JP2000125406A - Electric rolling stock controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To implement re-adhesion control which enables effective utilization of adhesion regardless of the state of sticking between wheels and rails and provides favorable ride quality, by controlling main motor torque command value based on estimated speed with less delay using main motor voltage-current information. SOLUTION: Using a voltage E and a current IM detected by a main motor voltage-current detector, an estimated value of main motor rotational speed estimated every control cycle of main motor current is obtained by a speed estimating device 3, and a calculated value of main motor-generated torque calculated by a calculator is inputted to a minimum dimension disturbance observer 1. A tangential force Fe1 is estimated according to an coefficient of tangential force calculated using the calculated value, and it is inputted to a main motor torque command value generator 2, a torque command value being output-controlled. As a result, re-adhesion control is implemented which makes it possible to maintain favorable ride quality and make effective use of adhesion however the coefficient of adhesion varies.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle control device for realizing re-adhesion control for effectively utilizing an adhesive force while maintaining a good ride quality of an electric vehicle.

[0002]

2. Description of the Related Art An electric vehicle accelerates and decelerates by a tangential force between wheels and rails (also referred to as an adhesive force). Generally, the tangential force has a characteristic as shown by a broken line in FIG. have. The tangential force divided by the axle load (vertical load applied to the rail per axle) is called the tangential force coefficient, and the maximum value of the tangential force coefficient is called the adhesion coefficient. As shown in the figure, if the main motor generates torque that does not exceed the maximum value of the tangential force, no slipping or gliding occurs, and the electric vehicle runs in the adhesive area with a small sliding speed to the left of the maximum value of the tangential force. Runs. If a torque greater than the maximum value is generated, the slip speed increases, and the tangential force decreases, causing the slip speed to increase. Since the performance of the vehicle is set so as not to exceed the maximum value of the tangential force, no slip or gliding occurs.

However, as shown by the solid line, when the rail surface is wet due to rain or the like, the adhesion coefficient is reduced and the maximum value of the tangential force is smaller than the torque generated by the main motor corresponding to the set performance of the vehicle. Become. In this case, the slip speed increases and the skid / sliding state occurs. It is necessary to detect idling / sliding, reduce the torque generated by the main motor, and re-adhere. When re-adhesion is performed by controlling the torque in this way, it is necessary to control the generated torque of the main motor to a value near the maximum value of the tangential force as much as possible while suppressing the slip speed. Necessary for enhancing deceleration performance.

As a method for realizing such re-adhesion control, a rotational speed of a main motor is detected, and this information and a calculated value or a measured value of a torque generated by the main motor are used as input information to use a minimum dimension disturbance observer. A method of controlling the torque generated by the main motor by estimating the tangential force coefficient between the wheel and the rail for each control cycle has been recently proposed (reference: tangential force coefficient of an electric vehicle using a disturbance observer). (2nd report, IEEJ Semiconductor Power Converter Study Group, January 30, 1998). With this control method, when a sudden change in the adhesion coefficient does not occur, it is becoming possible to maintain the torque generated by the main motor as close to the maximum value of the tangential force as possible while maintaining good riding comfort.

However, when a sudden change in the sticking coefficient occurs, particularly when the sticking coefficient suddenly decreases, the slippage / sliding progresses due to a delay in detection of the speed of the main motor, and it is necessary to re-stick. A situation arises where the torque must be significantly reduced (FIG. 4). This is, for example, when an induction motor is used as the main motor, 20 to 25 ms
Because the motor is controlled by calculating the speed based on the pulse from the speed sensor that generates a speed pulse of 60 pulses / rotation at every time interval, the adhesion coefficient is large even with such a calculation delay. If it decreases, the idling speed increases. Further, due to this delay, the estimated value of the tangential force coefficient is greatly reduced to a value larger than the actual variation value of the tangential force coefficient, and as a result, the torque command value of the main motor becomes smaller than necessary. Only lower adhesion is available. Thus, even when the adhesion coefficient sharply decreases, it is necessary to prevent the torque from being reduced more than necessary, to maintain the riding comfort and to maintain a high utilization rate of the adhesive force.

