JP2006217745A - Travel control device of electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel control device of an electric vehicle that can keep a comfortable ride without causing the stagger of a passenger in the vehicle during normal traveling, irrespective of the manner of the driving of a motorman, and the skill of driving. <P>SOLUTION: A travel command device 5 with an acceleration detector is installed to the electric vehicle, an acceleration limit signal is imparted to an inverter device 3 that controls a main motor 4 so as to restrict the change of acceleration when the acceleration change exceeds the upper limit of an increase, and when the acceleration change is lowered below the lower limit of a decrease, the acceleration control signal is imparted to the inverter device 3 that controls a brake control device 2 and the main motor 4 so as to restrict the change of the acceleration. By this, the acceleration of the traveling of the electric vehicle can be kept in a constant range, and thus the comfortable ride can be kept that makes the standing passenger hardly stagger in the traveling direction. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a travel control device for an electric vehicle.

  Inverter devices and brake control devices that control the main motor that controls the power running / brake of electric vehicles receive a driving / brake command from the notch signal from the mascon, and the inverter device calculates the torque current pattern that moves the main motor. However, the current is controlled and adjusted by comparing the feedback motor current and actual speed.

  In the brake control device, the brake pattern is calculated from the brake notch, adjusted with each brake, and adjusted by comparison with the actual speed.

  The torque and braking force are adjusted according to the response load of each individual vehicle.

  In knitting control via a vehicle information device with trunk transmission, the number of inverter devices and brake control devices that control the main motors operating in the entire knitting system, and variations in torque and braking force output from each vehicle We are also making adjustments.

  Calculations based on changes in actual speed are performed, but calculations for changes in acceleration are not performed.

Although it is disclosed in Patent Document 1 that the acceleration force and the deceleration force are varied according to the time zone during which the electric vehicle is operated, and control is performed to improve the riding comfort especially during quiet periods, this Patent Document 1 discloses. Even in 1, the control for the change in acceleration is not performed.
Japanese Patent Laid-Open No. 10-201014

  Compared to the old electric car, the driving speed of the element that controls the current of the inverter has greatly improved in terms of ride comfort due to the advancement of the inverter control system.

  However, as usual, from the passenger's point of view, passengers who are standing in a straight line often get stuck in the car.

  Most passengers standing in the car at the same time during normal driving, not during emergency stops to avoid danger, lean over and are held by straps or handrails.

  If you are full at rush hours, or if you have a baggage and can't grab it, you're in trouble.

  In general, it is easy to determine the driving method and driving ability of the driver, but in reality, it is considered that if the driving state that causes the person to stumble is avoided, the person can be stung in the car.

  The present invention has been made in view of the above-described conventional points, and maintains a good riding comfort without being disturbed in a car during normal driving, regardless of how the driver is driving and driving ability. It is an object of the present invention to provide an electric vehicle traveling control apparatus that is made possible.

In order to achieve the above object, a travel control device for an electric vehicle according to the present invention includes:
Acceleration detecting means for detecting acceleration in at least the front-rear direction of the front-rear direction and the left-right direction with respect to the traveling direction of the electric vehicle;
Based on the detection result of the acceleration detection means, a travel command means for outputting a predetermined signal to at least one of the brake control device and the inverter device for controlling the main motor,
In the travel command means, a limit value of increase / decrease in acceleration change with respect to time is set,
When the acceleration change exceeds the upper limit of increase or when the acceleration change falls below the lower limit of decrease, the travel command means applies to at least one of the brake control device and the inverter device that controls the main motor. By giving an acceleration limit signal to suppress changes in acceleration,
A feature is that the acceleration change of the electric vehicle is kept within a certain range.

  According to the electric vehicle travel control apparatus of the present invention, by performing control to keep the change in acceleration below a certain level, the passengers can move in the vehicle during normal travel regardless of how the driver operates and the driving ability. Without being able to keep a good ride.

  First, an outline of an embodiment of the present invention will be described.

  In the embodiment of the present invention, the change in the acceleration of the electric vehicle is made as small as possible.

