an actual current value detected by a current sensor. Brief description of the invention: Technical problem

[0007] The setpoint RLM, determined by the internal combustion engine-type electric locomotive control device disclosed in JP 2000-115907A, is a constant value independent of the electric motor's rotational speed. Accordingly, until the internal combustion engine-type electric locomotive control device disclosed in Patent Document 1 begins to increase the torque command value after the stage position has been increased, a time delay occurs based on the engine's rotational speed corresponding to a post-change stage, regardless of the electric motor's rotational speed. Therefore, if the rail vehicle is stopped at a location with an uphill gradient, even if the master control is operated to perform a power run, the electric motor's output does not increase immediately, and the rail vehicle may move backward.This means that the response of the electric motor's output is reduced by providing the aforementioned time delay to suppress an overload of the combustion engine, and, if the rail vehicle is stopped at the point of incline, a problem arises in that the rail vehicle unintentionally moves backwards during power travel.

[0008] In view of such circumstances, it is an objective of the present disclosure to improve the response of an electric motor output at the time of departure of a rail vehicle, while suppressing an overload of an internal combustion engine. Solution to the problem

[0009] To achieve the aforementioned objective, a vehicle propulsion system according to the present disclosure, which is a vehicle propulsion system that drives a vehicle having, as its power source, an internal combustion engine controlled according to an operating command, comprises a generator, a converter, an inverter, an electric motor, and an inverter controller. The generator is driven by the internal combustion engine and rotates to output AC power. The converter transforms the AC power output from the generator into DC power and outputs the DC power. The inverter transforms the DC power output from the converter into AC power and outputs the AC power. The electric motor is driven by the AC power output from the inverter and rotates. The inverter controller (i) calculates a control command value for the inverter according to the operating command and (ii) controls the inverter based on the control command value.When the operating command changes from a pre-change operating command to a post-change operating command, the inverter control (i) continuously changes the control command value from a control command value corresponding to the pre-change operating command to a control command value corresponding to the post-change operating command, according to a rotational speed of the electric motor at the time the operating command changes, and (ii) controls the inverter based on the continuously changed control command value.A value is obtained by dividing (i) a quantity of the change in the control command value from the control command value corresponding to the pre-change operating command to the control command value corresponding to the post-change operating command in a case of an increase in the operating command by (ii) a time period of when the operating command changes to when the control command value reaches the control command value corresponding to the post-change operating command, exhibits a negative correlation with the rotational speed of the electric motor at the time when the operating command changes. Advantageous effects of the invention

[0010] According to the present disclosure, the value obtained by dividing the change quantity in the control command value in the case of increasing the operating command by the time period from when the operating command changes to when the control command value reaches the control command value according to the post-change operating command exhibits a negative correlation with the rotational speed of the electric motor at the time when the operating command changes, thereby enabling an improvement in the response reaction of an output from the electric motor at the time of vehicle start-up, while suppressing the overload of the internal combustion engine. Brief description of drawings Fig. Figure 1 shows a block diagram representing a configuration of a vehicle drive unit according to embodiment 1 of the present disclosure; Fig. Figure 2 shows a block diagram representing a configuration of an inverter control according to embodiment 1; Fig. Figure 3 shows a block diagram representing a configuration of a controller according to embodiment 1; Fig. Figure 4 shows a graph that represents an example of a function for calculating a ratio according to a rotational speed of an electric motor of embodiment 1; Fig. Figure 5 shows a time sequence representing a change in a control command value in embodiment 1; Fig. Figure 6 shows a time sequence representing a change in the control command value in embodiment 1; Fig. Figure 7 shows a block diagram representing a configuration of an inverter control according to embodiment 2 of the present disclosure; Fig. Figure 8 shows a graph that represents an example of a function for calculating a rate of change according to a rotational speed of an electric motor according to embodiment 2; Fig. Figure 9 shows a time sequence representing a change in a control command value in embodiment 2; Fig. 10 shows a block diagram representing a configuration of an inverter control according to embodiment 3 of the present disclosure; Fig. Figure 11 shows a block diagram representing a configuration of a determiner according to embodiment 3; Fig. Figure 12 shows a time sequence representing a change in a control command value in embodiment 3; and Fig. Figure 13 shows a time sequence representing a change in the control command value in embodiment 3. Description of embodiments

[0011] Power converters according to embodiments of the present disclosure are described in detail below with reference to the drawings. Components that are the same or equivalent are designated by the same reference numerals in the drawings. Design 1

[0012] A vehicle drive unit 1 according to embodiment 1 of the present disclosure, which is in Fig. As shown in Figure 1, a rail vehicle is powered by an internal combustion engine 2 as its power source. The internal combustion engine 2 is controlled by an internal combustion engine controller 3. An operating command is input to the internal combustion engine controller 3. The internal combustion engine controller 3 receives the operating command from a master controller located in a driver's cab (not shown). The internal combustion engine controller 3 controls the internal combustion engine 2 by (i) calculating an internal combustion engine stage command for the internal combustion engine 2 according to the operating command and (ii) outputting the internal combustion engine stage command to the internal combustion engine 2. The internal combustion engine stage command specifies a rotational speed of the internal combustion engine 2. The internal combustion engine 2 operates according to the internal combustion engine stage command and drives a generator 11, which will be described later.The stage command is entered as the operating command. The stage command has a power drive stage and a braking stage. For example, the operation of the vehicle drive unit 1 is described below in a case where the power drive stage position, which is entered, is defined as N1, N2, and so on, and the higher the position of the power drive stage, the higher the output of the internal combustion engine 2 according to the operating command. In other words, the output of the internal combustion engine 2 increases as the position of the power drive stage increases to N1, N2, etc.