[0006]

In the case where the adhesive coefficient fluctuates suddenly as described above, particularly when the adhesive coefficient decreases sharply, the tangential force coefficient is estimated for each control cycle. Even when using the torque control method,
Due to the main motor speed detection delay progressing to large slip and gliding, there is a situation where the torque must be greatly reduced in order to re-adhesive, which may lead to deterioration of ride comfort and decrease in utilization rate of adhesive force .

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and an object thereof is to solve these problems by using a main motor actual speed detection value instead of using a main motor actual speed detection value having a large delay. Using only the estimated value of the main motor speed obtained for each control cycle of the main motor current by the voltage and the current, or using it together, the estimation delay of the tangential force coefficient by the minimum order disturbance observer is reduced, and the adhesion coefficient is reduced. Regardless of how it changes, a re-adhesion control method that enables the main motor to always generate torque corresponding to the tangential force in the vicinity of the adhesion coefficient, and enables effective use of adhesion while maintaining good riding comfort. An electric vehicle control device provided with the electric vehicle control device.

[0008]

Means for achieving the object are as follows: 1) The main motor of an electric vehicle detected by a speed sensor and a calculated value or measured value of the torque generated by the main motor according to claim 1. An electric vehicle control device that controls a torque command value or a generated torque of a main motor using a tangential force and a tangential force coefficient of an electric vehicle estimated using a minimum-order disturbance observer with the rotation speed of the shaft as input information. Instead of the speed sensor, the rotation speed obtained by calculation or estimation from the main motor voltage and current is used as input information of the rotation speed of the main motor shaft, and a torque command value or generated torque of the main motor is controlled. An electric vehicle control device characterized by the following.

2) In the second aspect, an electric value estimated by using a minimum-order disturbance observer as input information is a calculated or measured value of a generated torque of the main motor and a rotation speed of the main motor shaft of the electric vehicle detected by the speed sensor as input information. An electric vehicle control device for controlling a torque command value or a generated torque of a main motor using a tangential force and a tangential force coefficient of a vehicle, wherein an abrupt idling is performed using a rotation speed of a main motor shaft detected by the speed sensor. And the torque command value of the main motor using the rotation speed obtained by calculation or estimation from the main motor voltage and current, which is calibrated at the timing when no skidding or skidding has occurred and maintains the speed estimation accuracy at this time. Alternatively, the electric vehicle control device is constituted by means for controlling generated torque. Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a block diagram showing an embodiment according to claim 1 of the present invention, FIG. 2 is a block diagram showing an embodiment according to claim 2 of the present invention, and FIG. Re-adhesion control based on the estimated value of the tangential force coefficient with a small delay estimated by the minimum-order disturbance observer using the estimated value of the rotational speed obtained from the main motor voltage and current when the adhesion coefficient sharply decreases FIG. 4 is a diagram showing an example of the control state (example of power running), FIG.
Is a diagram showing an example of a control state when re-adhesion control is performed by a minimum-order disturbance observer using rotation speed information from a speed sensor when the adhesion coefficient sharply decreases (example of power running), and FIG. 5 is a tangential force. It is a figure which shows the general characteristic with respect to the slip speed of a coefficient or a tangential force.

In FIG. 1, a main motor voltage (not shown)
The estimated value ωmestj of the main motor rotation speed estimated for each control cycle of the main motor current in the speed estimator 3 using the voltage E and the current IM detected by the current detector, and detected by the main motor voltage / current detector. A calculated value Trqm of the generated torque of the main motor, also calculated by a calculator (not shown) based on the voltage and current of the main motor, is input to the minimum-order disturbance observer 1. And the minimum dimension disturbance observer 1
In the following, using the estimated value ωmestj of the main motor rotation speed calculated for each control cycle of the main motor current,
According to equations (1) and (2), the tangential force coefficient and therefore the tangential force Fe
Estimate 1. The estimated value Fe1 is input to the main motor torque command value generator 2, and the main motor torque command value generator 2
Then, based on the tangential force Fe1, a torque command value Trqc is output to a main motor current controller (not shown).