  I have actually installed an accelerometer in an electric car and have boarded an electric car that performs a test run while observing the running state of the accelerometer, actual speed, and the like. A test run was performed while adjusting the accelerometer, actual speed, and notch signal recorders on a table fixed in the car.

  When I saw the signal operation of the recorder in real time while standing in the passage where passengers normally stand, the actual speed does not wobble even at high speeds, but it does not respond to accelerometer signals during acceleration or deceleration. I noticed that I was stepping in sync with changes.

  When the acceleration change within a certain time is small, it is only enough to step on the foot by moving the weight, but when the acceleration change within a certain time is large, the foot is stepped on.

  During traveling at a constant speed, all people and objects in the vehicle are moving through the space at that constant speed. While traveling at a constant acceleration, all persons and objects in the vehicle are moving through the space at the constant acceleration.

  However, when the acceleration changes suddenly, the passengers in the vehicle continue to operate at the constant acceleration so far due to inertia, but the floor of the passenger compartment of the electric vehicle suddenly changes the acceleration together with the vehicle body. Standing passengers can't follow the floor of the cabin. Instead of swaying when accelerating at a constant acceleration and decelerating at a constant deceleration, it sways when there is a change in acceleration / deceleration. This can be proved physically.

  In this test run, I was actually standing on the floor in the car while observing the values and operations of the accelerometer signals, so I was able to experience the change in acceleration and the degree of shaking.

  As for how much the acceleration changes, the upper limit is determined by numerical values, such as individual differences in age and sex, good sense of balance, what shoes you were wearing, what system you were standing in, the friction coefficient of the flooring, etc. It is difficult.

  However, it is clear that the body is exerting force to respond to changes in the acceleration of the vehicle, even if it does not actually fool. Here, it becomes a weak friend's ally, even if it is an elderly person, wearing high heels, even with a system that has luggage in both hands and can not be caught by straps etc., it is set to change acceleration that does not step out I think it should.

  In this embodiment, plus or minus acceleration in the traveling direction of the train is detected by an acceleration detector, and this is utilized for acceleration / deceleration control. In the case of a conventional line, the track is small due to urban congestion and topography. Often bent.

  As described above, not only the acceleration in the traveling direction but also the lateral acceleration change in the traveling direction is not suppressed for the passenger due to the centrifugal force, the passenger standing as usual is free in the vehicle. The lateral acceleration change due to centrifugal force must be suppressed. Actually, if the R (R: radius of curvature) of the track can be increased, the problem can be solved, but it is unavoidable due to urban circumstances.

  When a train traveling on a straight line turns around a small R, the direction changes abruptly in a unit of a certain time, so that a lateral acceleration change occurs in the direction of travel for the passengers in the outward direction of the circle. The only way to reduce this lateral acceleration change is to travel at a low speed commensurate with a small R. If you approach this point while driving and suddenly decelerate, you will only get a negative acceleration limit, so you need to give the driver a deceleration instruction before the point arrives.

  Therefore, in another embodiment, a small R location is shown on the cab screen before approaching a curved location, prompting the driver to slow down. Here, too, the vehicle travels at a reduced speed as much as possible so that a large change in deceleration does not occur.

  In yet another embodiment, the distance from the point where the vehicle travels to a small R point is calculated, and travel control is performed so that the driver can decelerate without decelerating.

  Control is performed for each vehicle. The acceleration detector is installed in one vehicle so as to detect the longitudinal acceleration in the traveling direction, and the acceleration detector and the acceleration in the lateral direction with respect to the traveling direction are detected. What is installed is necessary. Especially in the lateral direction, the time difference is large for each car even in the same train, so it is necessary for each car.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(First embodiment)
First, with reference to FIGS. 1-3, the traveling control apparatus of the electric vehicle which concerns on the 1st Embodiment of this invention is demonstrated.

  In this first embodiment, an electric vehicle is mounted with a travel command device equipped with an acceleration detector, and has a limit value for increase / decrease in acceleration change with respect to time, and when the acceleration change exceeds the upper limit for increase, the main motor is An acceleration limit signal is given to the inverter device to be controlled so as to suppress the change in acceleration. When the acceleration change falls below the lower limit of the decrease, the acceleration change is applied to the inverter device that controls the brake control device and the main motor. By giving an acceleration limiting signal so as to suppress, control is performed to keep a change in acceleration that the electric vehicle travels within a certain range and to maintain a riding comfort that makes it difficult for a standing passenger to lose his posture in the traveling direction.

  FIG. 1 shows a schematic configuration of a first embodiment of the present invention, and a power running / brake notch signal is generated by operating a mass control 1 so that a brake control device 2 and a main motor 4 are current controlled. The power running / brake is controlled by the notch signal for 3 times. A travel command device 5 with an acceleration detector is attached to this.

  FIG. 2 shows an outline of the internal configuration function of the travel command device 5 with an acceleration detector.

  In FIG. 2, the acceleration detectors 21 and 22 can detect only one direction depending on the mounting direction. In the case of before and after, the value is +-(plus or minus).

  An acceleration detector 21 that detects acceleration in the front-rear direction with respect to the traveling direction and an acceleration detector 22 that detects acceleration in the left-right direction with respect to the traveling direction are attached so that the sensor direction can be correctly detected.

  The acceleration values of these acceleration detectors 21 and 22 are always input-converted by the input signal converter 23 and taken into the calculator 24. Further, an emergency brake signal input is also input and taken into the calculation unit 24.

  In the calculation unit 24, the direction of acceleration is determined by ± (plus or minus) of the acceleration values from the acceleration detectors 21 and 22. Then, an acceleration change value in an extremely short time unit is calculated.

  This calculation operation will be further described with reference to the graph of FIG.

  In the case of acceleration in which the traveling speed increases from V1 to V2, when the vehicle travels at a constant acceleration as shown by the dotted line, the acceleration α is constant and the acceleration change Δα is 0 (zero). Here, the acceleration change Δα is an absolute value in order to make acceleration / deceleration irrelevant.

  Similarly, in the case of acceleration in which the traveling speed increases from V1 to V2, when traveling with a change in acceleration as shown by the solid line, the acceleration α becomes like the α-t graph because the portion where the slope of the V-t graph is large is high.

  The acceleration change Δα (absolute value) -t graph shows the absolute value of the acceleration change amount. Here, although there is a difference depending on individual differences and various conditions, an acceleration change value that deserves a limit of a level at which a standing passenger staggers is defined as K.

  When the acceleration change Δα (absolute value) is less than K, it is generally enough for a standing passenger to stand. When the acceleration change Δα (absolute value) is equal to or greater than K, it is generally a level that cannot be tolerated unless a standing passenger stumbles and steps.

  In the case of a change in the acceleration in the front-rear direction with respect to the traveling direction, the acceleration change Δα (absolute value) is calculated by the calculation unit 24, and the acceleration α is set to + ( The output signal conversion unit 25 outputs the signal to the VVVF inverter device 3 in the case of plus) and the brake control device 2 and the VVVF inverter device 3 in the case of acceleration of − (minus).

  I want to minimize the control delay here.

  When the acceleration limit signal is input, in the case of + (plus), the acceleration element that becomes + (plus) is provided with a time element to perform control to suppress a sudden change in acceleration. In the case of minus (minus), control is performed to prevent the acceleration from changing suddenly by giving the deceleration element an element.

  When the acceleration change in the lateral direction with respect to the traveling direction exceeds K, a speed limit signal is output, and while the state where the acceleration change exceeds K continues, the speed limit is set to reduce the lateral acceleration change. Give a signal.

  As described above, according to this embodiment, by performing control that keeps the change in acceleration below a certain level, passengers can move in the vehicle during normal driving regardless of how the driver operates and the driving ability. Without being able to keep a good ride.

(Second Embodiment)
Next, with reference to FIG. 2 and FIG. 4, the traveling control apparatus of the electric vehicle which concerns on the 2nd Embodiment of this invention is demonstrated.

  In the second embodiment, the function of the travel command device in which the acceleration detector of the travel control device for the electric vehicle according to the first embodiment described above is installed in the vehicle information control device. Considering the operating state of the inverter device and brake control device that controls the main motor of the entire train by trunk transmission, keeping the acceleration change traveling in the entire train within a certain range allows the standing passenger to take a posture in the traveling direction The control is performed to maintain the ride comfort that is difficult to break.

  Also in the case of the second embodiment, the configuration of the travel command device with an acceleration detector is as shown in FIG.

  FIG. 4 is a knitting example in which the connection of only the devices related to the present embodiment of the entire vehicle knitting is described. Although an example of a six-car train has been described for the sake of space in the figure, it does not stick to knitting growth. In the figure, 40 is a driver's cab display, 41 is a mass control, 42 is a trunk transmission, 43 is a vehicle information control device, 44 is a brake control device, 45 is a VVVF inverter device, 46 is a travel command device with an acceleration detector, 47 Is branch line transmission.

  As shown in FIG. 4, a travel command device with an acceleration detector 46 is mounted on all cars and is connected to the vehicle information control device 43 by a branch line transmission 47.

  As a result, control information is exchanged between the travel command devices with acceleration detectors 46, and control is performed to keep the change in acceleration below a certain level throughout the knitting.

  Depending on the type of the car, there is a car having only the brake controller 44 and a car on which both the brake controller 44 and the VVVF inverter device 45 are mounted. Therefore, in powering control, control across the cars is required.

  The lateral acceleration change occurs when the route passes at a high speed through a curve with a small R. Since all the cars travel on the same route, the acceleration change in the lateral direction can be alleviated by performing deceleration control with knitting when detected by the leading car.

(Third embodiment)
Next, with reference to FIG. 5, a traveling control device for an electric vehicle according to a third embodiment of the present invention will be described.

  In the third embodiment, the driver operates the mascon rapidly by putting the function of the travel command device in which the acceleration detector of the electric vehicle travel control apparatus of the first embodiment described above is mounted in the mascon. Even if the operation causes the acceleration to change suddenly, the travel command function equipped with an acceleration detector in the mass control system can be used to change the notch signal so that the change in the acceleration of the vehicle can be kept within a certain range. Therefore, even if there is no control over the acceleration change on the inverter device or brake control device side that controls the main motor, the change in the acceleration of the vehicle is kept in a certain range, and the standing passenger is in the direction of travel. The control is performed to maintain a ride quality that is difficult to damage.

  FIG. 5 is a diagram for explaining the configuration and operation of the masscon device according to the present embodiment. In the figure, 51 is a mass control handle, 52 is a control section, and 53 and 54 are acceleration detectors for the front-rear direction and the left-right direction, respectively.

  In particular, the acceleration change in the traveling direction is largely generated because the acceleration instruction and the deceleration instruction from the original mass control are abrupt.

  In the case of the mascon shown in FIG. 5, the time axis is shown by a solid line on the side when the actual mascon handle 51 is moved from the neutral (N: loosening) position to the power running 5 notch (P5).

  In this case, from the neutral (N: loosening) position to the power running 2 notch (P2), it is moved gently, and the acceleration does not change. In this case, the control unit 52 outputs a notch command as input from the master control handle 51.

  However, from the power running 2 notch (P2) to the power running 6 notch (P5), it is rapidly moved, and the acceleration changes. It has a function of outputting a notch command with a delay from the actual output so that the absolute value of the acceleration change does not exceed K. As a result, even if the driver suddenly moves the steering wheel, the actual command is gradually switched, and the acceleration change can be controlled so as not to exceed K.

  In this case, the device on the side receiving the notch signal may perform the control according to the notch received without being aware of the change in acceleration.

(Fourth embodiment)
Next, with reference to FIG. 6 and FIG. 7, the traveling control apparatus of the electric vehicle which concerns on the 4th Embodiment of this invention is demonstrated.

  In the first to third embodiments described above, control is performed such that at least the plus / minus acceleration in the front-rear direction with respect to the traveling direction of the electric vehicle is detected by the acceleration detector, and the change in acceleration is kept within a certain range. In addition, it is necessary to suppress the passenger's posture deviation due to the lateral acceleration change of the electric vehicle. When the radius of curvature of the route is small, when traveling along that point, the acceleration changes in the lateral direction. In order to make the lateral acceleration / deceleration change generated here constant or less, it must pass through a point with a small radius of curvature at a constant speed or less.

  Therefore, the fourth embodiment grasps the traveling position and traveling speed, grasps the point of the curved part, displays a place with a small radius of curvature on the cab screen before reaching the curved part, The driver is instructed to have a point with a small radius of curvature and the speed at which the driver enters the point, and has a function to encourage deceleration.

  The acceleration change in the horizontal direction toward the traveling direction is generated by centrifugal force when the electric vehicle travels on a curved route. This position is known from the route map.

  From the curve R (R: radius of curvature), the distance to the surrounding station, etc., the traveling speed at which the change in acceleration in the lateral direction is less than a certain value (K) can be determined according to the conditions of each point.

  A route that travels like a car navigation system is displayed on the cab screen so that the speed can be adjusted before the electric vehicle reaches this point while the vehicle is traveling, and a figure that shows the shape of the route on the route is displayed.

  FIG. 6 is an image diagram of a screen display when the deceleration area where the R of the electric vehicle is small approaches. As shown in the figure, a signal on a track in a route, a railroad crossing, a deceleration area, a speed limit in the deceleration area, a position of a station, a current traveling position, and a current traveling speed are displayed.

  By driving while looking at this figure, the driver can perform a safe and lateral acceleration change that is less than a certain value (K) so that the passenger does not stagger in the vehicle.

  FIG. 7 shows the configuration of a travel command device with an acceleration detector used here. Only the added part of the configuration of FIG. 2 will be described.

  Since the current traveling speed and position information are required, a pulse for calculating the speed and distance of a speed generator, a PG (pulse generator), or the like is input.

  Detailed information about the railway line and the position (about kilometer) of the area where deceleration is required are stored in advance in the apparatus as data in the deceleration area data holding unit 71. In addition, map data along the line is stored in the map data holding unit 72 so that a current travel location such as a car navigation system and a route state to which the car travels can be displayed.

  The calculation unit 24 calculates the current traveling position and traveling speed from the pulse, and when the speed limit area approaches, the image data output unit 73 outputs image data to the cab via trunk transmission, and the map is displayed on the cab display screen. This indicates what distance the curve is on the next line and gives information such as the distance to the deceleration area, the speed limit of the deceleration area, the current position and speed.

  By traveling while looking at this, it is possible to perform a safe and lateral acceleration change that is less than a certain value (K), so that passengers do not stagger in the vehicle.

  As described above, according to this embodiment, in order to improve the ride comfort mainly with respect to the lateral acceleration change, the driver's experience and A comfortable ride can be maintained regardless of the skill difference.

(Fifth embodiment)
Next, with reference to FIG. 8, the traveling control apparatus of the electric vehicle which concerns on the 5th Embodiment of this invention is demonstrated.

  As in the fourth embodiment described above, this fifth embodiment traveled at that point when the radius of curvature of the route was small in order to suppress the passenger's posture deviation due to the change in the lateral acceleration of the electric vehicle. At the same time, the traveling position and traveling speed of the electric vehicle are grasped, and the point of the curved part is grasped. Before reaching the curved part, the distance from the point where the vehicle travels to the point where the curvature radius is small is calculated and the driving is performed. Even if a craftsman does not slow down, it will slow down.

  As in the fourth embodiment, it is difficult to perform image processing and to have all the map information along the line. In addition, the details of the map information need to be updated when the surrounding building or the like changes.

  Here, what is actually required is not a train car navigation system, and a configuration without this is shown in FIG. Only parts different from the fourth embodiment will be described.

  The current travel position and speed are calculated in the same manner, and the position of the curve corresponding to the deceleration area, the travel speed of the curve, etc. are stored in the deceleration area data holding unit 71 as data.

  If the speed is not reduced while the deceleration area of the curve is approaching, it is judged from the travel position regardless of the driver's operation, and is decelerated to an appropriate speed in advance.

  Also, a process of limiting the acceleration change is performed so that the change in acceleration in the front-rear direction is not suddenly changed regardless of the operation of the driver.

  Therefore, it is possible to travel without causing the passenger to stand up without being aware of the driver.

  As described above, according to this embodiment, since the speed limit and the acceleration change control are performed regardless of the operation of the driver, the speed limit and the acceleration change control are performed. Can keep good condition.

1 is a block diagram showing a schematic configuration of a first embodiment of the present invention. The block diagram which shows the detailed structure of the principal part in the 1st Embodiment of this invention. The figure for demonstrating the operation | movement of the 1st Embodiment of this invention. The block diagram which shows schematic structure of the 2nd Embodiment of this invention. The block diagram which shows the structure of the principal part in the 3rd Embodiment of this invention. The figure which shows the example of the display screen of the cab display in the 4th Embodiment of this invention. The block diagram which shows the structure of the principal part in the 4th Embodiment of this invention. The block diagram which shows the structure of the principal part in the 5th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1, 41, ... Mass control 2, 44 ... Brake control device 3, 45 ... Inverter device 4 ... Main motor 5, 46 ... Travel command device with an acceleration detector 21, 22, 53, 54 ... Acceleration detector 23 ... Input signal conversion Unit 24 ... Calculation unit 25 ... Output signal conversion unit 40 ... Driver's cab display 42 ... Trunk line transmission 43 ... Vehicle information control device 47 ... Branch line transmission 51 ... Master control handle 52 ... Control unit 71 ... Image data output unit 72 ... Map data retention Unit 73: Image data output unit

Claims (5)

Acceleration detecting means for detecting acceleration in at least the front-rear direction of the front-rear direction and the left-right direction with respect to the traveling direction of the electric vehicle;
Based on the detection result of the acceleration detection means, a travel command means for outputting a predetermined signal to at least one of the brake control device and the inverter device for controlling the main motor,
In the travel command means, a limit value of increase / decrease in acceleration change with respect to time is set,
When the acceleration change exceeds the upper limit of the increase or when the acceleration change falls below the lower limit of the decrease, the travel command means sends at least one of the brake control device and the inverter device that controls the main motor. On the other hand, by giving an acceleration limit signal to suppress the change in acceleration,
An electric vehicle travel control apparatus characterized in that a change in acceleration traveled by an electric vehicle is maintained within a certain range. If the electric car is composed of multiple vehicles,
Acceleration detecting means for detecting acceleration in at least the front-rear direction of the front-rear direction and the left-right direction with respect to the traveling direction of the electric vehicle;
Based on the detection result of this acceleration detection means, each vehicle is provided with a travel command means for outputting a predetermined signal to at least one of the brake control device and the inverter device for controlling the main motor,
The travel command means of each vehicle exchanges control information with each other by trunk transmission, and at least one of the brake control device of each vehicle and the inverter device that controls the main motor so as to keep the acceleration change of the entire train within a certain range. A traveling control device for an electric vehicle, wherein a predetermined signal is output to the device. Acceleration detecting means for detecting acceleration in at least the front-rear direction of the front-rear direction and the left-right direction with respect to the traveling direction of the electric vehicle;
Based on the detection result of the acceleration detection means, a travel command means for outputting a predetermined signal to at least one of the brake control device and the inverter device for controlling the main motor,
At least the travel command means of the acceleration detection means and the travel command means is provided in a mass control,
The travel command means includes at least one of the brake control device and the inverter device that controls the main motor so as to keep the acceleration change within a certain range even when the signal generated by the operation of the master controller is a signal that suddenly changes the acceleration. An electric vehicle traveling control apparatus, characterized in that control is performed so that a change in a notch signal output to one of the apparatuses has time. In the travel control device for an electric vehicle according to any one of claims 1 to 3,
Comprising deceleration area data holding means for holding data relating to a deceleration area having a small radius of curvature on the route;
The travel command means outputs a signal for displaying information about the deceleration area when approaching the deceleration area based on the data about the deceleration area held by the deceleration area data holding means. Electric vehicle travel control device. In the travel control device for an electric vehicle according to any one of claims 1 to 3,
Comprising deceleration area data holding means for holding data relating to a deceleration area having a small radius of curvature on the route;
The travel command means is at least one of the brake control device and the inverter device that controls the main motor when traveling in the deceleration area based on the data relating to the deceleration area held by the deceleration area data holding means. A traveling control device for an electric vehicle, wherein a signal for decelerating the device is output.

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