[0013] The vehicle drive unit 1 comprises (i) a generator 11, driven by the internal combustion engine 2 and rotating to output AC power, (ii) a converter 12, which converts the AC power output by the generator 11 into DC power and outputs the DC power, and (iii) an inverter 14, which converts the DC power into AC power and outputs the AC power. The inverter 14 converts the DC power into AC power suitable for driving an electric motor 15, which is described below. A smoothing filter capacitor 13 is provided between the converter 12 and the inverter 14. The vehicle drive unit 1 further comprises (i) an electric motor 15 which is driven and rotates by the AC power output through the inverter 14, and (ii) an inverter control unit 16 which controls the inverter 14 according to the operating command.A speed sensor 17 is attached to the generator 11, and a speed sensor 18 is attached to the electric motor 15. The speed sensor 17 has a pulse generator (PG) and outputs a signal indicating the rotational speed of the generator 11, which is obtained from a pulse signal output by the PG. Similarly, the speed sensor 18 has a PG and outputs a signal indicating the rotational speed of the electric motor 15, which is obtained from a pulse signal output by the PG.

[0014] Inverter control 16 calculates a control command value for inverter 14 according to the operating command. More precisely, inverter control 16 calculates a torque command value as the control command value. Inverter control 16 outputs the torque command value to inverter 14. Inverter 14 has switching elements (not shown) and an internal control (not shown) that switches the switching elements on and off. The internal control switches the switching elements on and off according to the torque command value output by inverter control 16.

[0015] When the operating command changes, the internal combustion engine control unit 3 issues an internal combustion engine stage command to the internal combustion engine 2, corresponding to the post-change operating command. This means that when the position of the stage command changes, the rotational speed specified by the internal combustion engine stage command changes. The rotational speed of the internal combustion engine 2 changes according to the change in rotational speed specified by the internal combustion engine stage command. The rotational speed of the internal combustion engine 2 changes continuously. As a result, the rotational speed of the generator 11 changes continuously. Similarly, when the operating command changes, the inverter control unit 16 continuously changes the control command value from the control command value corresponding to the pre-change operating command to the control command value corresponding to the post-change operating command.More precisely, the inverter control 16 continuously changes the control command value from the control command value corresponding to the position of the pre-change step command to the control command value corresponding to the position of the post-change step command. The control command value is continuously changed, thereby continuously changing the rotational speed of the electric motor 15. As described later, the inverter control 16 delays the start of the change in the control command value according to the rotational speed of the electric motor 15 until the time when the operating command changes, that is, until the position of the step command changes. Details of the control by the inverter control 16 are described below.

[0016] As in Fig. As shown in Figure 2, the inverter control 16 (i) has a determiner 21 that determines whether to start changing the control command value when the operating command changes and outputs a start correctness signal indicating the result of the determination, (ii) a computer 22 that, based on the start correctness signal, calculates and outputs a control command value according to the operating command, and (iii) has a jerk control 23 that, when the control command value output by the computer 22 changes, continuously changes the control command value from a pre-change control command value to a post-change control command value and outputs the continuously changed control command value.In the following description, the control command value output by the calculator 22 is referred to as the first control command value and is distinguished from the control command value output by the jerk control 23, that is, the control command value output by the inverter control 16, which is referred to as a second control command value.

[0017] When the operating command changes, the controller 21 determines, based on whether the rotational speed of the generator 11 is equal to or greater than a first threshold speed, whether to change the second control command value at the beginning. As described later, the first threshold speed is a speed that has a positive correlation with the rotational speed of the electric motor 15 at the time the operating command changes. As described in Fig. As shown in Figure 3, the controller 21 comprises (i) a reference rotational speed calculator 31, which calculates the rotational speed of the generator 11 according to the operating command, and (ii) a ratio determiner 32, which determines and outputs a ratio based on the rotational speed of the electric motor 15 at the time the operating command changes. The controller 21 further comprises (i) a multiplier 33, which outputs a result obtained by multiplying the rotational speed of the generator 11, calculated by the reference rotational speed calculator 31, by the ratio determined by the ratio determiner 32, and (ii) a comparator 34, which compares the rotational speed of the generator 11 with the output of the multiplier 33.

[0018] The reference rotational speed calculator 31 maintains a generator speed table in which operating commands are linked to the rotational speeds of generator 11. Based on the operating command received from the master controller and the generator speed table, the reference rotational speed calculator 31 calculates the rotational speed of generator 11 according to the operating command. As in Fig. As shown in Figure 4, the ratio determiner 32 maintains a function for calculating a ratio α corresponding to the rotational speed of the electric motor 15. The ratio determiner 32 also obtains the rotational speed of the electric motor 15 from the signal output by the speed sensor 18. When the ratio determiner 32 detects that the operating command is changing, it determines the ratio α based on (i) the rotational speed of the electric motor 15 at the time the operating command changes, and (ii) the function that is in Fig. Figure 4 shows that the ratio α is a positive number equal to or less than 1 and exhibits a positive correlation with the rotational speed of the electric motor 15 at the time the operating command changes, as shown in Fig. 4 is shown in the example of the Fig. 4 It is assumed that the rotational speeds ω'1 and ω'2 of the electric motor 15 satisfy the ratio ω'1 < ω'2. Because the ratio α is determined using the linear function that is in Fig. As shown in Figure 4, a ratio α2 corresponding to the rotational speed ω'2 is greater than a ratio α1 corresponding to the rotational speed ω'1. This means that within the range up to 1, the ratio α increases with an increase in the rotational speed of the electric motor 15 at the time the operating command changes. In other words, the ratio α at the time the vehicle is stopped is smaller than the ratio α at the time the vehicle is moving.

[0019] The multiplier 33 outputs a first threshold speed, which is the result of multiplying the rotational speed of generator 11, calculated by the reference rotational speed calculator 31, by the ratio determined by the ratio determiner 32. The comparator 34 outputs the start correctness signal, the signal level of which changes according to a magnitude ratio between the rotational speed of generator 11 and the first threshold speed. If the rotational speed of generator 11 is less than the first threshold speed, the start correctness signal is a low (L) level. If the rotational speed of generator 11 is equal to or greater than the first threshold speed, the start correctness signal is a high (H) level.

