JP2008148445A - Drive control device for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the following problem associated with conventional drive control devices for railway vehicles that, the idling (skid) of wheels is detected based on the acceleration of an alternating-current motor and an idling (skid) detection level is set to 1.5 to 3.0 times the maximum acceleration of a vehicle, and therefore, when the idling occurs in an acceleration range lower than the idling (skid) detection level, the idling cannot be detected. <P>SOLUTION: A drive control device for railway vehicles detects the idling or skidding of wheels by the acceleration of a motor or the like for driving wheels. In this drive control device, an acceleration threshold level for detecting idling or skidding is determined by a torque command value and acceleration in a certain period earlier and a present torque command value. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a drive control device for a railway vehicle, and more particularly to a method for detecting idling and sliding of wheels.

FIG. 2 shows a conventional example of a railway vehicle drive device. In this system, a single inverter drives a plurality (N) of AC motors, and is a method adopted in many electric vehicles. The example of FIG. 2 drives four AC motors with one inverter, and is described in Patent Document 1.
In FIG. 2, 1 is a drive control device, 100 is an inverter, 200a, 200b, 200c, and 200d are AC motors, and 201a, 201b, 201c, and 201d are speed detectors. The inverter 100 operates based on the output voltage command Vout * output from the drive control device 1, and drives the four AC motors 200a, 200b, 200c, and 200d. The rotational speeds of AC electric motors 200a, 200b, 200c, and 200d are detected by speed detectors 201a, 201b, 201c, and 201d, respectively, and the detected speeds v1, v2, v3, and v4 are input to drive control device 1, respectively. .
Then, the drive control device 1 determines the acceleration / brake command, the torque command τ *, the magnetic flux command φ *, the speed detection values v1, v2, v3, v4 and the inverter output current detected by a current detector (not shown). Based on this, an output voltage command Vout * is determined, and acceleration / deceleration control of four AC motors, that is, acceleration / deceleration control of a railway vehicle is performed.

The drive control device 1 includes a vector control unit 10, acceleration calculation units 20 a, 20 b, 20 c, 20 d, an acceleration selector 21, and an idling sliding control unit 30.
The vector control unit 10 includes the torque command τ1 *, the magnetic flux command φ *, the speed detection values v1, v2, v3, v4 output from the idling / sliding control unit 30, and the inverter output current detected by a current detector (not shown). Based on the above, the output voltage command Vout * is determined and the inverter 1 is driven.
The idling and sliding of the wheel during acceleration / deceleration of the railway vehicle are detected based on the acceleration of the AC motor. The accelerations α1, α2, α3, α4 of the AC motors 200a, 200b, 200c, 200d are calculated by the acceleration calculation units 20a, 20b, 20c, 20d. The acceleration is calculated based on the difference between the current value of the speed detection values v1, v2, v3, and v4 of each AC motor and the speed detection value before a certain time. When the power running / brake command is “1” (power running command), the acceleration selector 21 selects the largest acceleration among the accelerations α1, α2, α3, α4 of the AC motor, and determines that acceleration as a determination acceleration. It outputs to the idling / sliding control unit 30 as αs. When the power running / brake command is “−1” (brake command), the smallest acceleration among the accelerations α1, α2, α3, and α4 of the AC motor is selected and output as the determination acceleration αs.

The idling / sliding control unit 30 includes an idling detection unit 31, a planing detection unit 32, and a torque command processing unit 33.
When the power running / brake command is “1” (power running command), the idling detection unit 31 performs idling determination processing. When idling is detected, the idling detection signal fslip1 is set to “1” to the torque command processing unit 33. Output. On the other hand, when there is no idling, the idling detection signal fslip1 is output as “0”. Determination of idling is performed by comparing the determination acceleration αs with the idling detection level αslip1, and when the determination acceleration αs is greater than the idling detection level αslip1, it is determined that idling. In addition, when the power running / brake command is “0” (no power running / brake command as in coasting) or “−1” (brake command), the idling detection unit 31 does not perform idling determination processing, and the idling detection signal fslip1 is output as “0”.

When the power running / brake command is “−1” (brake command), the sliding detection unit 32 performs a sliding determination process, and when the sliding is detected, the torque detection processing unit 33 sets the sliding detection signal fslip2 to “1”. Output. On the other hand, if no skiing occurs, the skidding detection signal fslip2 is output as “0”. Judgment of sliding is performed by comparing the acceleration for determination αs and the sliding detection level idling detection level αslip2, and if the determination acceleration αs is smaller than the sliding detection level αslip2, it is determined to be sliding (because it is decelerated during braking). The determination acceleration αs2 and the sliding detection level αslip2 are negative values). When the power running / brake command is “0” or “1”, the skid determination process is not performed and the skid detection signal fslip2 is output as “0”.
When both the idling detection signal fslip1 and the sliding detection signal fslip2 are “0”, the torque command processing unit 33 outputs the torque command τ * from the host controller as it is to the vector control unit 10 as the torque command τ1 *. When either the idling detection signal fslip1 or the sliding detection signal fslip2 is “1”, the torque command τ * is multiplied by the data for narrowing processing (data that gradually decreases from 1.0), and the result is the torque command τ1 *. Output as.

As described above, idling and sliding are detected by the acceleration of the AC motor, and the idling and sliding are suppressed by narrowing down the torque when these occur.
Japanese Patent Laid-Open No. 4-69003 (FIG. 3)

As described above, conventionally, wheel idling (sliding) detection is performed based on the acceleration of the AC motor. The idling (sliding) detection level is generally set to 1.5 to 3.0 times the maximum acceleration of the vehicle. For this reason, if an idling occurs in an acceleration region below the idling (sliding) detection level, it cannot be detected, which not only reduces the acceleration of the vehicle, but in the worst case may damage the wheels and the track. There is.
In addition, there is a speed sensorless control system as a control system for the AC motor. In this system, the speed of the AC motor is not directly detected, but the control is performed by estimating the speed from the inverter voltage, current and the like. When a plurality of (N) AC motors are operated by this speed sensorless control method, the estimated speed is the average speed of the N AC motors. For this reason, when idling (sliding) occurs in one wheel, the change in acceleration of the wheel is averaged in N units, so it is difficult to detect idling (sliding). In this way, in the speed sensorless control method, when some wheels are idling (sliding) and cannot be detected, the speed difference between the wheels increases with time, and in the worst case, the control is disabled. There is a risk of reaching.

  Accordingly, an object of the present invention is to realize a railroad vehicle drive control device that solves the above-mentioned problems.

  In order to solve the above-described problem, in the first invention, in the drive control device for a railway vehicle that detects the idling or sliding state of a wheel by the acceleration of an electric motor that drives the wheel, a torque command value before a certain period of time. And an acceleration and a current torque command value, a means for determining an acceleration threshold level for detecting an idling or sliding state.

  In the present invention, in the railroad vehicle drive control device, the wheel idling (sliding) detection level is predicted based on the torque command and acceleration of a certain period before and the current acceleration from the current torque command, and the idling ( (Sliding) Detection level is determined. As a result, the idling (sliding) detection level according to the driving state and the track state of the vehicle can be set, and the idling (sliding) detection performance can be improved. In addition, it is possible to detect idling (sliding) that occurs only on one wheel during driving by the speed sensorless control method.

  The gist of the present invention is that, in a drive control device for a railway vehicle, a current idling (sliding) detection level of a wheel is predicted based on a torque command and acceleration before a certain period, and a current acceleration from the current torque command, and based on the predicted value. This is the point that determines the idling (sliding) detection level.

FIG. 1 shows a first embodiment of the present invention. This is an idling control unit that replaces the conventional idling control unit 30 of FIG. 2, and the same components as those in the idling control unit 30 of FIG. The configuration of the railway vehicle drive device other than the idling and sliding control unit is the same as the conventional example of FIG.
The idling / sliding control unit 40 in FIG. 1 includes delay processing units 41a and 41b, an idling detection level calculation unit 42, a skid detection level calculator 43, an idling detection unit 31, a planing detection unit 32, and a torque command processing unit 33. .
The delay processing units 41a and 41b delay the current determination acceleration αs and the current torque command τ1 * for a predetermined time, and output them to the slippage detection level calculation unit 42 and the sliding detection level calculation unit 43, respectively. The delay processing unit 41a and the delay processing unit 41b operate at the same timing.

The idling detection level calculation unit 42 calculates the idling detection level αslip1 from the torque command and acceleration before a certain period, the current torque command, and the like based on the following equation (1), and outputs them to the idling detection unit 31.

... (1)

Here, the idling detection gain is a gain that determines an acceleration (idling detection level) that is a determination reference for idling detection, and is determined to be about 1.5 to 3.0 times the normal acceleration.
That is, in equation (1), focusing on the fact that the acceleration of the vehicle is determined by the torque, the inertia of the vehicle, and the condition of the track (friction between the track and the wheel), the idling detection level is based on the acceleration when not idling. Determined by proportional conversion with torque command.
Also, the skid detection level calculation unit 43 calculates the skid detection level αslip2 from the torque command and acceleration before a certain period, the current torque command, and the like based on the following equation (2), and outputs them to the skid detection unit 32.
(2)

Equation (1) obtains the detection level during idling, that is, when the vehicle is in powering (acceleration), while equation (2) obtains the detection level during sliding, that is, when the vehicle is braking (deceleration). Therefore, the point of view is the same as in equation (1) except that the acceleration is negative.
As described above, the idling detection level and the gliding detection level of the wheel are determined based on the torque command and acceleration of a certain period before and the current torque command, so that the idling (sliding) detection level according to the driving state of the vehicle is determined. It can be set, and the detection performance of idling (sliding) can be improved.
In the above embodiment, an example in which a speed detector is provided for each of a plurality of AC motors is shown. However, idling (sliding) that occurs only on one wheel is detected in the operation by the speed sensorless control method. It becomes possible to do.

  The present invention is a proposal for a drive control device for a railway vehicle, but can be applied to an electric vehicle or the like.

Control block diagram showing an embodiment of the idling / sliding control unit of the present invention A circuit block diagram showing a conventional railway vehicle drive device

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Drive control apparatus 10 ... Vector control part 20a, 20b, 20c, 20d ... Acceleration calculating part 21 ... Acceleration selector 30, 40 ... Sliding control part 31 ... Sliding detection Unit 32 ... Slide detection unit 33 ... Torque command processing unit 41a, 41b ... Delay processing unit 42 ... Idling detection level calculation unit 43 ... Slide detection level calculation unit 100 ... Inverter 200a, 200b, 200c, 200d ... AC motors 201a, 201b, 201c, 201d ... speed detectors

Claims (1)

In a railroad vehicle drive control device that detects the idling or sliding state of a wheel by the acceleration of an electric motor that drives the wheel,
A railway vehicle driving apparatus comprising means for determining an acceleration threshold level for detecting an idling or sliding state from a torque command value and acceleration before a certain period and a current torque command value.