Fe1 = (Trqm−Jm · s · ωmestj) · a / (s + a) (1) μest (Vs) = Fe1 · Rg / (W · g · r) ····· ... (2) where, Fe1: estimated value of tangential force s: Laplace operator a: pole of disturbance observer (reciprocal of time constant) Trqm: calculated value of generated torque of main motor Jm: main motor shaft Moment of inertia around ωmestj: Estimated value of main motor rotation speed obtained from main motor voltage / current μest (Vs): Estimated value of tangential force coefficient Rg: Gear ratio of drive unit W: Axle weight (rails per axle shaft) Vertical load applied to the wheel) r: Wheel radius g: Gravitational acceleration Vs: Sliding speed

For example, when an induction motor is used as the main motor, the following equations (3) to (7) are used (reference: speed sensorless instantaneous space vector control, IEEJ Industrial Power Application Research Group, 1990). Since the estimated value ωmestj of the main motor rotation speed calculated based on the main motor voltage / current information is calculated for each control cycle of the main motor current, the calculation of the estimated value ωmestj The delay is at most about one control cycle (about 0.1 to 3 ms), and the estimation delay of the tangential force coefficient using this speed is very small. Therefore, even in the case where the adhesion coefficient rapidly decreases,
It is possible to quickly detect a decrease in the tangential force coefficient.

For this reason, as shown in FIG. 3, re-adhesion is performed with a minimum required amount of torque before the idling increases, and the utilization rate of the adhesive force can be maintained high. Even when the induction motor is used as the main motor, the method of estimating the speed does not necessarily need to use the equations (3) to (7) shown here, but may use another method.

[0015] φ1 = (M / L2) · φ2i + (L1-M 2 / L2) · i1 ····· (3) Trqm = | φ1 × i1 | ········· (4) φ2i = ∫ ｛M · R2 · i1 / L2-R2 · φ2i / L2 + jωmestj · φ2i｝ · dt (5) φ2 = ∫ ｛L2 · (V1−R1 · i1) / M− ( L1 · L2 / M−M) Pi1-K · (φ2−φ2i)｝ · dt (6) ωmestj = P (tan-1 (φ2q / φ2d))-R2 · M · | φ1 × i1 | / ( L2 · | φ2 | 2) ········ (7) here, .phi.1: 1 rotor flux vector of the induction motor V1: 1 primary voltage vector of the induction motor R1: induction Resistance value of primary side of motor i1: Primary current vector of induction motor φ2: Secondary magnetic flux vector of induction motor Trqm: Calculated value of torque generated by induction motor ×: Vector product ωmes tj: Estimated value of main motor rotational speed obtained from main motor voltage / current φ2i: Current-system secondary magnetic flux vector of induction motor φ2q: q-axis component of secondary magnetic flux vector of induction motor φ2d: Secondary magnetic flux vector of induction motor R2: Resistance value of the secondary side of the induction motor L1: Primary self-inductance of the induction motor L2: Secondary self-inductance of the induction motor M: Mutual inductance of the induction motor P: Differential operator j: √ -1 K: Proportional constant │ ・ │: Absolute value

Here, each of the vector quantities is d
This is expressed in a -q coordinate system. In contrast, FIG.
As described above, at regular intervals based on the speed pulse from the speed sensor (in the case of using an induction motor as the main motor, in the case of using a normal main motor speed sensor, about 20 to 25 ms If the tangential force is estimated by the disturbance observer based on the speed information calculated in (2), the calculation time interval will be delayed, so if the adhesion coefficient suddenly decreases, Will not be able to respond to this sufficiently.