[0020] Using the configuration described above, if the rotational speed of generator 11 is less than the first threshold speed, the determiner 21 determines that the second control command value has not started to change and outputs a start correctness signal at the low level. Conversely, if the rotational speed of generator 11 is equal to or greater than the first threshold speed, the determiner 21 determines that the second control command value has not started to change and outputs a start correctness signal at the high level.

[0021] As in Fig. As shown in Figure 2, the computational controller 22 receives the operating command and the start correctness signal output from the controller 21. Based on the start correctness signal, the computational controller 22 calculates and outputs the first control command value according to the operating command. More precisely, the computational controller 22 outputs the first control command value according to the pre-change operating command when the start correctness signal is at the low level in a case where the operating command is changing. Conversely, in a case where the operating command is changing and the start correctness signal is at the high level, the computational controller 22 outputs the first control command value according to the post-change operating command.

[0022] The jerk controller 23 obtains the first control command value from the computational controller 22. The case where the first control command value changes from Tr to Tr' is described as an example. In this case, the jerk controller 23 outputs the second control command value, which continuously changes from the pre-change first control command value Tr to the post-change first control command value Tr'. More precisely, the jerk controller 23 outputs the second control command value, which continuously changes from the pre-change first control command value Tr to the post-change first control command value Tr' at a constant rate of change.

[0023] A converter control, performed by the converter control 16, which has the configuration described above, is described with respect to the Fig. 5 and Fig. Section 6 describes an example in which the rail vehicle is started by entering a power-on stage from a state in which a brake stage B is entered as the operating command and therefore the rail vehicle is stopped. In the following description, the power-on stages of position N1 and N2 are referred to as power-on stages N1 and N2. In the example described below, it is assumed that power-on stage N1 is specified at time T1, it is assumed that the vehicle departs at time T2, and it is assumed that the second control command value reaches the control command value corresponding to power-on stage N1 at time T3.Additionally, it is assumed that the power driving stage N2 is entered at time T4, it is assumed that the second control command value begins to increase at time T5, and it is assumed that the second control command value reaches the control command value corresponding to the power driving stage N2 at time T6.

[0024] In the Fig. 5 and Fig. 6 “(a)” represents a change in the time course of the operating command input to the inverter control 16. In the Fig. 5 and Fig. 6 represents “(b)” a change over time in the rotational speed of generator 11. In the Fig. 5 and Fig. 6 represents “(c)” a change over time in the start correctness signal output by the determiner 21. In the Fig. 5 and Fig. 6 represents “(d)” a change over time in the first control command value output by the computer 22. In the Fig. 5 and Fig. 6 represents “(e)” a change in the time course of the second control command value output by the inverter control 16. In the Fig. 5 and Fig. 6 represents “(f)” a change over time in the rotational speed of the electric motor 15.

[0025] As in “(a)” Fig. As shown in Figure 5, the braking stage B is input to the vehicle drive unit 1 as an operating command by the master controller until time T1. Until time T1, the acceleration of the rail vehicle is zero according to the operating command. The generator 11 is controlled based on an internal combustion engine stage command according to braking stage B. The rotational speed of the generator 11 is a rotational speed ω1 (= 0) corresponding to braking stage B. The reference rotational speed calculator 31 calculates the rotational speed of the generator 11 according to braking stage B to obtain zero as the result for the calculation. Accordingly, the first threshold speed is 0 until time T1. Since the rotational speed of the generator 11 coincides with the first threshold speed, the start correctness signal is at the H level.The inverter control 16 outputs a control command value Tr1 (= 0) corresponding to braking stage B. The electric motor 15 is controlled by the control command value Tr1, and the rotational speed of the electric motor 15 is a rotational speed ω'1 (= 0) corresponding to braking stage B.

[0026] When the power stage N1 is entered at time T1, the rotational speed specified by the internal combustion engine stage command increases. When the rotational speed specified by the internal combustion engine stage command increases, the rotational speed of generator 11 increases, as described in “(b)” of Fig. Figure 5 illustrates this. When the power driving stage N1 is specified, the reference rotational speed calculator 31 calculates and outputs the rotational speed ω2 of the generator 11 corresponding to the power driving stage N1, which is the post-change operating command. The ratio determiner 32 detects a change in the operating command and outputs the ratio α1 based on the rotational speed ω'1 of the electric motor 15 at time T1. The multiplier 33 outputs a first threshold speed ω th1 from which the result of multiplying the rotational speed ω2 by the ratio α1. Because the rotational speed of generator 11 is less than the first threshold speed ω th1 up to time T2, the start correctness signal is at the L level as in “(c)” of Fig. 5 is shown. Because the start correctness signal is at the L level until time T2, the computer 22 outputs the first control command value Tr1 according to the braking stage B, as shown in “(d)” of Fig. 5 is shown. Accordingly, as in “(e)” of Fig. As shown in Figure 5, the inverter control 16 outputs the second control command value Tr1 until time T2. Therefore, as in “(f)” of Fig. As shown in Figure 5, the rotational speed of the electric motor 15 remains the rotational speed ω'1.

[0027] If the rotational speed of generator 11 is the first threshold speed ω th1At time T2, the start correctness signal reaches the H level. When the start correctness signal reaches the H level, the computer 22 outputs a first control command value Tr2 corresponding to the power drive stage N1. Because the first control command value changes from Tr1 to Tr2, the jerk control 23 continuously changes the second control command value from Tr1 to Tr2 at a rate of change β1. The rate of change β1 is taken as a fixed value. As the second control command value increases from Tr1 to Tr2, the rotational speed of the electric motor 15 increases from ω'1 to ω'2. At time T3, the second control command value reaches Tr2, and the rotational speed of the electric motor reaches ω'2.

[0028] As in “(a)” in Fig. As shown in Figure 6, after time T3, the power drive stage N1 is entered until time T4, and the rotational speed of the generator 11 is ω2 from time T3 to time T4, and the rotational speed of the electric motor 15 is ω'2 from time T3 to time T4.

[0029] The power stage N2 is entered at time T4 and the rotational speed specified by the internal combustion engine stage command increases. As the rotational speed specified by the internal combustion engine stage command increases, the rotational speed of generator 11 also increases, as described in “(b)” in Fig. Figure 6 is shown. The rotational speed of generator 11 increases at the same rate of change as the rate at which power stage N1 is entered. When power stage N2 is entered, the reference rotational speed calculator 31 calculates and outputs a rotational speed ω3 of generator 11 corresponding to power stage N2, which is the post-change operating command. The ratio determiner 32 detects the change in the operating command and outputs the ratio α2 based on the rotational speed ω'2 of electric motor 15 at time T4. Because the ratio α has a positive correlation with the rotational speed of electric motor 15 at the time the operating command changes, the ratio α2 is greater than the ratio α1. The multiplier 33 outputs a first threshold speed ω th2from which the result of multiplying the rotational speed ω3 by the ratio α2. Because the rotational speed of generator 11 is less than the first threshold speed ω th2 Until time T5, the start correctness signal is at the L level as in “(c)” in Fig. Figure 6 is shown. Because the start correctness signal is at the L level up to time T5, the calculator 22 outputs the first control command value Tr2 corresponding to the power drive stage N1, as shown in “(d)” of Fig. 6 is shown. Accordingly, as in “(e)” in Fig. As shown in Figure 6, the inverter control 16 outputs the second control command value Tr2 up to time T5. This means, as in “(f)” in Fig. Figure 6 shows that the rotational speed of the electric motor 15 remains the rotational speed ω'2.

[0030] If the rotational speed of generator 11 is the first threshold speed ω th2 At time T5, the start correctness signal reaches the H level. When the start correctness signal reaches the H level, the computer 22 outputs a first control command value Tr3 corresponding to the power drive stage N2. Because the first control command value changes from Tr2 to Tr3, the jerk control 23 continuously changes the second control command value from Tr2 to Tr3 at the rate of change β1. As described above, β1 is taken as a fixed value. When the control command value changes from Tr2 to Tr3, the rotational speed of the electric motor 15 increases from ω'2 to ω'3. At time T6, the second control command value reaches Tr3, and the rotational speed of the electric motor 15 reaches ω'3.

[0031] As in Fig. As shown in Figure 5, a symbol τ1 denotes a time period from when the operating command changes until when the rotational speed of the electric motor reaches 15ω'2. In the example of Fig. In step 5, the second control command value increases from the value Tr1 to the value Tr2. This means that a change in the second control command value is represented by (Tr2 - Tr1). Also, as in Fig. As shown in Figure 6, a symbol τ2 denotes a time period from when the operating command changes until when the rotational speed of the electric motor reaches 15 ω'3. In the example of Fig. In step 6, the second control command value increases from the value Tr2 to the value Tr3. This means that a change in the second control command value can be represented by (Tr3 - Tr2). In embodiment 1, (Tr2 - Tr1) = (Tr3 - Tr2).

[0032] The response of the electric motor 15 is in Fig. 5 is shown in a case where the power driving stage N1 is entered as the operating command from the state where the braking stage B is entered, compared with the response reaction of the electric motor 15, which is in Fig. Figure 6 illustrates a case where the power stage N2 is entered, starting from a state where the power stage N1 is entered as the operating command. Accordingly, a value obtained by dividing the change quantity in the control command value by the time from when the operating command changes until when the control command value reaches the control command value corresponding to the post-change operating command is defined as a value R that indicates a response reaction of the electric motor 15. A value R1 indicates the response reaction of the electric motor 15 in the example of Fig. 5 and is represented by (Tr2 - Tr1) / τ1. Additionally, a value R2, which is the response of the electric motor 15 in the example of the Fig. 6 is represented by (Tr3 - Tr2) / τ2. In embodiment 1, the ratio output by the ratio determiner 32 has a positive correlation with the rotational speed of the electric motor 15 at the time the operating command changes. Accordingly, the greater the rotational speed of the electric motor 15 at the time the operating command changes, the longer the time from when the operating command changes until when the second control command value output by the inverter control 16 begins to increase. As a result, the value R, which indicates the response of the electric motor 15, has a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes.This means that the lower the rotational speed of the electric motor 15 at the time the operating command changes, the higher the response rate of the electric motor 15. In other words, the response rate of the electric motor 15 when the vehicle is stopped is higher than the response rate of the electric motor 15 when the vehicle is moving.

[0033] Although the case where the operating command increases is described above, the same applies to the operation of each component of the vehicle drive unit 1 when the operating command decreases, for example, when the operating command changes from power stage N2 to power stage N1. However, when the operating command decreases, the rotational speed of generator 11 is equal to or greater than the first threshold speed at the time the operating command changes. Accordingly, when the operating command changes, the second control command value changes immediately.

[0034] As described above, in the vehicle drive unit 1 according to embodiment 1 of the present disclosure, the value R indicates the response reaction of the electric motor 15 and has a negative correlation with the rotational speed of the electric motor 15 at the time when the operating command changes, thereby enabling an improvement in the response reaction of the output of the electric motor 15 at the time of starting the vehicle, while suppressing an overload of the internal combustion engine 2. Design 2

[0035] In embodiment 1, so that the value R, which indicates the response reaction of the electric motor 15, indicates a negative correlation with the rotational speed of the electric motor 15 at the time when the operating command changes, the first threshold speed ω thThe ratio α is modified to exhibit a positive correlation with the rotational speed of the electric motor 15 at the time the operating command changes. A method for generating the value R, which exhibits the negative correlation described above, is freely chosen. For example, the second control command value can be calculated based on the rate of change β, which changes according to the rotational speed of the electric motor 15. Embodiment 2, in which both the ratio α and the rate of change β are modified, is described below.

[0036] The configuration of the vehicle drive unit 1 according to embodiment 2 of the present disclosure is similar to that of the vehicle drive unit 1 according to embodiment 1. As in Fig. As shown in Figure 7, the inverter control 16 has a jerk control 24 instead of the jerk control 23. The jerk control 24 receives the first control command value from the computer 22. The operating command is entered into the jerk control 24. The jerk control 24 obtains the rotational speed of the electric motor 15 from a signal output by the speed sensor 18. When the first control command value changes, the jerk control 24 continuously changes the second control command value based on the rate of change β, which has a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes.

