CN1275947A - Controller of electric car - Google Patents

Controller of electric car Download PDF

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Publication number
CN1275947A
CN1275947A CN 97182388 CN97182388A CN1275947A CN 1275947 A CN1275947 A CN 1275947A CN 97182388 CN97182388 CN 97182388 CN 97182388 A CN97182388 A CN 97182388A CN 1275947 A CN1275947 A CN 1275947A
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wheel
differential value
means
detected
wheel speed
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CN 97182388
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Chinese (zh)
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CN1174879C (en )
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金子贵志
安藤武
堀江哲
伊藤谦
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株式会社日立制作所
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7258Optimisation of vehicle performance
    • Y02T10/7275Desired performance achievement

Abstract

A controller of an electric car for controlling a motor which drives a wheel of the electric car by a vector control inverter for controlling the primary current of the motor which is divided into anexciting current component and a torque current component which are respectively controlled by the command values of the components, characterized in that the controller comprises a means which detects the wheel speed (including the rotor frequency fo the motor which is proportional to the wheel speed), a means which detects slip and skid of the wheel in accordance with the differential coefficient (change rate with time) of the detected wheel speed, a means which detects the readhesion of the wheel in accordance with the differential coefficient and 2nd order differential coefficient of thedetected wheel speed and a means which adjusts the torque current component command value in accordance with the detection results of both the detecting means. The readhesion point of the wheel can be found when the wheel slips or skids, and the torque current component of the motor can be restored in a short time accordingly by utilizing the high speed response of the vector control. Therefore, even in a state such as a rainy weather in which the adhesion factor is small, the torque can be efficiencly utilized to a physical adhesion limit, so that the acceleration/deceleration of the electric

Description

电车控制器 Tram Controller

发明背景本发明涉及用于以具有利用矢量控制的逆变器的电机驱动的电车的控制器,尤其涉及通过检测车轮与铁轨之间产生的滑动或滑移对重新附着进行扭矩控制的电车控制器。 Background of the Invention The present invention relates to a controller for use with a motor vector control inverter for driving the electric vehicle, in particular relates to a sliding or slipping by detecting the wheel and the rail between the generated torque control of the re-adhesion control tram .

作为一种现有技术,JP-A-4-197004(1992)已经揭示了一种通过检测电车车轮的滑动或滑移以及降低电机产生的扭矩而控制重新附着的方法。 As a prior art, JP-A-4-197004 (1992) has been disclosed for generating a torque by detecting a train wheel slip or slide and lower motor controlling method of reattachment. JP-A-4-197003(1992)揭示了检测车轮重新附着的方法。 JP-A-4-197003 (1992) discloses a method for detecting a wheel reattachment. JP-A-5-83976(1993)揭示了通过逆变器的矢量控制而驱动铁轨电车电机的技术。 JP-A-5-83976 (1993) discloses a motor driven trolley tracks by vector control inverter technology.

按照上述JP-A-4-197004(1992)中所揭示的传统重新附着控制方法,车轮的滑动是通过识别感应电机的转子频率(与车轮速度成正比)随时间的变化率(微分值)是否超过固定检测电平的方法检测的,对降低电机扭矩的控制仅仅在检测到滑动的期间进行。 According to the above JP-A-4-197004 reattachment (1992) disclosed a conventional method of controlling wheel slip frequency identification whether the rotor of the induction motor (proportional to the wheel speed) of the time rate of change (differential value) method exceeds a fixed detection level detected, control of the motor torque reduction is only performed during the detection of the slide. 然而,如果微分值小于设定值,对滑动的识别被取消,控制电机扭矩恢复而与车轮是否实际重新附着不相关。 However, if the differential value is less than the set value, the identification of the slide is canceled, and control the motor torque is not related to whether the recovery wheel actual reattachment. 因此,如果车轮实际上未重新附着,立即出现车轮滑动,出现十分频繁地产生滑动现象的问题。 Therefore, if the wheel is not actually re-attached, immediately wheel slip, the problem of slip phenomenon occurs very frequently.

上述JP-A-4-197003(1992)揭示了一种通过检测重新附着而控制扭矩的方法,下面将参考图10说明检测重新附着的方法。 The above-mentioned JP-A-4-197003 (1992) discloses a method of controlling the torque by detecting the re-attachment, described below with reference to FIG. 10 to detect reattachment. 重新附着是在时间t1检测滑动后,通过识别在时间t2转子频率fr(与车轮速度成正比)的两次微分值fr”(轴跳动值)超过设定值Le而检测的。 Is reattached after detecting sliding time t1, at time t2 by identifying fr rotor frequency (proportional to the wheel speed) of the two differential value of fr "(shaft runout value) exceeds the set value and the detected Le.

然而,利用两次微分值fr”检测滑动能够预计有以下问题。首先,如果在重新附着时车轮速度的特征如图11所示,那么,车轮速度的两次微分值fr”不超过设定值Le,未能检测出重新附着,不过在时间t2仍出现重新附着。 However, using two differential value fr "it can be expected to detect the slide has the following problems. First, as shown, then the wheel speed differential value of two feature fr 11 if re-attachment of the wheel speed as indicated by" does not exceed the set value Le, failed to detect reattachment, but still appear to reattach the time t2. 因此,扭矩连续地维持在降低条件下,产生电车降低加速度的问题。 Accordingly, the torque is continuously maintained under reduced conditions, a problem of reducing the trolley acceleration. 此外,在如图12所示的在时间tla重新产生滑动(它似乎已趋于结束)的情况中,在时间tla两次微分值fr”超过设定值Le,产生错误地检测重新附着和继续滑动的问题。 Further, in the case of sliding time tla again (it seems to have toward the end), the differential value of two at time tla fr "exceeds the set value Le shown in Figure 12, an error detecting reattachment and continued sliding problems.

在产生滑移时会引起这类问题。 When slip can cause such problems. 如上所述,传统技术存在根据滑动或滑移条件不能检测重新附着或者错误检测重新附着的问题。 As described above, conventional techniques exist to re-attach the slide or slip condition can not be detected based on the problem or error detection reattachment.

目前,诸如JP-A-5-83976(1993)中所揭示的具有矢量控制的逆变器将被用作驱动电车的感应电机的控制器。 At present, such as JP-A-5-83976 (1993) disclosed the inverter has to be used as vector control induction motor driven electric car controller. 然而,利用矢量控制性能来控制重新附着的任何技术尚未公开。 However, performance is controlled by vector control reattachment any technique not disclosed.

发明概要本发明的目的是提供一种电车控制器,它通过利用矢量控制的快速扭矩响应能够把扭矩有效地利用到附着的物理极限,能够使电车的加速度和减速度尽可能高,即使在附着系数低的条件下。 SUMMARY object of the present invention is to provide a train control, it is possible to effectively use the torque to the physical limit of adhesion, it is possible to make the electric vehicle acceleration and deceleration as high as possible by flash torque response using vector control, even if the attachment low coefficient of conditions.

本发明涉及的电车控制器,包括矢量控制逆变器,它通过将电机的原电流分成激励电流分量和矢量电流分量控制驱动电车车轮的电机,并基于各别指令控制各个电流分量;进一步包括检测车轮速度(包括与车轮速度成正比的电机的转子频率)的装置、基于所检测的车轮速度的微分值(随时间的变化率)检测车轮滑动或滑移的装置、基于所检测的车轮速度的所检测的微分值和两次微分值检测车轮重新附着的装置,以及响应于上述两个检测装置调节扭矩电流分量的指定命令的装置。 The present invention relates to a train controller, comprising vector control inverter that controls the motor drive train wheels excitation current component and a current component by vector primary current into the motor, and controls each component based on the respective current instruction; detecting further comprises means wheel speed (including a rotor frequency of the motor proportional to the wheel speed) based on the differential value of the detected wheel speed (rate of change over time) detecting wheel slip or slide the device, based on the wheel speed detected the differential value detecting means and two detecting wheel differential value of reattachment, and means for adjusting the torque current command in response to the specified component to the two detecting means.

按照本发明的上述方法,如果在电车加速时车轮速度的微分值超过指定值,可以将其看作为出现滑动,进行降低扭矩电流的控制。 According to the above method of the present invention, if the differential value at the time of the tram wheel speed acceleration exceeds a specified value, it can be seen as slippage, the torque reduction control current. 结果,当滑动速度降低和出现重新附着时,车轮重新开始加速。 As a result, when the sliding speed is reduced and reattachment occurs, the wheel begins to accelerate again. 可以把重新附着点作为车轮速度的微分值变为负数而两次微分值变为正数时的点进行检测。 The attachment points can be re-used as a differential value of the wheel speed becomes negative and two differential value becomes positive when the point is detected. 根据上述的点,能够确定车轮的滑动肯定正在趋于结束,使车轮重新附着,而且重新开始车轮的加速。 According to the above points, it is possible to determine wheel slip is certainly toward the end of the reattachment of the wheel, and the wheel begins to accelerate again. 扭矩电流维持在降低条件下直至检测到重新附着为止。 Under reduced torque current is maintained until the condition is detected until the reattached. 因此,即使在出现重新附着后快速地恢复扭矩电流,通过确认重新附着能够使引起重新滑动的可能性很小。 Thus, even in the event of rapid recovery after the reattachment of the torque current, it can be made by confirming the possibility of causing re-adhesion of the small sliding back. 因此,能够使扭矩的增大与扭矩电流的恢复一样快,并能够增大电车的加速度。 Therefore, the recovery current torque and the torque is increased as fast as possible to increase the acceleration and tram.

即使出现滑动以及在检测出重新附着前,当车轮速度的微分值减小时滑动正在趋于结束。 Even if slip occurs and is detected prior to re-attach, when sliding the wheel speed differential value is reduced toward the end. 因此,通过降低扭矩电流的减小能够减小扭矩的减小,使加速度能够与扭矩的减小一样多地增大。 Thus, by reducing the torque reducing current can be reduced to reduce the torque, so that the acceleration torque can be reduced as much as the increase. 如果在电车减速时出现滑动,道理是完全相同,不同的只是检测电平的符号相反。 If the sliding deceleration occurs when the tram, the reason is identical, except that the detection level of the opposite sign.

如上所述,如果对驱动车轮的电机作矢量控制,能够独立地控制电机的原电流中的扭矩电流分量。 As described above, if the wheel driving motor for vector control, it is possible to independently control the torque current component of the primary current of the motor. 扭矩电流控制仅仅影响电机的漏阻抗,它具有时间常数短和控制响应快的特点。 The torque current control only affects the leakage impedance of the motor, which has a short time constant and quick response control characteristics. 于是,如果用矢量控制进行本发明的重新附着控制,自然能够获得具有快速响应的重新附着性能,能够将扭矩有效地用于物理附着极限。 Thus, if the re-adhesion control vector control according to the present invention, natural adhesion properties can be obtained again with fast response, torque can be effectively used for physical adhesion limit.

附图简述图1是表示本发明一个实施例的控制器的方框图。 BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of a controller according to embodiments of the present invention.

图2是表示图1所示滑动-滑移检测器2的详细组成的说明图。 FIG 2 is a diagram shown in Figure 1 the slide - the detailed composition of the slip detector 2 of FIG.

图3是表明图1所示重新附着检测器3的详细组成的说明图。 FIG 3 is a diagram showing re-attach composition described in detail in FIG. 3, the detector 1 shown in FIG.

图4是表明图1所示扭矩电流控制器6的详细组成的说明图。 FIG 4 is a detailed description shows that the composition of the torque current controller 6 of FIG. 1 shown in FIG.

图5是表明图1所示的微分器4的详细组成的说明图。 Fig. 5 is an explanatory view of the detailed composition differentiator shown in FIG. 4.

图6-图8是说明本发明操作的图。 6-8 is a diagram of the operation of the present invention will be described.

图9是表示本发明第二实施例的控制器的方框图。 FIG 9 is a block diagram of the controller of the second embodiment of the present invention.

图10-图12是说明现有技术操作的图。 FIG 10- FIG 12 is an explanatory view of the operation of the prior art.

较佳实施例的详细描述下面将参考附图说明本发明的实施例。 The following detailed description of preferred embodiments with reference to the accompanying drawings illustrate embodiments of the present invention. 图1是一方框图,表示电车控制器中控制组成的概况,其中感应电机是用矢量控制逆变器将直流电转换为交流电而驱动的。 1 is a block diagram showing an overview train controller for controlling composition, wherein the induction motor vector control inverter DC to AC is driven. 为了便于本发明的描述,尽管图1中的每个方框由装置名称表示,但是方框可以是根据需要执行处理功能的微计算机的软件。 To facilitate the description of the present invention, although FIG. 1 in each block is represented by a device name, but may be performed as desired block the microcomputer software processing function.

按照图1,从操作装置54输出的驱动命令P或刹车命令B以及由连接于感应电机60的转速检测器7对转子频率fr获得的信号8被输入到电流命令计算器56;产生激励电流命令Id和电流模式Ipq。 According to FIG. 1, the driving operation command means 54 outputs a brake command from the P or B, and the signal from the speed detector connected to the induction motor rotor 60 7 8 obtained by frequency fr is input to the current command calculator 56; generating an excitation current command mode current Id and Ipq. 从Ipq与从滑动-滑移控制器1获得的扭矩电流控制值ΔIpq之间的差,由减法器116计算扭矩电流命令Iq。 From Ipq from the slide and - obtaining a difference between the torque current value of the slip controller 1 controls ΔIpq, the torque current command calculated by the subtractor 116 Iq. Iq、转子频率fr和由电流检测器61、62和63获得的电机电流检测值iu、iv和iw输入到矢量控制计算器57;产生逆变器输出电压的电压命令。 Iq, and rotor frequency fr obtained by the current detector 61, 62, 63 and the motor current detection values ​​iu, iv and iw calculator 57 is input to the vector control; generating voltage commands of the inverter output voltage. 按照PWM信号计算器58,通过将电压命令与斩波的载波(图中未示出)作比较而产生PWM信号,该PWM信号作为选通信号输出。 According to the PWM signal calculator 58, the PWM signal is generated by chopping the voltage command and a carrier (not shown) for comparing the strobe signal output as the PWM signal. PWM逆变器59用选通信号操作组成主电路的开关元件;从直流电源52经滤波电容器53获得的直流电被转换为三相交流电源;该电源提供给感应电机60。 PWM inverter 59 by operating the strobe signal composed of main circuit switching elements; DC power is converted from DC power source 52 through the smoothing capacitor 53 for three-phase AC power obtained; the power supply 60 to the induction motor.

电车的车轮(图中未示出)由上述感应电机驱动,车轮速度和感应电机的转速成正比关系。 Tram wheels (not shown) driven by the induction motor, and the wheel speed is proportional to the rotational speed of the induction motor. JP-A-5-83976(1993)揭示了上述计算器56、57、58和PWM逆变器59的组成和操作的详细情况,这里不再描述。 JP-A-5-83976 (1993) discloses the details of these calculators 56, 57, and the composition and operation of the PWM inverter 59, will not be described herein. 本发明以假设控制由具有上述组成的矢量控制PWM逆变器驱动电车为基础。 In the present invention, having assumed that the control vector consisting of the PWM inverter drive train control is based.

接着,参考图1,说明本发明的滑动-滑移控制器1的组成。 Next, with reference to FIG. 1, the sliding of the present invention - consisting of a slip controller. 其详细情况参考图2-图5说明。 Figures 2-5 detail is explained with reference to FIG. 控制器1包括微分器4、滑动-滑移检测器2、重新附着检测器3和扭矩电流控制器6。 The controller 1 comprises a differentiator 4, the slide - slip detector 2, the detector 3 re-attached and the torque current controller 6. 微分器4计算微分值fr',它是通过转速检测器7获得的转子频率fr的信号8随时间的变化率,并计算两次微分值fr”,它是fr'随时间的变化率。滑动-滑移检测器2基于微分值fr'的信号24,检测从操作装置54输出的驱动命令P和刹车命令B的滑动或滑移,输出检测信号21。重新附着检测器3基于滑动-滑移检测信号21、操作装置54输出的P和B命令信号23以及微分器4输出的fr'和fr”信号24,检测车轮和铁轨的重新附着;输出重新附着检测信号22。 Differentiator 4 calculates the differential value fr ', which is a rotor frequency fr obtained by the rotational speed detector 7 is a signal rate of change with time of 8, and calculates the differential value twice fr ", which is fr' time rate of change of sliding - slip detector 224, sliding or slippage detection command, and outputs a detection signal B from the driving means 54 outputs the operation command P and the differential value of braking fr 'based on a signal detector 21. the re-adhesion on the slide 3 - slip fr 'and fr detection signal 21, the operation of the apparatus 54 outputs the command signal P, and B 4 and the output of the differentiator 23 "signal 24, detects reattachment wheel and rail; re-adhesion detection signal output 22. 扭矩电流控制器6基于滑动-滑移检测信号21、重新附着检测信号22、来自电流命令计算器56的扭矩电流模式Ipq的信号27和fr'信号24计算扭矩电流控制值ΔIpq。 Based on the torque current controller 6 slides - slip detection signal 21, the re-adhesion detection signal 22, the signal 27 from the current command and the torque current fr Ipq mode calculator 56 'calculates the torque current control signal 24 value ΔIpq.

图2示出滑动-滑移检测器2的实际组成的一个例子。 Figure 2 illustrates the slide - a practical example of composition of a slip detector 2. 该检测器包括比较器68、69和开关82。 The detector includes a comparator 68, 69 and a switch 82. 微分值fr'的信号24被输入到各个比较器68、69。 Differential value fr 'signals 24 are input to respective comparators 68, 69. 如果微分值fr'大于设定值,那么比较器68输出“1”,如果微分值fr'小于设定值,那么比较器69输出“1”。 If the differential value fr 'greater than the set value, the comparator 68 outputs "1" if the differential value fr' than the set value, then the comparator 69 outputs "1." 当驱动命令P在操作装置54输出的命令信号23中输出时,开关82被切换到P侧,比较器68的输出作为滑动-滑移检测信号21而输出;当输出刹车命令B时,开关82切换到B侧,比较器69的输出作为滑动-滑移检测信号21而输出。 When the driving command P output command signal 23 in the output operation of the device 54, switch 82 is switched to the P-side output, the comparator 68 as the slide - slip detection signal output 21; when the brake command B output, switch 82 B switched to the output side, the comparator 69 as the slide - slip detection signal 21 is output. 通常,比较器68的检测电平设定为最大加速度(正值)的约1.5-2倍,而比较器69的检测电平设定为最大减速度(负值)的约1.5-2倍。 Typically, the detection level of the comparator 68 is set to the maximum acceleration (positive value) of about 1.5-2 times, and the detection level of the comparator 69 is set to the maximum deceleration (negative) about 1.5-2 times. 按照以上组成,能够对滑动-滑移进行检测,因为当产生滑动时,转子频率fr的微分值fr'增大,当产生滑移时,转子频率fr的微分值fr'减小。 According to the above composition, is capable of sliding - detecting slippage, because when slip occurs, the differential value of the rotor frequency fr fr 'is increased, when the slip, the differential value of the rotor frequency fr fr' decreases.

图3表示重新附着检测器3的实际组成的一个例子。 Figure 3 shows an example of re-adhesion of the actual composition of the detector 3. 该检测器3包括比较器64-67、“与门”电路101与102、开关81、“或门”电路111和定时器80。 The detector 3 comprises a comparator 64-67, "and the gate" circuit 101 and 102, the switch 81, "OR" circuit 111 and a timer 80. 首先,在滑动后检测重新附着时,微分值fr'的信号24输入到比较器64中,两次微分值fr”的信号25输入到比较器65中。比较器是这样设定的,当fr'信号24小于设定值时,比较器64输出“1”,而当fr”信号25大于设定值时,比较器65输出“1”。 First, detection reattached after sliding, differential value fr 'signal 24 is inputted to the comparator 64, the two differential value fr "signal 25 is input to the comparator 65. The comparator is set such that, when fr 'signal is smaller than the set value, the comparator 64 outputs 24 "1", and when fr "when the signal 25 is greater than the set value, the comparator 65 outputs" 1. " “与门”电路101取两个比较器的逻辑积,基于该逻辑积输出在滑动后是否出现重新附着的信号。 "And gate" circuit 101 takes a logical product of two comparators, whether the re-adhesion signal appears on the output of the logical product after sliding. 即,因为一旦产生滑动后出现重新附着时,即实现转子频率fr的微分值fr'变为负而两次微分值fr”变为正的情况。 That is, because the re-adhesion, i.e. to achieve a differential value of the rotor frequency fr fr 'becomes negative after Once the slide twice differential value of fr "becomes positive cases.

另一方面,滑移之后的重新附着是通过将微分值fr'的信号24输入到比较器66以及将两次微分值fr”的信号25输入到比较器67而检测的。比较器是这样设定的,当fr'信号24大于设定值时,比较器66输出“1”,而当fr”信号25小于设定值时,比较器67输出“1”。 On the other hand, slip is then re-attached by the differential value fr 'signal 24 is input to the comparator 66 and the two differential value fr "signal 25 is input to the comparator 67 detects the comparator is provided given, when fr '24 signal is greater than the set value, the comparator 66 outputs "1", whereas when fr "signal is less than the set value, the comparator 67 outputs 25" 1. " “与门”电路102取这两个比较器的逻辑积,并基于该逻辑积输出在滑移后是否出现重新附着的信号。 "And gate" circuit 102 takes a logical product of these two comparators, and whether the signal re-adhesion occurs based on the logical product output after slipping. 即,因为一旦产生滑移后出现重新附着时,即实现转子频率fr的微分值fr'变为正而两次微分值fr”变为负的情况。 That is, because the re-adhesion Once slip occurs, i.e., to achieve the differential value of the rotor frequency fr fr 'becomes positive and the twice differential value fr "become negative.

当驱动命令P位于来自操作装置54的命令信号23中时,开关81切换到P侧,而当刹车命令B位于命令信号23中时,开关切换到B侧。 When the drive command signal from the operation command P is 54 23, the switch 81 is switched to the P side, and when the brake command B is in the command signal 23, the switch is switched to the B side. 在驱动期间,来自“与门”电路101的输出被输入到“或门”电路111中,在刹车期间,来自“与门”电路102的输出被输入到“或门”电路111中,并分别地输出滑动或滑移后的重新附着检测信号22。 During driving, the output from the "AND gate" circuit 101 is input to the "OR" circuit 111, during braking, the output from the "AND gate" circuit 102 is input to the "OR" circuit 111, respectively reattaching the detection output signal of slip or slide 22.

来自定时器80的输出作为另一个输入被输入到“或门”电路111。 Output from the timer 80 is input to the "OR" circuit 111 as another input. 当电车在铁轨连接处或切换点上通过时,会错误地检测到滑动或滑移,有时未能检测到重新附着。 When the trolley on the rails by a connection or switching point, the error will be detected slip or slide, sometimes fails to detect reattachment. 上述组成是对应于上述情况的对策。 Countermeasures are above composition corresponding to the situation. 即,如果不能检测重新附着,尽管不产生滑动或滑移,感应电机的扭矩仍连续减小。 That is, if the re-adhesion can not be detected, even though no slip or skid, the torque of the induction motor is still decreases continuously. 因此,滑动-滑移检测信号21和重新附着检测信号22输入到定时器80,如果在检测到滑动或滑移后的规定时间里未检测到重新附着,那么把重新附着当作产生了,重新附着信号经“或门”电路111从定时器80输出。 Thus, the slide - slip detection signal 21 and the re-adhesion detection signal 22 is inputted to the timer 80, it is not detected in a predetermined time after the detection of the slip or slide in the re-attachment, so as to produce re-attached again attachment signal by "oR" circuit 111 is outputted from the timer 80.

图4表示扭矩电流控制器6的实际组成和功能。 Figure 4 shows the actual composition and functions of the torque current controller 6. 在触发器44,一旦滑动-滑移检测信号21变为“1”,滑动-滑移检测信号21保持在“1”直至重新附着信号22变为“1”为止。 In the flip-flop 44, once the slide - slip detection signal 21 becomes "1", the slide - slip detection signal 21 is maintained at "1" until the re-adhesion signal 22 becomes "1" so far. 在滑动-滑移检测信号21保持在“1”期间,即,在滑动或滑移期间,开关83、84切换到“1”侧,函数发生器40根据转子频率的微分值fr'的信号24,输出设定值到减法器113。 Slide - slip detecting signal is kept at 21 during the "1", i.e., during the sliding or slipping switches 83 and 84 switch to the "1" side, the function generator 40 in accordance with the differential value of the rotor frequency fr 'signal 24 , output set values ​​to the subtractor 113. 此时,由于开关84被切换到“1”侧,减法器113的微分输入值为“0”。 At this time, since the switch 84 is switched to the "1" side, the subtracter 113 differential input is "0." 于是,来自函数发生器40的输出被输入到具有限幅器的积分器43,没有任何变化。 Thus, the output from the function generator 40 is input to the integrator 43 having the limiter, there is no change. 在具有限幅器的积分器,来自函数发生器40的输出与来自保持器47的输出相加,获得积分值。 Integrator having a limiter, the output from the function generator 40 with the output from the holder 47 together to get the integral value. 该积分值被限幅器42限制为小于扭矩电流模式Ipq和大于“0”的值,并作为扭矩电流控制量ΔIpq输出。 The integration value limiter 42 is limited to less than and greater than the torque current mode Ipq value "0", and as the torque current control amount ΔIpq ​​output. 这就是说,在从滑动-滑移检测信号21变为“1”到重新附着检测信号22变为“1”的周期中,ΔIpq增大,感应电机的扭矩减小。 That is to say, from the slide - slip detection signal 21 becomes "1" to the re-adhesion detection signal 22 becomes "1" cycle, ΔIpq ​​increases, the induction torque of the motor is reduced. 然而,当重新附着检测信号22变为“1”时,滑动-滑移检测信号21变为“0”;开关83、84被切换到“0”侧;扭矩电流返回计算器41根据扭矩电流控制量ΔIpq输出设定值,它作为差输入值105被输入到减法器113。 However, when the re-adhesion detection signal 22 becomes "1", the slide - slip detection signal 21 becomes "0"; 83, 84 switch is switched to "0" side; return torque current calculator 41 based on the torque current control amount ΔIpq ​​output set value, which is input 105 to the subtractor 113 as an input value difference. 此时,由于开关83被切换到“0”侧,减法器113的和输入值104为“0”。 At this time, since the switch 83 is switched to the side "0", the subtracter 104 and the input value is "0" 113. 于是,来自扭矩电流返回计算器41的输出被输入到具有限幅器的积分器43中作为负值。 Then, the output from the torque return current calculator 41 is input to the integrator has a limiter 43 as a negative value. 结果,加法器112通过从保持器47获得的以前值减去扭矩电流返回计算器41的输出,减小该积分值,并输出扭矩电流控制量ΔIpq,它被限制为大于“0”的值。 As a result, the adder 112 back through previously obtained from the holder 47 the output value obtained by subtracting the torque current calculator 41, the integrated value is reduced, and a current output torque control amount ΔIpq, it is limited to larger than "0" value. 函数发生器40能够产生与fr'信号24无关的恒定值。 Function generator 40 capable of generating fr 'signal 24 constant value independent.

图5表示微分器4的实际组成。 Figure 5 shows the actual composition of the differentiator 4. 减法器114计算此时转子频率fr与在时间T1前由保持器50第二次保持的转子频率fr之间的差;通过乘法器99乘以1/T1,将其输出转换为每秒转子频率的变化量;并作为转子频率的微分值fr'(相当于转子频率随时间的变化率)的信号24而输出。 The subtractor 114 calculates the difference between the rotor frequency fr rotor frequency fr before time T1 held by the holder 50 of the second case; a multiplier 99 by multiplying 1 / T1, the output is converted into frequency per second rotor the amount of change; and a rotor frequency differential value fr '(rotor frequency corresponding to the time rate of change) signal 24 is output. 此外,由减法器115计算fr'的信号24与在时间T2前由保持器51第二次保持的fr'之间的差;通过乘法器98乘以1/T2,将该差值转换为每秒fr'的变化量;并作为转子频率的二次微分值fr”(相当于转子频率随时间的变化率的变化率)的信号25而输出。 Further, the difference between fr is calculated by the subtractor 115 'and the signal 24 before the time T2 held by the holder 51 the second fr'; 98 multiplied by the multiplier 1 / T2, the difference value is converted to per sec fr 'change amount; and the secondary differential value of the rotor frequency fr "(rotor frequency corresponding to the time rate of change of the rate of change) signal 25 is output.

接着,将参考图6-图8描述在产生滑动的情况中图1所示的本发明实施例的操作。 Next, with reference to Figures 6-8 will be described operation of the embodiment of the present invention shown in FIG. 1 in case of slippage. 图6表示当图4所示函数发生器40输出与转子频率的微分值fr'不相关的固定值的情况中操作的例子。 FIG 6 shows an example of the case when the 'fixed value unrelated fr differential value of the function generator 40 shown in FIG. 4 and the output frequency of the rotor in operation. 按照图6,当在时间T1时通过产生滑动而使转子频率快速增高时,转子频率fr'的微分值快速增大。 According to FIG. 6, when at time T1 by the slip frequency of the rotor increases quickly, the rotor frequency fr 'the differential value increases rapidly. 当fr'超过检测电平35时,滑动-滑移检测信号21变为“1”;滑动-滑移信号29维持在“1”,如果在时间T2时滑动-滑移检测信号21变为“0”,那么滑动-滑移信号29保持为“1”。 When fr 'exceeds the detection level 35, the slide - slip detection signal 21 becomes "1"; slide - slip signal 29 is maintained at "1", if the slide at a time T2 - slip detection signal 21 becomes " 0 ", then the slide - slip signal 29 remains" 1. " 在滑动-滑移信号29保持在“1”的周期中,图4所示的函数发生器40输出一设定值,减法器104的和输入值104变为固定值ΔIqa1。 Slide - cycle slip signal 29 is maintained at "1", the output value of a setting the function generator shown in FIG. 440, the subtracter 104 and the input value 104 becomes a fixed value ΔIqa1. 因此,扭矩电流控制量ΔIqp以固定梯度增大,以致于通过减小感应电机的扭矩使车轮和铁轨重新附着。 Accordingly, the torque current control amount ΔIqp fixed gradient increases, so that the induction motor torque reduction by the wheel and rail reattachment. 当在时间T4车轮和铁轨重新附着时,fr'的信号24从负变为正,fr”的信号25变为正值。因此,在这个时刻,实现fr'为负而fr”变为正的条件;重新附着检测信号22变为“1”,滑动-滑移信号29变为“0”。 At time T4 when the wheel and rail reattachment, fr 'signal 24 from negative to positive, fr "signal 25 becomes positive. Thus, at this time, to achieve fr' is negative and fr" becomes positive conditions; re-adhesion detection signal 22 becomes "1", the slide - slip signal 29 becomes "0." 当滑动-滑移信号29变为“0”时,扭矩电流返回计算器41产生对应于扭矩电流控制量ΔIqp的输出。 When the slide - when a slip signal 29 becomes "0", returns the torque current calculator 41 generates a control amount corresponding to the torque current output ΔIqp. 按照图6,这是来自扭矩电流返回计算器41的输出从ΔIqb1变为ΔIqb2的情况,扭矩电流控制量ΔIqp通过两步变为恢复感应电机的扭矩。 According to FIG. 6, which is the case to return from the torque current output from the calculator 41 becomes ΔIqb2 ΔIqb1, the torque current control amount becomes restored by a two step ΔIqp induction torque of the motor. 因为感应电机的扭矩能够通过上述的检测重新附着迅速恢复,因此能够有效地利用感应电机的扭矩。 Because the induction motor torque can recover quickly reattached by the above detection, it is possible to effectively utilize the torque of the induction motor.

图7示出当图4所示的函数发生器40输出对应于转子频率微分值fr'的值时操作的例子。 Examples of the operation of Figure 7 shows that when the output of the function generator 40 shown in FIG. 4 corresponds to the differential value of the rotor frequency fr 'value. 在T1至T3的时间周期中,当fr'为正时,输出ΔIqa1,在T3至T4的周期中,当fr'为负时,输出ΔIqa2(ΔIqa1>ΔIqa2)。 In the time period T1 to T3, when fr 'is positive, the output ΔIqa1, in the period T3 to T4, when fr' is negative, the output ΔIqa2 (ΔIqa1> ΔIqa2). 结果,在时间T3后抑制了扭矩电流控制量ΔIqp的增加。 As a result, after the time T3 suppresses an increase of the torque current control amount ΔIqp. 然而,在时间T3,fr'从正变为负。 However, at time T3, fr 'from positive to negative. 由于它表示滑动正在趋向于结束,即使同滑动初始周期相比抑制了扭矩电流控制量ΔIqp的增长率,但是车轮与铁轨将会重新附着,并在时间T4时附着。 Because it represents the slide moving toward the end, even when compared with the initial period of sliding is suppressed growth of the torque current control amount ΔIqp, but will re-attach the wheel to the rail, and attached at the time T4. 如上所述,通过改变对应于fr'的扭矩电流控制量,当滑动开始趋向于结束时,不将扭矩电流控制量ΔIqp增大得超出其必需值。 The current amount of torque control as described above, by changing corresponding to the fr ', and when the slide starts to move towards to the end, the torque current does not have to increase the control amount ΔIqp beyond its required value. 于是,能够比图6的情况更多地增加感应电机的扭矩利用系数,因为能够将ΔIqp的积分值抑制在最小值。 Thus, the torque can be increased more than the utilization factor of the induction motor case of Figure 6, since the integral value ΔIqp can be suppressed to a minimum. 如果这样设定装置而获得图7所示的操作模式,能够降低感应电机的扭矩的起伏,因为ΔIqp的最大值可以小于图6中的值,并能够改善乘车质量。 If such an operation mode setting means is obtained as shown in FIG. 7, is possible to reduce the torque fluctuation of the induction motor, because the value may be less than the maximum ΔIqp in FIG. 6, and ride quality can be improved.

图8表示在一次滑动已经开始趋于结束后再一次重新开始滑动的情况(这种情况对应于现有技术的图12所示的滑动条件)中操作的例子。 8 shows an example of the operation in a case where the slide has begun to become re-started after the end of a slide (This case corresponds to the slide 12 in the condition shown in FIG prior art) in the. 根据图8,在一次滑动已经开始趋于结束后在时间T2a再一次重新开始滑动时,fr”变为正。可是,正如前面参考图3所说明的,本发明通过检测fr'为负和fr”变为正的条件而检测产生滑动时的重新附着。 According to FIG. 8, when the slide has begun to become one again begins to slide again after a time T2a, fr "becomes positive. However, as the three described above with reference to FIG, the present invention is by detecting fr 'is negative and fr "reattached becomes positive when the detected slip condition. 因为在时间T2a时fr'为正,不能错误地检测重新附着。 Because at time T2a fr 'is positive, it is not erroneously detected reattached. 根据本发明,即使产生上述情况的滑动,在时间T4以及图6所示的情况下能够准确地检测重新附着。 According to the present invention, even if the slide of the above, in the case shown in FIG. 6 and time T4 can be detected accurately re-attached.

尽管图6-图8中未示出,如果再次产生滑动或滑移,而且在重新附着检测信号22变为“1”的过程期间滑动-滑移信号21变为“1”,通过降低扭矩电流控制量ΔIqp恢复感应电机的扭矩;取此时的扭矩电流控制量ΔIqp为初始值,增大扭矩电流控制量ΔIqp,使装置开始重新附着。 8. Although not shown in FIGS. 6, if the slip or skid again, and re-attachment detection signal 22 in the sliding period '1 "process - a slip signal 21 becomes" 1 ", the torque current by lowering the recovery of torque control amount ΔIqp induction motor; taken from the control amount of the torque current ΔIqp initial value to increase the torque control amount ΔIqp current, so that the device starts to re-attach.

根据图1所示的本发明的实施例,已经表示了一种由逆变器驱动电机的情况。 According to an embodiment of the present invention shown in FIG. 1, it has been represented by the case where an inverter for driving a motor. 然而,在另一种情况下,在电车的各个车轮轴上设置多个电机,多个电机由一个逆变器驱动。 However, in another case, a plurality of motors provided in the respective wheel axle of the train, a plurality of motors driven by the inverter. 图9表示本发明的第二个实施例,这是本发明应用于控制多个感应电机的控制器上的一个例子。 FIG 9 shows a second embodiment of the present invention, which is an example of the present invention is applied to a controller controlling a plurality of induction motors. 微分器31-33分别对由连接于每个感应电机的转速检测器所获得的转子频率fr1-frn(n是控制感应电机的数目)进行微分,计算转子频率fr1'-frn'的微分值。 Differentiator 31-33 are connected to the rotor by a rotational speed detector of the induction motor of each of the obtained frequency fr1-frn (n is the number of induction motor control) is calculated by differentiating the rotor frequency fr1'-frn 'of the differential value. 选择器77选择(fr1'-frn')的代表值,将其定义为fr'。 The selector 77 selects (fr1'-frn ') a representative value, which is defined as fr'. 例如,如果将最大值选作为驱动操作期间的代表值而将最小值选作为刹车操作期间的代表值,那么,仅检测一个轴的滑动或滑移将是可能的。 For example, if the maximum value is selected as a representative value during the driving operation of the minimum value is selected as a representative value during the braking operation, then sliding or slippage detecting only one axis will be possible.

所选的fr'信号24分别输入到滑动检测器9和滑移检测器10,对滑动和滑移进行检测。 Selected fr 'signal detector 24 are input to the slider 9 and the slip detector 10 detects the slide and slip. 以下将说明在驱动操作期间产生滑动时的操作。 Generating operation will be described below when the slide during the drive operation. 如果fr'信号24超过滑动检测器9上的设定值,那么,比较器70对该滑动进行检测,滑动检测信号106变为“1”,滑动信号26(它是触发电路78的输出)被维持为“1”。 If fr 'exceeds a set value signal 24 on the slider detector 9, the comparator 70 detects the slide, the slide detection signal 106 becomes "1", the slide 26 signal (which is the output of the trigger circuit 78) is maintained at "1." 这时,开关85的输出变为“1”,因为开关85处于P侧,开关83、84分别选择“1”侧。 At this time, the output of the switch 85 becomes "1", because in the P-side switch 85, switch 83 and 84 respectively, the "1" side. 由于开关86已经选择P侧,对应于fr'信号24的函数发生器38的输出经开关86-开关83被输入到减法器113。 Since the switch 86 has selected the P side corresponding to the fr 'output signal as a function generator 24 via the switch 38 switches 86- 83 are input to the subtracter 113. 从那时起,带有限幅器的积分器43对输入进行积分,与图4所示的情况一样,输出作为扭矩电流控制量ΔIqp。 Since then, an integrator with a limiter 43 for integrating the input, as in the case shown in FIG. 4, the output current as the torque control amount ΔIqp.

当车轮与铁轨重新附着时,达到fr'为负和fr”为正的条件。然后,当fr'为负时,通过将比较器71的检测电平设定大约为0,比较器71输出“1”。二次微分值fr”(这可以由微分器34对fr”进行微分而获得)被输入到比较器72。当fr”为正时,通过将比较器72的检测电平设定大约为0,比较器72输出“1”。 When the wheel and the rail is reattached to achieve fr 'is negative and fr "positive conditions. Then, when the fr' is negative, the detection level by the comparator 71 is set to approximately 0, the comparator 71 outputs" 1. "quadratic differential value fr" (which may be by the differentiator 34 pairs fr "obtained by differentiating) is input to the comparator 72. when fr" is positive, the detection level of the comparator 72 is set to about is 0, the comparator 72 outputs "1." 因此,当重新附着时,“与门”电路94的输出变为“1”,“与门”电路91的输出变为“1”,因为此时比较器70的输出为“0”。 Thus, when re-attaching, the output of "and gate" circuit 94 becomes "1", the output of "and gate" circuit 91 becomes "1", because the output of the comparator 70 is "0." 然后,“或门”电路96的输出变为“1”,重新附着检测信号108变为“1”。 Then, the output of "OR" circuit 96 becomes "1", the re-adhesion detection signal 108 becomes "1." 因此,滑动信号26变为“0”,开关83、84分别选择“0”侧,扭矩电流返回计算器36的输出在减法器113上变为负。 Thus, sliding signal 26 becomes "0", the switches 83 and 84 respectively select the side "0", the torque current calculator 36 returns the output of the subtractor 113 becomes in the negative. 该负值被输入到带有限幅器的积分器43中,使扭矩电流控制量ΔIqp减小而恢复感应电机的扭矩。 The negative value is input to the integrator with a limiter 43, so that the torque current control amount ΔIqp reduce the torque of the induction motor is restored. 如果在扭矩恢复过程期间再次产生滑动的话,重复上述操作,从而使车轮与铁轨重新附着。 If the torque slip again during the recovery process, repeat the above operation, so that the rail wheel and reattachment. 当电车在铁轨接点或交换点处通过时,可以假设fr'24立即变为较大值、比较器70的输出立刻变为“1”、滑动信号26维持在“1”的情况。 When the tram rail contacts or by the switching point, it can be assumed fr'24 immediately becomes a large value, the output of comparator 70 immediately becomes "1", the slide 26 is maintained in the case of signal "1". 然而,如上所述,当错误地检测滑动时,有时不能实现重新附着的条件,即fr'为负和fr”为正。在这种错误检测的情况中,比较器70的输出立即变为“0”,与门电路90的输出此时变为“1”,延迟88开始计数,经过设定时间后,输出信号“1”,使得重新附着检测信号108为“1”。正如以上说明的,当比较器的输出变为“0”时,此时通过让延迟88开始工作,延迟88的设定时间可以约几百毫秒那么短。因此,由于即使错误地检测了滑动也能够立即检测重新附着,降低扭矩利用率能够被抑制在最小。当在刹车期间产生滑移时,滑移检测器10检测滑移,计算扭矩电流控制量ΔIqp,与上述滑动的情况一样。图9所示的实施例在其组成上不同于第一实施例,它采用多个控制装置来控制感应电机,对于滑动和滑移分别采用了函数发生器和扭矩电流返回计算器。然而,其操 However, as described above, when the slide is erroneously detected, may not achieve the reattachment conditions, i.e., fr 'is negative and fr "is positive. In this case, the error detection, the output of the comparator 70 immediately becomes" 0 ", the output of gate circuit 90 at this time becomes" 1 ", the delay 88 starts counting, after a set time, the output signal" 1 ", so that the detection signal 108 is re-attached" a. "as described above, when the output of the comparator becomes "0", so that this time delay by 88 to work, the time delay 88 may be set to about several hundreds of milliseconds so short. Thus, even when the slide is erroneously detected can be detected immediately reattached to reduce torque and efficiency can be suppressed to a minimum. when the slip occurs during braking, the slip detector 10 detects slip, the torque current control amount calculating ΔIqp, as in the case of the slide. 9 embodiment shown in FIG. different in composition to the first embodiment, which uses a plurality of control means control of induction motors, slip and slide respectively a function generator and torque current calculator returned. However, it is operating 作与图6-图8所示的相同。 The same as shown in FIG. 6 to 8.

根据本发明,当车轮产生滑动或滑移时肯定能够检测重新附着点,利用矢量控制的快速响应能够迅速地恢复电机的扭矩电流分量。 According to the present invention, when the wheel slip or skid can be detected certainly re-attachment points, with a fast response of the control vector can quickly restore the torque current component of the motor. 相应地,即使在附着系数低,如雨天的条件下,由于扭矩能够有效地应用于物理附着极限,能够尽可能快地增大电车的加速度和减速度。 Accordingly, even in a low adhesion coefficient, such as under rain, since the torque can be effectively applied to the physical limit of adhesion, can be increased acceleration and deceleration of the train as soon as possible.

因此,本发明适合应用于控制有轨电车,这里经常产生滑动和滑移。 Accordingly, the present invention is suitably applied to the control trolley, where often slip and slip. 此外,如果广泛地扩展本发明的应用范围,本发明适合于电动汽车。 Further, if the widely extend the application scope of the present invention, the present invention is suitable for an electric vehicle.

Claims (11)

  1. 1.一种电车控制器,其特征在于所述控制器包括:矢量控制逆变器,用于通过将电机的原电流分成激励电流分量和扭矩电流分量控制驱动电车车轮的电机,以及基于分别设定的命令控制各电流分量,进一步包括:检测车轮速度(包括电机的转子频率,它与车轮速度成正比)的装置,以及基于所检测的车轮速度的微分值(随时间的变化率)和二次微分值调节扭矩电流分量的所述设定命令的装置。 A train controller, wherein said controller comprises: a vector control inverter for the primary current by the motor into a torque current and excitation current component of the motor drive train component control wheels, respectively disposed on and given command controls the respective current components, further comprising: means for detecting a wheel velocity (including a rotor frequency of the motor, which is proportional to the wheel speed), and a differential value based on the detected wheel speed (the rate of change with time) and di adjusting the secondary differential value of the torque current component command setting means.
  2. 2.一种电车控制器,其特征在于所述控制器包括:矢量控制逆变器,用于通过将电机的原电流分成激励电流分量和扭矩电流分量控制驱动电车车轮的电机,以及基于分别设定的命令控制各电流分量,进一步包括:检测车轮速度(包括电机的转子频率,它与车轮速度成正比)的装置,以及基于所检测的车轮速度的微分值(随时间的变化率)和所述微分值的拐点调节扭矩电流分量的所述设定命令的装置。 A train controller, wherein said controller comprises: a vector control inverter for the primary current by the motor into a torque current and excitation current component of the motor drive train component control wheels, respectively disposed on and given command controls the respective current components, further comprising: detecting a wheel velocity (including a rotor frequency of the motor, which is proportional to the wheel speed) of the apparatus, based on the detected wheel speed differential value (a change rate with time) and the It means the differential value of said setting command inflection point adjusting the torque current component.
  3. 3.一种电车控制器,其特征在于所述控制器包括:矢量控制逆变器,用于通过将电机的原电流分成激励电流分量和扭矩电流分量控制驱动电车车轮的电机,以及基于分别设定的命令控制各电流分量,进一步包括:检测车轮速度(包括电机的转子频率,它与车轮速度成正比)的装置,基于所检测的车轮速度的微分值(随时间的变化率)检测车轮滑动和滑移的装置,基于所检测的车轮速度的微分值和二次微分值检测车轮的重新附着的装置,以及响应于所述两个检测装置调节扭矩电流分量的所述设定命令的装置。 A train controller, wherein said controller comprises: a vector control inverter for the primary current by the motor into a torque current and excitation current component of the motor drive train component control wheels, respectively disposed on and given command controls the respective current components, further comprising: means for detecting a wheel velocity (including a rotor frequency of the motor, which is proportional to the wheel speed) is detected based on the differential value of the detected wheel speed (the rate of change with time) wheel slip and slipping devices, based on the wheel speed detected reattachment means and the secondary differential value of the differential value of the wheel is detected, and in response adjusting the torque current component detecting means to the two command set.
  4. 4.如权利要求3所述的电车控制器,其特征在于:检测车轮滑动和滑移的所述装置通过检测在给电车一个加速命令期间已检测的车轮速度的微分值大于正设定值以及通过检测在给电车一个减速命令期间已检测的车轮速度的微分值小于负设定值对滑动进行检测。 4. The controller of claim 3 tram claim, wherein: said detecting means is greater than the wheel slip and the slip set value by a positive differential value of the wheel speed is detected during acceleration command to a tram has been detected and negative setpoint detected by the wheel speed during deceleration command to a tram has been detected is smaller than the differential value of the slide detected.
  5. 5.如权利要求3所述的电车控制器,其特征在于:检测车轮重新附着的所述装置通过检测在给电车一个加速命令期间已检测的车轮速度的负微分值和正二次微分值以及通过检测在给电车一个减速命令期间已检测的车轮速度的正微分值和负二次微分值对重新附着进行检测。 5. The train controller according to claim 3, wherein: said means for detecting re-adhesion of the wheel by detecting the wheel speed during acceleration command to a tram has been detected positive and negative secondary differential value of the differential value and by detecting wheel speeds during a deceleration command to the tram has been detected in the positive and negative secondary differential value of the differential value detecting reattachment.
  6. 6.如权利要求3至5之一所述的电车控制器,其特征在于:调节扭矩电流分量的所述设定命令的所述装置是通过从检测滑动和滑移到检测车轮重新附着的周期期间从扭矩电流分量的所述设定命令的标准值降低一绝对值以及在检测车轮重新附着之后恢复扭矩电流分量的所述设定命令的所述标准值而调节所述设定命令的。 6. The controller of claim 3 tram to claim 5, characterized in that: said torque current component of the adjusting device by setting command is the period from the detection to detect the wheel slip and slide reattachment during the standard value setting command from the torque current component to reduce the absolute value of a reference value and the torque current component of the recovery after detection of re-adhesion of the wheel to adjust the setting command setting command.
  7. 7.如权利要求6所述的电车控制器,其特征在于:从扭矩电流分量的所述设定命令的标准值降低所述绝对值的量是响应于此时车轮速度的微分值而改变的。 7. Traction controller of claim 6, characterized in that: the command set standard value of the torque current component from the absolute value of the decrease amount at this time in response to the wheel speed differential value is changed .
  8. 8.如权利要求6所述的电车控制器,其特征在于进一步包括:自从检测车轮滑动-滑移的所述装置已经输出滑动-滑移检测信号起经过了一段设定时间时,如果检测车轮重新附着的所述装置未输出任何重新附着检测信号则假设产生重新附着的装置。 8. The train controller according to claim 6, characterized by further comprising: detecting a wheel slippage since - when a set time has elapsed, if wheel slip is detected from a detection signal - the output of the device has been slid slip the apparatus reattachment in no re-adhesion is assumed that the detection signal generating means reattachment.
  9. 9.如权利要求6所述的电车控制器,其特征在于进一步包括:在完成从检测车轮滑动-滑移的所述装置输出滑动-滑移检测信号后经过了一段设定时间时,如果检测车轮重新附着的所述装置未输出任何重新附着检测信号则假设产生重新附着的装置。 9. The train controller according to claim 6, characterized by further comprising: detecting the completion of the slide from the wheel - the sliding means output slipping - the slip detection signal when a set time has elapsed, if the detection the apparatus of any wheel reattachment not re-adhesion is assumed that the detection signal generating means reattachment.
  10. 10.如权利要求1至3之一所述的电车控制器,其特征在于:车轮速度的所述微分值是根据当前时间与设定时间前的车轮速度的差值计算出的,以及车轮速度的所述二次微分值是根据当前时间与设定时间前的车轮速度的微分值的差值计算出的。 10. The train controller according to one of claim 1, wherein: the differential value of the wheel speed is calculated from the difference between the wheel speed and the set time before the current time, and the wheel speed the secondary differential value is calculated based on the wheel speed difference differential value before the current time and the set time.
  11. 11.一种电车控制器,其特征在于所述控制器包括:矢量控制逆变器,用于控制驱动电车车轮的感应电机,进一步包括:检测车轮速度(包括所述感应电机的转子频率,它与车轮速度成正比)的装置,基于所检测的车轮速度的微分值(随时间的变化率)检测车轮滑动和滑移的装置,基于所检测的车轮速度的微分值(随时间的变化率)和二次微分值检测车轮重新附着的装置,以及响应于所述两个检测装置由所述逆变器控制供给感应电机的电流的装置。 A train controller, wherein said controller comprises: a vector control inverter for controlling the drive train wheels induction motor, further comprising: detecting a wheel velocity (including a rotor frequency of said induction motor, it means proportional to the wheel speed), based on the differential value of the detected wheel speed (the rate of change with time) detecting wheel slippage and slip means, based on the differential value of the detected wheel speed (the rate of change with time) detecting means and the secondary differential value of the wheel reattachment, and means for detecting a current of said two control means supplied by the inverter in response to the induction motor.
CN 97182388 1997-09-24 1997-09-24 Controller of electric car CN1174879C (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008077350A1 (en) * 2006-12-26 2008-07-03 Byd Company Limited Method and apparatus for controlling motor for skid mode of electric vehicle
CN101267959B (en) 2006-04-25 2010-09-01 三菱电机株式会社 Electric vehicle controller
CN102011652A (en) * 2009-09-04 2011-04-13 通用汽车环球科技运作公司 Negative wheel slip control systems and methods
CN101746415B (en) 2008-12-18 2011-06-01 匡斌 Electronic differential control system of electric vehicle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101267959B (en) 2006-04-25 2010-09-01 三菱电机株式会社 Electric vehicle controller
WO2008077350A1 (en) * 2006-12-26 2008-07-03 Byd Company Limited Method and apparatus for controlling motor for skid mode of electric vehicle
US8346417B2 (en) 2006-12-26 2013-01-01 Byd Co. Ltd. Method and apparatus for controlling motor for skid mode of electric vehicle
CN101746415B (en) 2008-12-18 2011-06-01 匡斌 Electronic differential control system of electric vehicle
CN102011652A (en) * 2009-09-04 2011-04-13 通用汽车环球科技运作公司 Negative wheel slip control systems and methods
CN102011652B (en) 2009-09-04 2014-02-19 通用汽车环球科技运作公司 Negative wheel slip control systems and methods

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