FIG. 2 shows a second embodiment of the present invention.
The difference from FIG. 1 is that the rotational speed ωmi of the main motor, which is also detected at each speed calculation time interval by a speed calculator (not shown), is input to a speed estimator based on a speed pulse from a speed sensor (not shown). It is. In this embodiment, for example, when estimating the speed by the equations (3) to (7),
When using other estimation methods, it is assumed that the estimated speed deviates from the true value.In such a case, using the speed information ωmi calculated using the speed sensor, an appropriate timing in the speed estimator, For example, when no sudden slip or gliding occurs, the estimated value of the speed ωmestj is calibrated to avoid deterioration of the accuracy of the speed estimation. In particular, the current,
The ratio of the error component of the voltage information increases (the S / N ratio decreases), and the speed estimation error increases. The so-called offset of the speed estimation error can be corrected by an average value of true values from the speed sensor.

[0018]

According to the present invention as described above,
With the estimated speed with little delay using the main motor voltage and current information, the main motor torque command value can be controlled while accurately and quickly estimating the tangential force and the tangential force coefficient from time to time with a minimum dimension disturbance observer. No matter how the adhesion state changes, it is possible to adapt to this and realize effective re-adhesion control that always makes effective use of adhesive force and good ride comfort, and is extremely useful in practical use. is there.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a first embodiment of the present invention.

FIG. 2 is a block diagram showing an embodiment according to claim 2 of the present invention.

FIG. 3 is an explanatory diagram showing a control state example of the present invention. (Example of power running)

FIG. 4 is an explanatory diagram showing an example of a control state using rotation information from a conventional speed sensor. (Example of power running)

FIG. 5 is a general characteristic diagram of a tangential force coefficient or a sliding speed of a tangential force.

[Explanation of symbols]

Reference Signs List 1 Minimum dimension disturbance observer 2 Main motor torque command value generator 3 Speed estimator ωmi Calculated or measured value of main motor rotation speed ωmestj Estimated value of main motor rotation speed obtained from main motor voltage / current Trqm Calculated value Trqc Main motor torque command value Fe1 Estimated value of tangential force estimated by minimum dimension disturbance observer E Main motor voltage IM Main motor current

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Shinobu Hokawa 338-1 Kamisakuyanagi, Yamato-shi, Kanagawa Prefecture Toyo Denki Manufacturing Co., Ltd. Technical Research Laboratory F-term (Reference) 5H115 PA01 PC01 PG01 PI29 PU09 QE08 QE10 QN03 QN06 RB24 SE03 TB01 TO04 TO12 TO13 TO30 5H550 AA01 BB10 DD03 FF02 FF04 GG03 JJ03 JJ17 JJ23 KK06 LL01 LL22 LL23 LL32 LL60

Claims (2)

[Claims] 1. A tangential force of an electric vehicle estimated by using a minimum-order disturbance observer as an input information of a calculated value or measured value of a generated torque of a main motor and a rotation speed of a main motor shaft of the electric vehicle detected by a speed sensor as input information. In an electric vehicle control device that controls a torque command value or a generated torque of a main motor using a tangential force coefficient, instead of the speed sensor,
An electric motor characterized in that a rotational speed calculated or estimated from a main motor voltage and a current is used as input information of a rotational speed of the main motor shaft to control a torque command value or a generated torque of the main motor. Car control device. 2. A tangential force of an electric vehicle estimated by using a minimum dimension disturbance observer as an input information of a calculated value or a measured value of a generated torque of the main motor and a rotation speed of a main motor shaft of the electric vehicle detected by a speed sensor. In an electric vehicle control device that controls a torque command value or a generated torque of a main motor using a tangential force coefficient, no abrupt slipping or sliding occurs using a rotation speed of a main motor shaft detected by the speed sensor. Means for controlling the torque command value or the generated torque of the main motor using the rotational speed obtained by calculation or estimation from the main motor voltage and current which is calibrated at the time and maintains the speed estimation accuracy at this time. An electric vehicle control device comprising: