JP2006238513A - Drive system of electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive system of an electric vehicle that can reduce the occurrence of the slippages and slidings of the vehicle by stabilizing an axial variation by suppressing an oscillatory pitching of a bogie , and can make compatible the stable acceleration/deceleration performance and proper riding quality. <P>SOLUTION: The drive system of the electric vehicle comprises bogie devices 2a, 2b that support the vehicle body 4; a plurality of wheel shafts that support the bogies 2a, 2b, and make the vehicle body 4 move; a motor that drives the wheel shafts; a torque adjustment value calculation means 7 that calculates the motor torque adjusting signals ΔIqpa, ΔIqpb, ΔIqpc and ΔIqpd that control the torque of the motor; displacement detection means 5a, 5b, 5c and 5d that detect the displacements Za, Zb, Zc and Zd of the bogie 2; and drive control devices 8a to 8d. The torque adjustment of the motor by the torque adjustment value calculation means 7 is performed, on the basis of output signals of the displacement detection means 5a to 5d of the bogies. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a railway vehicle drive system, and particularly detects the dynamic behavior of a carriage, adjusts the generated torque of the electric motor based on the detection signal so as to suppress the dynamic behavior of the carriage, and the electric motor. The present invention relates to a railway vehicle drive system that adjusts the generated torque force of an electric motor so that the generated torque is effectively transmitted to a rail surface as a drive force.

  Inverter-driven railway vehicles that have become popular in recent years are cases where the required driving force is secured by increasing the output per motor instead of reducing the number of motors from the viewpoint of reducing initial costs and improving maintainability. There are many. In this case, since the tensile force that one wheel shaft must bear increases, slipping and sliding are likely to occur in an environment with a poor adhesion state such as rainy weather.

In an environment with poor adhesion, that is, when the tensile force can easily exceed the adhesion limit, the maximum tensile force Fmax (N) that can be borne by the wheelset is the axle load W (N) and the adhesion coefficient (maximum tangential force coefficient). It is determined by the following equation (1) consisting of μ.
Fmax = W · μ (1)

  As shown in the equation (1), the maximum tensile force Fmax (N) is determined by the product of the axial load W (N) and the adhesion coefficient (maximum tangential force coefficient) μ. Adhesion coefficient (maximum tangential force coefficient) μ changes from time to time due to the influence of physical parameters such as environmental conditions such as rainfall conditions, air temperature, sunshine conditions, travel speed, and contact between the rails of the wheels. ) At a time of 0.3, and wet (wet) at a value of around 0.1.

  Therefore, in a stable state where the axial weight is substantially constant, the maximum tensile force Fmax (N) is proportional to the adhesion coefficient (maximum tangential force coefficient) μ. Adhesion control (idling / sliding control) is the idling / sliding that occurs when the motor torque exceeds the maximum tensile force Fmax (N), and instantaneously lowers the motor torque to make it less than the maximum tensile force Fmax (N). This is a control method for converging idling / sliding.

  Incidentally, the axle load W (N) changes from moment to moment due to a dynamic load change of the carriage that occurs during acceleration / deceleration. However, in the past adhesion control, the adhesion control in consideration of the dynamic change of the axial load W (N) is not seen. This is because the maximum tensile force Fmax (N), which is a target value for reducing the torque of the motor, is instantaneously viewed under a situation in which the axle load W (N) fluctuates for some reason in the equation (1). It means that the idling / sliding may not be reliably converged due to fluctuations.

  Here, as one of the factors that change the axle load W (N), the pitching of the carriage can be considered. Here, “pitching” is a term that indicates the degree of freedom of rotational movement particularly in a vehicle, and refers to rotation about a horizontal left-right axis with respect to the traveling direction. Incidentally, rotation around the axis in the traveling direction is called “rolling”, and rotation around the vertical axis perpendicular to the traveling direction is called “yawing”.

  An example of a conventional electric vehicle drive system will be described with reference to the block diagram of FIG. The wheels 1a and 1b support the carriage frame 2a via an unillustrated axle box and an axle box support device. The wheels 1c and 1d support the bogie frame 2b via an unillustrated axle box and an axle box support device. The carriage frames 2a and 2b support the load in the vertical direction of the vehicle body 4 by the vehicle body support devices 3a and 3b. The drive control device 8a generates three-phase AC power for generating torque of a motor (not shown) that drives the wheel shafts 1a and 1c in order to accelerate and decelerate the vehicle based on the operation command signal CMD from the cab 14. Supply via 13a. Similarly, the drive control device 8b generates a torque of a motor (not shown) that drives the wheel shafts 1b and 1d to accelerate and decelerate the vehicle based on the operation command signal CMD from the handle 14. Electric power is supplied through the power line 13b.

  The configuration of a general carriage in the electric vehicle drive system will be described with reference to the side view of FIG. The wheels 1a and 1b rotate around axle boxes 9a and 9b having bearing mechanisms, and the axle boxes 9a and 9b support the carriage frame 2a via axle box support devices 10a and 10b. The bogie frame 2a supports the load in the vertical direction of the vehicle body 4 by the vehicle body support device 3a. On the other hand, the driving force generated by the electric motor is transmitted to the carriage frame 2a via the axle boxes 9a and 9b, and further transmitted to the vehicle body 4 via the traction device 11.

  The cart pitching is a rotational motion around the cart rotation center, which occurs because the cart frame 2a is softly supported by the wheel shafts 1a and 1b and the axle box support devices 10a and 10b. There are mainly two causes for generating the cart pitching.

(Cause a) Bogie pitching caused by acting as a moment force on the deviation between the center of gravity and the rotation center of the carriage when the vehicle is accelerated / decelerated (Cause b) The tensile force is applied to the vehicle body from the carriage frame via the towing device. Trolley pitching caused by acting as a moment force on the displacement between the traction device and the trolley rotation center

  The cart pitching caused by (Cause a) is a steady cart pitching according to the acceleration / deceleration of the vehicle. As a result, the fluctuation of the axle load that occurs is steady, and one (front) axle weight is reduced and the other (rear) axle weight is increased in the same carriage. In particular, as for the front shaft where the axial weight is reduced, the maximum tensile force is reduced as can be understood from the equation (1), so that idling / sliding is likely to occur.

  There has been proposed a control method and a vehicle method that make it difficult for idling / sliding to occur when a change in axle load due to (Cause a) occurs (see, for example, Patent Document 1). This method enables 100% axial load compensation and simplifies the structure of the traction transmission structure between the vehicle body and the trolley. Are arranged at the same height as the rail surface, and one control device drives the front wheels in the plurality of multi-axis bogies, and the other control device drives the rear wheels in the carts. Is. In addition, one control device performs axle load compensation control that reduces the traction force by the amount that the axle load is reduced, and the other control device increases the axle load that increases the traction force by the amount that the axle load has increased. Compensation control is performed.

In addition, a traveling control system for a transport vehicle that can suppress vibration in the pitching direction of the transport vehicle without reducing the stopping accuracy of the transport vehicle has been proposed (see, for example, Patent Document 2). This method aims to improve stopping accuracy by reducing the pitching of acceleration / deceleration characters, and does not assume an inverter-controlled railway vehicle, and detects pitching from the motor reaction force. Therefore, continuous pitching vibration that affects the adhesion is not assumed, and it is not considered to control by narrowing the frequency.
JP-A-9-156502 Japanese Patent Laid-Open No. 5-134748

  On the other hand, the bogie pitching caused by (Cause b) is a periodic (vibrating) that occurs when the traction force transmitted from the bogie to the vehicle body fluctuates mainly due to torque fluctuations of the motor or knitting fluctuation between vehicles. ) Axial load fluctuation. The torque fluctuation of the electric motor may be generated not only by normal torque startup and shutdown, but also by torque reduction during adhesion control. Unlike the bogie pitching due to (cause a), it is difficult to specify the timing of occurrence of the axle load variation due to bogie pitching due to this (cause b), so effective measures have been taken. Absent.

  The object of the present invention is to stabilize the axle load fluctuation by suppressing the vibration cart pitching, thereby reducing the chances of idling and sliding, and providing stable acceleration / deceleration performance and good riding comfort in rainy weather. An object of the present invention is to provide an electric vehicle drive system compatible with low cost.

  In order to solve the above problems, the present invention detects the dynamic behavior of a carriage, adjusts the generated torque of the electric motor so as to suppress the dynamic behavior of the carriage based on the detection signal, and The generated torque force of the electric motor is adjusted so that the generated torque of the electric motor can be effectively transmitted as a driving force to the rail surface.

  That is, the present invention relates to a carriage device that supports a vehicle, a plurality of wheel shafts that support the carriage device and allow the vehicle to move, an electric motor that drives the wheel shaft, and torque control that controls torque of the electric motor. And an electric vehicle drive system comprising behavior detecting means for detecting the behavior of the carriage, wherein the torque control means adjusts the torque of the electric motor based on an output signal of the carriage behavior detecting means. The bogie behavior detecting means has a function of extracting and outputting only the bogie behavior of a specific frequency component, and the torque control means has a specific frequency output by the bogie behavior detecting means. A torque component having the same frequency component as the specific frequency component is adjusted based on an output signal of the component.

  According to the present invention, by suppressing the oscillating bogie pitching, it is possible to stabilize the fluctuation of the axle load and simultaneously compensate for the movement of the axle load, thereby reducing the chance of idling and sliding, and stable addition in the rain. Deceleration performance and good ride comfort can be achieved at low cost.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. An embodiment of an electric vehicle drive system according to the present invention will be described with reference to the block diagram of FIG. The wheels 1a and 1b support the carriage frame 2a via an unillustrated axle box and an axle box support device. The wheels 1c and 1d support the carriage frame 2b via an unillustrated axle box and an axle box support device. Further, the bogie frames 2a and 2b support loads in the vertical direction of the vehicle body 4 by the vehicle body support devices 3a and 3b.

  The displacement detection means 5a detects the distance Za between the carriage 3a and the vehicle body 4, and the displacement detection means 5b detects the distance Zb between the carriage 3a and the vehicle body 4. The displacement detection means 5a and 5b are installed so that the distances Za and Zb can be measured at different positions of the carriage frame 3a and the vehicle body 4 in order to detect the pitching motion of the carriage frame 2a. The displacement detection means 5c detects the distance Zc between the carriage 3b and the vehicle body 4, and the displacement detection means 5d detects the distance Zd between the carriage 3b and the vehicle body 4. The displacement detection means 5c and 5d are installed so that the distances Zc and Zd can be measured at different positions of the carriage frame 3b and the vehicle body 4 in order to detect the pitching motion of the carriage frame 2b.

  The distance between the cart bodies Za detected by the displacement detection means 5a is input to the torque adjustment value calculation means 7 by the transmission means 6a. Similarly, the bogie distances Zb, Zc, Zd detected by the displacement detection means 5b, 5c, 5d are input to the torque adjustment value calculation means 7 by the transmission means 6b, 6c, 6d, respectively.

  The torque adjustment value calculation means 7 is based on the bogie distances Za, Zb, Zc, Zd input from the displacement detection means 5a, 5b, 5c, 5d via the transmission means 6a, 6b, 6c, 6d. Motor torque signals ΔIqpa, ΔIqpb, ΔIqpc, ΔIqpd for adjusting the torque of a motor (not shown) that drives the wheel shafts 1a, 1b, 1c, 1d are calculated so as to suppress the cart pitching of the cart frames 2a, 2b. .

  Based on the motor torque adjustment signal ΔIqp_a calculated by the torque adjustment value calculation means 7 and the operation command signal CMD output from the operation control device 14, the drive device 8a generates torque of an electric motor (not shown) that drives the wheel shaft 1a. The three-phase AC power to be supplied is supplied through the power line 13a. Similarly, the drive devices 8b, 8c, and 8d are respectively configured based on the motor torque adjustment signals ΔIqpb, ΔIqpc, ΔIqpd calculated by the torque adjustment value calculation means 7 and the operation command signal CMD output by the operation control device 14. , 1c, and 1d are supplied via power lines 13b, 13c, and 13d, respectively, to generate torque of a motor (not shown) that drives the motor.

  With these configurations, the torque of the motor (not shown) that drives the wheel shafts 1a, 1b, 1c, and 1d is individually adjusted according to the cart pitching amount detected by the displacement detection means 5a, 5b, 5c, and 5d. Further, since the pitching of the carriage is suppressed to stabilize the axle load fluctuations of the wheel shafts 1a, 1b, 1c, and 1d and the axle load movement can be compensated, the adhesive resource can be effectively used as the entire vehicle.

  The configuration of the carriage in one embodiment of the electric vehicle drive system of the present invention will be described using the side view of FIG. The wheels 1a and 1b rotate around axle boxes 9a and 9b having bearing mechanisms as center axes, and the axle boxes 9a and 9b support the carriage frame 2a via axle box support devices 10a and 10b. The bogie frame 2a supports the load in the vertical direction of the vehicle body 4 by the vehicle body support device 3a. On the other hand, the driving force generated by the electric motor is transmitted to the carriage frame 2a via the axle boxes 9a and 9b, and further transmitted to the vehicle body 4 via the traction device 11.

  The displacement detection means 5a detects the distance Za between the carriage 3a and the vehicle body 4, and the displacement detection means 5b detects the distance Zb between the carriage 3a and the vehicle body 4. The displacement detection means 5a and 5b are installed so that the distances Za and Zb can be measured at different positions of the carriage frame 3a and the vehicle body 4 in order to detect the pitching motion of the carriage frame 2a.

  With these configurations, the cart pitching is suppressed by individually adjusting the torque of the motor (not shown) that drives the wheel shafts 1a and 1b according to the cart pitching amount detected by the displacement detection means 5a and 5b. As a result, the axle load fluctuations of the wheel shafts 1a and 1b can be stabilized, so that effective use of adhesive resources can be promoted as a single cart.

  With reference to FIG. 3, the configuration of the drive device in one embodiment of the electric vehicle drive system of the present invention will be described. The drive device 8 includes a current command value 15, a vector control calculator 16, current detectors 17 u, 17 v, 17, a PWM signal calculator 18, a filter capacitor 20, a PWM inverter 21, and a speed calculator 24. is doing.

  An operation command signal CMD for controlling acceleration by power running or deceleration by brake is output from the cab 14 provided with the operation control device. The current command calculator 15 receives the operation command signal CMD, the drive torque adjustment value Δiqpa, and the reference rotation speed signal Fr output from the speed calculator 24, and outputs an excitation current command Idp and a torque current command Iqp. The vector control calculator 16 receives the excitation current command Idp, the torque current command Iqp, the motor current detection values iu, iv, iw from the current detectors 17u, 17v, 17w, and the reference rotational speed signal Fr output from the speed calculator 24. As a result, an inverter output voltage command Vp is output. The PWM signal calculator 18 receives the inverter output voltage command Vp as an input, and calculates a gate signal GP that drives the switching elements constituting the main circuit of the PWM inverter 21. The PWM inverter 21 converts DC power obtained from the DC power source 19 through the filter capacitor 20 into three-phase AC power and supplies the power to the induction motor 22. The rotation speed detector 23 detects the rotation speed of the induction motor 22, and the speed calculator 24 converts it to a reference rotation speed signal Fr.

  With these configurations, the torque of the motor (not shown) that drives the wheel shafts 1a, 1b, 1c, and 1d is individually adjusted according to the cart pitching amount detected by the displacement detection means 5a, 5b, 5c, and 5d. Since the bogie pitching is suppressed and the axle load fluctuations of the wheel shafts 1a, 1b, 1c, and 1d are stabilized and the movement of the axle load can be compensated, the effective use of the adhesive resource can be promoted as a bogie.

  The configuration of the torque adjustment value calculation means 7 in an embodiment of the electric vehicle drive system of the present invention will be described with reference to the block diagram of FIG. The torque adjustment value calculation means 7 includes subtracters 25a, 25b, 25c, 25d, adders 26a, 26b, band filters 27a, 27b, low band filters 28a, 28b, and controllers 29a, 29b, 29c. , 29d.

  The cart pitching signal ΔZab is calculated by subtracting the cart body distance Zb from the cart body distance Za by the subtractor 25a. The cart pitching signal ΔZcd is calculated by subtracting the cart body distance Zd from the cart body distance Zc by the subtractor 25b.

  The cart a pitching suppression torque signal ΔIqpab1 is calculated by passing the cart pitching signal ΔZab through the band filter 27a and the controller 29a. The carriage a-axle weight compensation torque adjustment signal ΔIqpab2 is calculated by passing the carriage pitching signal ΔZab through the low-pass filter 28a and the controller 29b.

  The cart b pitching suppression torque adjustment signal ΔIqpcdl is calculated by passing the cart pitching signal ΔZcd through the band filter 27b and the controller 29c. The cart b-axis weight compensation torque adjustment signal ΔIqpcd2 is calculated by passing the cart pitching signal ΔZab through the low-pass filter 28b and the controller 29d.

  The band filters 27a and 27b have a function of extracting periodic vibration components from the cart pitching motion. Periodic bogie pitching vibration decreases the effective value of the axle load acting between the wheel shaft and the rail, and thus causes the maximum tensile force Fmax (N) to decrease. The cycle of bogie pitching vibration is approximately 6 Hz, although it varies slightly depending on the bogie structure. Therefore, the band filters 27a and 27b may be realized by a band filter (band pass filter) that can set the pass frequency band in the range of 3 to 12 Hz.

  The low-pass filters 28a, 28b, 28c, and 28d have a function of extracting a steady pitching displacement amount from the cart pitching motion. Steady pitching displacement is caused by the difference in height position between the tensile force acting between the rail wheels and the tensile force acting on the traction device between the bogie bodies when the vehicle is accelerated or decelerated. During acceleration, the front side in the traveling direction of the carriage rises with respect to the rail surface and the rear side descends, so that the axial weight of the front shaft in the traveling direction decreases and the axial weight of the rear shaft increases. Conversely, when decelerating, the front side in the traveling direction of the carriage is lowered with respect to the rail surface and the rear side is raised, so that the axial weight of the front shaft in the traveling direction increases and the axial weight of the rear shaft decreases. In normal operation, the vehicle acceleration / deceleration is controlled to be substantially constant. Therefore, the low-pass filters 28a and 28b may be realized by a low-pass filter (low-pass filter) that can set the cutoff frequency in a range of 0.5 to 2 Hz.

  The controllers 29a and 29b are stabilization controllers realized by a proportional / integral type controller (PI controller) that calculates a proportional value for each of the input signal and its integral value and outputs the added value. .

  The motor torque adjustment signal ΔIqpa is calculated by adding the carriage a pitching suppression torque adjustment signal ΔIqp_ab1 and the carriage a axle weight compensation torque adjustment signal ΔIqp_ab2 by the adder 26a. The motor torque adjustment signal ΔIqpb is calculated by subtracting the carriage a pitching suppression torque adjustment signal ΔIqp_ab1 and the carriage a axle weight compensation torque adjustment signal ΔIqp_ab2 by the subtractor 25c. The motor torque adjustment signal ΔIqpc is calculated by adding the carriage b pitching suppression torque adjustment signal ΔIqpcd1 and the carriage b axle weight compensation torque adjustment signal ΔIqpcd2 by the adder 26b. The motor torque adjustment signal ΔIqpd is calculated by adding the cart b pitching suppression torque adjustment signal ΔIqpcd1 and the cart b axle weight compensation torque adjustment signal ΔIqpcd2 by the subtractor 25d.

  With these configurations, the torque of the motor (not shown) that drives the wheel shafts 1a, 1b, 1c, and 1d is individually adjusted according to the cart pitching amount detected by the displacement detection means 5a, 5b, 5c, and 5d. Further, since the pitching of the carriage is suppressed to stabilize the axle load fluctuation of the wheel shafts 1a, 1b, 1c, and 1d, and the axle load movement can be compensated, the adhesion performance as one vehicle can be improved.

The block diagram which shows one Embodiment of the drive system of the electric vehicle of this invention. The side view which shows the structure of the trolley | bogie in one Embodiment of the drive system of the electric vehicle of this invention. The figure which shows the structure of the drive device in one Embodiment of the drive system of the electric vehicle of this invention. The block diagram which shows the structure of the torque adjustment value calculating means in one Embodiment of the drive system of the electric vehicle of this invention. The block diagram which shows an example of the drive system of the conventional electric vehicle. The side view which shows the structure of the general trolley | bogie in the drive system of an electric vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Wheel shaft, 2 ... Bogie, 3 ... Body support device, 4 ... Vehicle body, 5 ... Displacement detection means, 6 ... Transmission means, 7 ... Torque adjustment value calculation means, 8 ... Control apparatus, 9 ... Shaft box, 10 ... Shaft Box support device, 11 ... Towing device, 12 ... Drive device, 13 ... Power line, 14 ... Operation control device, 15 ... Current command calculator, 16 ... Vector control calculator, 17 ... Current detector, 18 ... PWM signal calculator , 19 ... DC power supply, 20 ... filter capacitor, 21 ... PWM inverter, 22 ... induction motor, 23 ... speed detector, 24 ... speed calculator, 25 ... subtractor, 26 ... adder, 27 ... band filter, 28 ... Low-pass filter, 29 ... Controller

Claims (3)

A carriage device that supports the vehicle; a plurality of wheel shafts that support the carriage device and allow movement of the vehicle; an electric motor that drives the wheel shaft; torque control means that controls torque of the electric motor; and In an electric vehicle drive system equipped with behavior detection means for detecting behavior,
The electric vehicle drive system is characterized in that the torque adjustment of the electric motor by the torque control means is performed based on an output signal of the behavior detection means of the carriage. The electric vehicle drive system according to claim 1,
The electric vehicle drive system is characterized in that the cart behavior detecting means has a function of extracting and outputting only cart behavior of a specific frequency component. In the electric vehicle drive system according to claim 2,
The torque control means adjusts a torque component having the same frequency component as the specific frequency component based on an output signal of the specific frequency component output from the behavior detection means of the carriage. Drive system.

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