[0037] More precisely, as in Fig. As shown in Figure 8, the jerk controller 24 maintains a function for determining a rate of change β corresponding to the rotational speed of the electric motor 15. When the jerk controller 24 detects a change in the operating command, it determines the rate of change β based on (i) the rotational speed of the electric motor 15 at the time the operating command changes and (ii) the Fig. Function shown in section 8. Fig. As shown in Figure 8, the rate of change β exhibits a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes. In the example of the Fig. In section 8, it is assumed that the rotational speeds ω'1 and ω'2 of the electric motor 15 satisfy the ratio ω'1 < ω'2. Because the rate of change β is determined using the linear function that is in Fig. As shown in Figure 8, β2, which corresponds to ω'2, is less than β1, which corresponds to ω'1. This means that the higher the rotational speed of the electric motor 15 at the time the operating command changes, the lower the rate of change β. In other words, the rate of change β when the vehicle is stopped is greater than the rate of change β when the vehicle is moving. If the first control command value output by the computational unit 22 changes after the operating command changes, the jerk control unit 24 outputs the second control command value, which changes continuously, based on the determined rate of change β, from the pre-change first control command value to the post-change first control command value.

[0038] The inverter control, which is carried out by inverter control 16, is described with reference to the Fig. 5 and Fig. 9 described. Fig. 9 is in the same way as Fig. 5. A time-dependent change in the operating command up to time T4, a time-dependent change in the rotational speed of the generator 11 up to time T4, a time-dependent change in the start correctness signal up to time T4, a time-dependent change in the first control command value up to time T4, a time-dependent change in the second control command value up to time T4, and a time-dependent change in the rotational speed of the electric motor 15 up to time T4 are all the same as those in embodiment 1 and shown in Fig. 5. As described in embodiment 1, because the control command value output by the computer 22 changes from Tr1 to Tr2 at time T2, the jerk control 23 continuously changes the control command value from Tr1 to Tr2. The rate of change β of the control command value during the change from Tr1 to Tr2 is the rate of change β1 corresponding to the rotational speed ω'1 of the electric motor 15 at time T2.Also, a change in the timing of the operating command before time T4 up to time T5, a change in the rotational speed of the generator 11 from time T4 up to time T5, a change in the starting correctness signal from time T4 up to time T5, a change in the timing of the first control command value from time T4 to time T5, a change in the timing of the second control command value before time T4 up to time T5 and a change in the rotational speed of the electric motor 15 from time T4 up to time T5, all the same as in embodiment 1.

[0039] The first threshold velocity ω th2 is the same as in embodiment 1. If the rotational speed of the generator 11 is the first threshold speed ω th2At time T5, the start correctness signal output by the comparator 34 reaches the high level. When the start correctness signal reaches the high level, the comparator 22 outputs the first control command value Tr3 corresponding to the power drive stage N2. Because the first control command value changes from Tr2 to Tr3, the jerk control 23 continuously changes the second control command value from Tr2 to Tr3 with a rate of change β2. As described above, the rate of change β2 during the change from Tr2 to Tr3 is a value corresponding to the rotational speed ω'2 of the electric motor 15 at time T4. Because the rate of change of the second control command value has a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes, the rate of change β2 is lower than the rate of change β1.This means that when the second control command value increases from Tr2 to Tr3, the rate of increase is slower than when the second control command value increases from Tr1 to Tr2. As the second control command value increases from Tr2 to Tr3, the rotational speed of electric motor 15 increases from ω'2 to ω'3. At time T7, the second control command value reaches Tr3 and the rotational speed of electric motor 15 reaches ω'3.

[0040] As described above, the time course change in the second control command value up to time T4 is the same as in embodiment 1. Accordingly, as in Fig. Figure 5 shows a time period from when the operating command changes until when the rotational speed of the electric motor 15 reaches ω'2, denoted by a symbol τ1 as in embodiment 1. Additionally, as in Fig. Figure 9 shows a time period from when the operating command changes until the rotational speed of the electric motor 15 reaches ω'3, denoted by a symbol τ3. The value R1, which represents the response of the electric motor 15 in the example of the Fig. 5, can be represented by (Tr2 - Tr1) / τ1. Additionally, the value R2, which represents the response of the electric motor 15 in the example of Fig. 9 is represented by (Tr3 - Tr2) / τ3. As in embodiment 1, the ratio α output by the ratio determiner 32 has a positive correlation with the rotational speed of the electric motor 15 at the time the operating command changes. Accordingly, the higher the rotational speed of the electric motor 15 at the time the operating command changes, the longer the time from when the operating command changes until the second control command value begins to increase. Likewise, the rate of change β of the second control command value has a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes. Accordingly, the higher the rotational speed of the electric motor 15 at the time the operating command changes, the slower the rate of increase of the second control command value.As a result, the value R, which indicates the response rate of electric motor 15, exhibits a negative correlation with the rotational speed of electric motor 15 at the time the operating command changes. This means that the lower the rotational speed of electric motor 15 at the time the operating command changes, the higher the response rate of electric motor 15. In other words, the response rate of electric motor 15 is higher when the vehicle is stopped than the response rate of electric motor 15 when the vehicle is moving.

[0041] As described above, in the vehicle drive unit 1 according to embodiment 2 of the present disclosure, the value R, which indicates the response of the electric motor 15, exhibits a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes. This allows for an improvement in the response in the output of the electric motor 15 at the time the vehicle starts moving, while suppressing an overload of the internal combustion engine 2. In the vehicle drive unit 1 according to embodiment 2, because the rate of change β in the jerk control 24 exhibits a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes, the response to the output of the electric motor 15 at the time the vehicle starts moving can be further improved. embodiment 3

[0042] In embodiments 1 and 2, in order to make the value R, which indicates the response reaction of the electric motor 15, exhibit a negative correlation with the rotational speed of the electric motor 15 at the time when the operating command changes, the first threshold speed ω th1The ratio α is modified using a positive correlation with the rotational speed of the electric motor 15 at the time the operating command changes. The method for generating the value R, which exhibits the negative correlation described above, is arbitrary. For example, the ratio α can be taken as a fixed value, and the second control command value can be modified based on the rate of change β, which changes according to the rotational speed of the electric motor 15. Embodiment 3, in which the ratio α is a fixed value and the rate of change β is modified according to the rotational speed of the electric motor 15, is described below.

[0043] The configuration of a vehicle drive unit 1 according to embodiment 3 of the present disclosure is the same as that of the vehicle drive unit 1 according to embodiment 1. The inverter control 16, which is present in the vehicle drive unit 1 according to embodiment 3, determines whether the change of the control command value should begin when the operating command changes, based on whether the rotational speed of the generator 11 is equal to or greater than a second threshold speed. As described later, the second threshold speed is obtained by multiplying the rotational speed of the generator 11 by a positive number equal to or less than 1, according to the operating command. The vehicle drive unit 1 also continuously changes the second control command value according to the rotational speed of the electric motor 15 at the time when the operating command changes. As described later Fig. As shown in Figure 10, the inverter control 16 has a determiner 25 instead of the determiner 21. The inverter control 16 has the jerk control 24 as in embodiment 2.

[0044] The determiner 25, based on whether the rotational speed of generator 11 is equal to or greater than the second threshold speed, determines whether to begin changing the control command value when the operating command changes. As in Fig. As shown in Figure 11, the controller 25 comprises (i) the reference rotational speed calculator 31, which calculates the rotational speed of the generator 11 according to the operating command, (ii) the multiplier 33, which outputs the result of multiplying the rotational speed of the generator 11 calculated by the reference rotational speed calculator 31 by a fixed ratio, and (iii) the comparator 34, which compares the rotational speed of the generator 11 with the output of the multiplier 33. The fixed ratio is a positive number equal to or less than 1. The fixed ratio is a constant value independent of the rotational speed of the electric motor 15.

[0045] The reference rotational speed calculator 31 maintains the generator speed table as in embodiment 1. Based on the operating command received from the master controller and the generator speed table, the reference rotational speed calculator 31 calculates the rotational speed of the generator 11 according to the operating command. The multiplier 33 outputs the second threshold speed, which is the result of multiplying the rotational speed of the generator 11 calculated by the reference rotational speed calculator 31 by a fixed ratio. The comparator 34 outputs the start-up correctness signal, the signal level of which changes according to a magnitude ratio between the rotational speed of the generator 11 and the second threshold speed. If the rotational speed of the generator 11 is less than the second threshold speed, the start-up correctness signal is at the low level.If the rotational speed of generator 11 is equal to or greater than the second threshold speed, the start correctness signal is at the H level.

[0046] Due to the preceding configuration, if the rotational speed of generator 11 is less than the second threshold speed, the controller 25 determines that the second control command value has not yet started to change and outputs a start correctness signal at the L level. Conversely, if the rotational speed of generator 11 is equal to or greater than the second threshold speed, the controller 25 determines that the second control command value has begun to change and outputs a start correctness signal at the H level.

[0047] As in Fig. As shown in Figure 10, the computational controller 22 receives the operating command and the start correctness signal output from the controller 25. The computational controller 22 calculates and outputs the first control command value according to the operating command based on the start correctness signal. More precisely, the computational controller 22 outputs a first control command value corresponding to the pre-change operating command if the operating command is changing and a start availability signal is at the low level. Conversely, if the operating command is changing and the start correctness signal is at the high level, the computational controller 22 outputs the first control command value corresponding to the post-change operating command.

[0048] The jerk controller 24 receives the first control command value from the computer 22. The operating command is input to the jerk controller 24. The jerk controller 24 also receives the rotational speed of the electric motor 15 from the signal output of the speed sensor 18. The configuration and operation of the jerk controller 24 are the same as in embodiment 2. When the first control command value changes, the jerk controller 24 continuously changes the second control command value based on the rate of change β, which has a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes.

[0049] The inverter control, which is carried out by the inverter control 16, is described with reference to the Fig. 12 and Fig. 13 described. These drawings are labelled in the same way as Fig. 5. As an example, it is described that the power-on stage is entered as an operating command to cause the rail vehicle to start moving from the state in which brake stage B is entered and the rail vehicle is stopped. In the following description, the power-on stages of positions N1 and N2 are referred to as power-on stages N1 and N2. In the following example, it is assumed that power-on stage N1 is entered at time T11, that the vehicle starts moving at time T12, and that the second control command value corresponding to power-on stage N1 is reached at time T13.Additionally, it is assumed that the power driving stage N2 is entered at time T14, and it is assumed that the second control command value begins to increase at time T15, and it is assumed that the second control command value reaches the control command value corresponding to the power driving stage N2 at time T16.

[0050] As in “(a)” in Fig. As shown in Figure 12, braking stage B is entered into the vehicle drive unit 1 by the master controller as the operating command until time T11. Until time T11, the acceleration of the rail vehicle according to the operating command is zero. The generator 11 is controlled based on the combustion engine stage command according to braking stage B. The rotational speed of the generator 11 is the rotational speed ω1 (= 0) according to braking stage B. The reference rotational speed calculator 31 calculates the rotational speed of the generator 11 according to braking stage B to obtain zero as the result of the calculation. Accordingly, the first threshold speed is zero until time T11. Because the rotational speed of the generator 11 matches the first threshold speed, the start correctness signal is at the H level.The inverter control 16 outputs the control command value Tr1 (= 0) corresponding to braking stage B. The electric motor 15 is controlled by the control command value Tr1, and the rotational speed of the electric motor 15 is the rotational speed ω'1 (= 0) corresponding to braking stage B.

[0051] When the power stage N1 is entered at time T11, the rotational speed specified by the internal combustion engine stage command increases. As the internal combustion engine stage command increases, the rotational speed of generator 11 increases as described in “(b)” of the Fig. Figure 12 shows that when the power drive stage N1 is entered, the reference rotational speed calculation unit 31 calculates and outputs the rotational speed ω2 of the generator 11 according to the power drive stage N1, which is the post-change operating command. The multiplier 33 outputs a second threshold speed. ω'th1 from which the result of multiplying the rotational speed ω2 by a fixed ratio γ. Since the rotational speed of generator 11 is smaller than the second threshold speed ω'th1 up to time T12, the start correctness signal is at the L level as in “(c)”. Fig. 12 is shown. Because the start correctness signal is at the L level up to time T12, the calculator 22 outputs the first control command value Tr1 according to the braking stage B as in “(d)” of the Fig. 12 is shown. Accordingly, as in “(e)” of the Fig. As shown in 12, the inverter control 16 outputs the second control command value Tr1 up to time T12. Therefore, as in “(f)” of the Fig. As shown in 12, the rotational speed of the electric motor remains 15 ω'1.

[0052] If the rotational speed of generator 11 is the second threshold speed ω'th1 At time T12, the start correctness signal reaches the H level. When the start correctness signal reaches the H level, the computational unit 22 outputs the first control command value Tr2 according to the power drive stage N1. Since the first control command value changes from Tr1 to Tr2, the jerk control unit 23 continuously changes the second control command value from Tr1 to Tr2 at the rate of change β1. Because the second control command value changes from Tr1 to Tr2, the rotational speed of the electric motor 15 increases from ω'1 to ω'2. At time T13, when the control command value Tr2 is reached, the rotational speed of the electric motor 15 reaches ω'2.

[0053] As in “(a)” in Fig. As shown in Figure 13, the power driving stage N1 is entered from time T13 to time T14, the rotational speed of the generator 11 is ω2 between time T13 and time T14 and the rotational speed of the electric motor 15 is ω'2 between time T13 and time T14.

[0054] At time T14, the power drive stage N2 is entered and the rotational speed specified by the internal combustion engine stage command increases. As the rotational speed specified by the internal combustion engine stage command increases, the rotational speed of generator 11 increases as described in “(b)” of Fig. Figure 13 shows the rotational speed of generator 11, which changes at the same rate as when power stage N1 is entered. When power stage N2 is entered, the reference rotational speed 31 calculates and outputs the rotational speed ω3 corresponding to power stage N2, which is the post-change operating command. The multiplier 33 provides a second threshold speed. ω'th2 from which the result of multiplying the rotational speed ω3 by the fixed ratio γ. Because the rotational speed of generator 11 is less than the second threshold speed. ω'th2 is, until time T15, as in “(c)” the Fig. As shown in Figure 13, the start correctness signal is at the L level. Because the start correctness signal is at the L level until time T15, the computer 22 outputs the first control command value Tr2 corresponding to the power drive stage N1, as shown in “(d)” of the Fig. 13 is shown. Accordingly, as in “(e)” of the Fig. As shown in Figure 13, the inverter control unit 16 outputs the second control command value Tr2 up to time T15. Therefore, as in “(f)” of the Fig. As shown in Figure 13, the rotational speed of the electric motor remains 15 ω'2.

[0055] If the rotational speed of generator 11 is the second threshold speed ω'th2 At time T15, the start correctness signal reaches the high level. When the start correctness signal reaches the high level, the controller 22 outputs the first control command value Tr3 according to the power drive stage N2. Because the first control command value changes from Tr2 to Tr3, the jerk control 23 continuously changes the second control command value from Tr2 to Tr3 at a rate of change β2. Because the rate of change of the second control command value has a negative correlation with the rotational speed of the electric motor 15 at the time the operating command changes, the rate of change β2 is lower than the rate of change β1. This means that when the second control command value increases from Tr2 to Tr3, the rate of change of the second control command value is slower than when the second control command value changes from Tr1 to Tr2.When the second control command value increases from Tr2 to Tr3, the rotational speed of the electric motor 15 increases from ω'2 to ω'3. At time T16, the second control command value reaches Tr3 and the rotational speed of the electric motor 15 reaches ω'3.

[0056] As in Fig. As shown in Figure 12, a symbol τ4 denotes the time period from when the operating command changes until when the rotational speed of the electric motor reaches 15 ω'2. In the example of the Fig. 12. In step 12, the second control command value increases from Tr1 to Tr2. This means that the value R1, which determines the response of the electric motor 15 in the example of the Fig. 12, which can be represented by (Tr2 - Tr1) / τ4. Furthermore, as in Fig. As shown in Figure 13, the symbol τ5 represents a time period, from when the operating command changes until when the rotational speed of the electric motor reaches ω'3. In the example of the Fig. 13, the second control command value increases from Tr2 to Tr3. This means that the value R2, which represents the response of the electric motor 15 in the example of the Fig.The value specified in 13 can be represented by (Tr3 - Tr2) / τ5. As in embodiment 2, the rate of change of the second control command value β is negatively correlated with the rotational speed of the electric motor 15 at the time the operating command changes. Accordingly, the higher the rotational speed of the electric motor 15 at the time the operating command changes, the lower the rate of increase of the second control command value. As a result, the value R, which indicates the response of the electric motor 15, is negatively correlated with the rotational speed of the electric motor 15 at the time the operating command changes. This means that the lower the rotational speed of the electric motor 15 at the time the operating command changes, the higher the response of the electric motor 15.In other words, the response reaction of electric motor 15 when the vehicle is stopped is higher than the response reaction of electric motor 15 when the vehicle is moving.

[0057] As described above, in the vehicle drive unit 1 according to embodiment 3 of the present disclosure, the value R, which indicates the response reaction of the electric motor 15, has a negative correlation with the rotational speed of the electric motor 15 at the time when the operating command changes, thereby enabling an improvement in the response reaction of the output of the electric motor 15 at the time of starting the vehicle, while suppressing an overload of the internal combustion engine 2.

[0058] Embodiments of the present disclosure are not limited to those described above. The internal combustion engine 2 is a diesel engine, a gasoline engine, or the like. The inverter control 16 can obtain the rotational speed of the electric motor 15 from an automatic train control (ATC). The reference rotational speed calculator 31 can calculate the rotational speed of the generator 11 according to the operating command, based on a function. The ratio determiner 32 can determine the ratio α using a table in which a range of values ​​that the rotational speed of the electric motor 15 can assume and the ratio α are related. The jerk controllers 23 and 24 can continuously change the control command value based on a ramp function, a first-order delay element, or the like.The jerk control unit 24 can determine the rate of change β using a table in which value ranges can assume the rotational speed of the electric motor 15 and the rate of change β are related to each other. The first threshold speed ω. th1 can be calculated by multiplying by the ratio α of a value obtained by subtracting the rotational speed of generator 11 according to the pre-change operating command from the rotational speed of generator 11 according to the post-change operating command. Similarly, the second threshold speed ω can be calculated. th2 calculated by multiplying, by a fixed ratio γ, a value obtained by subtracting the rotational speed of generator 11 according to the pre-change operating command from the rotational speed of generator 11 according to the post-change operating command.

[0059] The foregoing describes some exemplary embodiments for illustrative purposes. Although the preceding discussion has presented specific embodiments, the person skilled in the art recognizes that changes in form and detail can be made without departing from the broader spirit and scope of the invention. Accordingly, the descriptions and drawings are to be included in a descriptive rather than a limiting manner. This detailed description is therefore not to be understood in a limiting sense, and the scope of the invention is defined only by the subsequent claims, together with the full range of equivalents attributed to such claims. Reference symbol list 1 Vehicle drive system 2 Internal combustion engine 3 Internal combustion engine control 11 Generator 12 converters 13 Filter capacitor 14 inverters 15 Electric motor 16 Inverter control 17, 18 Speed ​​sensor 21, 25 Determiner 22 calculators 23, 24 Back control 31 Reference rotational speed calculator 32 ratio determiners 33 Multipliers 34 comparators

Claims

[1] Vehicle propulsion device (1) for propelling a vehicle using, as a power source, an internal combustion engine (2) which is controlled according to an operating command, wherein the vehicle propulsion device (1) comprises: a generator (11) which is driven by the internal combustion engine (2) and rotates to output AC power; a converter (12) for converting the AC power output by the generator (11) into DC power and for outputting the DC power; a converter (14) for converting the DC power output through the converter (12) into AC power and outputting the AC power; an electric motor (15) which is driven and rotates by the AC power output from the inverter (14); and a converter controller (16) for (i) calculating a control command value for the converter (14) according to the operating command and (ii) controlling the converter (14) based on the control command value, wherein When the operating command changes from a pre-change operating command to a post-change operating command, the inverter control (16) (i) continuously, according to a rotational speed of the electric motor (15) at the time the operating command changes, changes the control command value from a control command value corresponding to the pre-change operating command to a control command value corresponding to the post-change operating command, and (ii) controls the inverter (14) based on the continuously changing control command value. a value which, by dividing (i) a quantity of the change in the control command value from the control command value corresponding to the control command value corresponding to the post-change operating command in a case of increasing the operating command by (ii) a time period from when the operating command changes to when the control command value reaches the control command value corresponding to the post-change operating command, exhibits a negative correlation with the rotational speed of the electric motor (15) at the time when the operating command changes. [2] Vehicle drive unit (1) according to claim 1, wherein the inverter control (16) comprises: a determiner (21, 25) to (i) determine, when the operating command changes, based on whether a rotational speed of the generator (11) is equal to or greater than a first threshold speed, whether to begin changing the control command value, and (ii) output a start correctness signal indicating a result of the determination; a calculator (22) for calculating, based on the start correctness signal, the control command value according to the operating command and outputting the calculated control command value; and a jerk control (23, 24) to (i) continuously change the control command value from the pre-change control command value to the post-change control command value when the control command value changes by the computer (22), and (ii) output the continuously changed control command value, wherein The first threshold speed is obtained by multiplying the rotational speed of the generator (11) according to the post-change operating command by a ratio that has a positive correlation with the rotational speed of the electric motor (15) at the time when the operating command changes. If the rotational speed of the generator (11) is equal to or greater than the first threshold speed, the determiner (21, 25) determines to begin changing the control command value, If the operating command changes and the start correctness signal indicates that the control command value has not started to change, the computer (22) calculates the control command value according to the pre-change operating command, and If the operating command changes and the start correctness signal indicates that the control command value has started to change, the calculator (22) calculates the control command value according to the post-change operating command. [3] Vehicle drive device (1) according to claim 2, wherein the jerk control (23, 24) continuously changes the control command value based on a rate of change which has a negative correlation with the rotational speed of the electric motor (15) at the time the operating command changes. [4] Vehicle drive unit (1) according to claim 1, wherein the inverter control (16) comprises: a determiner (21, 25) to (i) determine, when the operating command changes, based on whether a rotational speed of the generator (11) is equal to or greater than a second threshold speed, whether to begin changing the control command value, and (ii) output a start correctness signal indicating a result of the determination; a calculator (22) for calculating, based on the start correctness signal, the control command value according to the operating command and outputting the calculated control command value; and a jerk control (23, 24) to (i) continuously change the control command value from the pre-change control command value to the post-change control command value when the control command value changes, and (ii) output the continuously changed control command value, wherein the second threshold speed is obtained by multiplying the rotational speed of the generator (11) according to the post-change operating command by a positive number equal to or less than 1, when the rotational speed of the generator (11) is equal to or greater than the second threshold speed, certain determiners (21, 25) begin to change the control command value, If the operating command changes and the start correctness signal indicates that the control command value has not started to change, the calculator (22) calculates the control command value according to the pre-change operating command. If the operating command changes and the start correctness signal indicates that the control command value has started to change, the calculator (22) calculates the control command value according to the post-change operating command, and The jerk control (23, 24) continuously changes the control command value based on a rate of change that has a negative correlation with the rotational speed of the electric motor (15) at the time when the operating command changes.

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