JP2009112132A - Electric train control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the wherein readhesion becomes difficult as sliding speed in a sliding state becomes large at the time of deceleration, and a mechanical brake system comes to fixing, so that the system stops rotation of the wheels with drop of vehicle speed, while noise of remarkable discordant squealing occurs, when sliding speed of wheels and rails becomes not less than 20 km/h. <P>SOLUTION: A switching command means switches: a torque command system detecting differential speed between vehicle speed and electromotor rotational speed, performing usual torque control when differential speed is not more than a prescribed value and adding a torque reduction characteristic corresponding to a deflection between differential speed and a limit target value when magnification of differential speed does not stop with a prescribed torque command value; and a torque command system detecting idling or sliding from a change rate of electromotor rotational speed, reducing the torque command value, performing readhesion and raising command torque to a value before idling by selecting time when a readhesion state is stabilized. The electric train control unit speedily performs urgent saving and has high reliability on traveling such as improvement of stability of electric braking force. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

The present invention relates to an electric vehicle control device for a railway vehicle, and more particularly to idling control.

  As a propulsion control device for a railway vehicle, a method of driving a multiphase AC motor with an inverter device of variable voltage and variable frequency is becoming common. In railway vehicles, regardless of the propulsion system, there is a case in which the so-called tangential force decreases, causing idling or gliding and temporarily preventing propulsion or braking. Generally, a propulsion control device for a railway vehicle is configured by a torque control system. When the tangential force is reduced and the vehicle is idling, the rotational speed of the wheels and the rotational speed of the electric motor as a drive source are rapidly increased. The tangential force is a propulsive force acting between the driving wheel and the rail, and in a normal adhesion state, the peripheral speed of the driving wheel and the vehicle speed substantially coincide with each other.

However, if raindrops, snow, etc. intervene on the contact surface between the rail and the wheel, and the adhesive state cannot be maintained, the torque of the motor of the drive source is not transmitted to the rail, only the driving wheel peripheral speed increases, and the vehicle speed and the driving wheel peripheral A so-called idling state occurs in which a large differential speed (sliding speed) occurs in the speed.
In the case of sliding, only the driving wheel peripheral speed decreases with respect to the vehicle speed, but in the following description, only the idle side is described for the sake of simplicity.

  In conventional AC motor drive systems, it is common to detect idling immediately after the start of idling based on the rate of change in the rotational speed of the motor, etc., and quickly reduce the command torque to prevent the rotational speed of the motor and wheels from diverging. However, as a control method for obtaining the tangential force as much as possible, we have proposed an idling control method that does not reduce the command torque at a certain sliding speed.

  FIG. 2 is a block diagram showing an example of an electric vehicle control apparatus to which the adhesion control method proposed by us is applied. This is an example of a system in which the electric vehicle control device 1 drives the AC motors 21 and 22. The inverter control unit 103 independently controls the torque component current deviation and the excitation component current deviation of the AC motor to be minimized. Each deviation is obtained by calculating a deviation between each command value and the actual current by the torque component current deviation calculation unit 105 and the magnetic flux component current deviation calculation unit 106, respectively.

  The torque component current command and the excitation component current command are outputs of the current command generator 102, and are calculated from the command inputs of the torque command 100 and the magnetic flux command 101. The torque command 100 passes through the coefficient multiplier 110 before being input to the current command generator 102. The coefficient multiplying unit 110 multiplies the torque command by the reduction coefficient value that is the output of the idling / divergence prevention unit 111, and performs a torque command reduction operation.

  The current calculation unit 104 obtains phase information of the output voltage from the inverter control unit 103, and outputs each current component obtained by vector decomposition from the inverter output current into an actual torque component current and an actual excitation component current. A sliding speed calculation unit 109 calculates a differential speed between the vehicle speed signal 4 and the driving wheel peripheral speed.

In addition to the torque component current deviation and the excitation component current deviation information, the inverter control unit 103 needs input information obtained by converting the rotation speed of the motor into the inverter output frequency.
The speed detectors 31 and 32 detect the motor rotation speed, and the speed calculation unit 107 converts the detected amount such as the number of pulses per unit time of the output signals of the speed detectors 31 and 32 into the inverter output frequency. The unit of motor rotation speed is usually expressed in [rad / sec], but the unit when converted to the inverter output frequency is [Hz], and will be described below as [km / h] when converted to the peripheral speed of the driving wheel. . Although the output of the speed calculation unit 107 is used in various ways, they are all in a proportional relationship, and are used by multiplying the respective proportional coefficients by each reference unit.

The slip speed signal is an output of the slip speed calculation unit 109, and is a difference between the moving wheel peripheral speed obtained from the actual motor speed signal 108 and the vehicle speed signal 4.
The idling prevention unit 111 sets the output reduction coefficient value to 1.0 so that the command torque is not reduced while the sliding speed signal is small. When the slip speed increases and reaches a region where a larger tangential force cannot be expected, the idling prevention unit 111 reduces the output reduction coefficient value to 1.0 or less according to the slip speed, and the tangential force and the motor output torque. To obtain a balanced state and prevent the sliding speed from diverging.

The reduction coefficient value corresponding to the sliding speed is represented by a straight line passing through two points (S0, 1.0) (S1, 0.0) as shown in FIG. 5, for example, according to the coordinate mark (sliding speed, reduction coefficient value). Such a reduction characteristic. This control method is based on the investigation result in which the relationship between the sliding speed and the tangential force is as shown in FIG.
JP-A-6-335106

  It has been proved in actual vehicle tests that the specified acceleration characteristics can be obtained while idling by the proposed idling control method. However, when the sliding speed of wheels and rails exceeds 20 km / h, the noise of “Keen” that is extremely annoying is often generated.

  In addition, during deceleration, it becomes more difficult to re-adhere as the sliding speed increases, and as the vehicle speed decreases, the mechanical brake system may lead to "sticking" that stops the rotation of the wheels. Get higher. The sticking forms flat wear on the wheel tread, which increases rolling noise.

  According to the first aspect of the present invention, there is provided an electric vehicle control device for driving an induction motor, wherein a differential speed between a vehicle speed corresponding to a sliding speed of a wheel and a rail and a motor rotational speed is detected, and the differential speed is a predetermined value. Torque that performs normal torque control during the following period, and adds torque reduction characteristics according to the deviation of the differential speed from the limit target value when the increase in the differential speed does not stop with the specified torque command value The idling / sliding is detected from the command system and the rate of change of the motor rotation speed, the torque command value is quickly reduced and re-adhesion is attempted, and the torque command value is idled in anticipation of the time for the re-adhesion state to stabilize. The torque command system pulled up to the previous value is switched by a switching command means.

  According to a second aspect of the present invention, in the electric vehicle control device according to the first aspect of the invention, the switching command means is a switch operated by the driver.

  According to a third aspect of the present invention, in the electric vehicle control device according to the first aspect of the invention, the switching command means operates in conjunction with a notch command that assumes a relief state or a notch command that creates a gradient starting condition. And switching automatically.

  That is, an electric vehicle control device for driving an induction motor, which detects a speed difference between a vehicle speed corresponding to a sliding speed of a wheel and a rail and a motor rotation speed, and performs normal torque control while this value is equal to or less than a predetermined value. The torque command system that adds torque reduction characteristics according to the deviation from the limit target value of the differential speed, and the rate of change of the motor rotation speed when the differential speed does not stop increasing with the specified torque command value Switch command to switch to torque command system that detects idling / sliding from time and quickly reduces torque command value to re-adhesion, and increases command torque to the value before idling in anticipation of re-adhesion state stabilization time Switch by means.

  The present invention provides an electric vehicle control device that makes it possible to obtain a predetermined vehicle acceleration even in an idling state. In addition, the electric braking force that speeds up emergency evacuation by switching between the idling control method that can prioritize acceleration characteristics and the slip speed as much as possible, and switching the idling control method that gives the highest priority to noise suppression. A highly reliable electric vehicle control device for traveling such as improving the stability of the vehicle is provided.

  FIG. 1 shows a block diagram of an electric vehicle control apparatus to which a switching function of the adhesion control system of the present invention is added. FIG. 1 is obtained by adding a control block time reduction coefficient generation unit 120, an idling / sliding detection unit 121, a control switching unit 122, and a switching command 123 to the electric vehicle control apparatus proposed by FIG. .

  The idling / sliding detection unit 121 calculates the rate of change of the actual motor speed signal 108, and outputs the idling / sliding detection signal by comparing the rate of increase during power running and the rate of decrease during braking to a preset detection level.

  The time reduction coefficient generation unit 120 is triggered by an input idling (or gliding) detection signal as a trigger for a large reduction coefficient value (for example, 0.6) having a constant time width and a subsequent small reduction coefficient value (for example, 0.8). A time-series change pattern of the reduction coefficient value that outputs the reduction state at the rate of increase (coefficient initial value 1.0) is output.

  The control switch 122 selects the output of the time reduction coefficient generator 120 and the output of the idling prevention unit 111 according to the switching command 123, and gives a reduction coefficient value signal to the coefficient multiplier 110.

  The idling / sliding detection unit 121 detects the occurrence of idling (or gliding) promptly, and the time reduction factor generating unit 120 outputs a large reduction factor value before the sliding speed increases, and reduces the torque command. This component (idling control system) is intended.

  The simplest embodiment is to add a dedicated switch for switching the idling control in addition to the cab operation switches of the conventional system. During normal operation, for example, the dedicated switch is set to the “OFF” state, and the control switching unit 122 selects the reduction coefficient value signals of the control blocks of the idling / sliding detection unit 121 and the time reduction coefficient generation unit 120.

  Then, when there is a delay in the operation schedule due to a specific steep slope section or frequent idling, the dedicated switch is set to `` ON '' state, and the reduction coefficient value of the control block of the slip speed calculation unit 109 and idling divergence prevention unit 111 The selection state of the control switch 122 is switched so as to use the signal.

  For example, the switching command 123 is linked to a high acceleration switch provided on the cab. The high acceleration switch is used when temporarily increasing the command torque when climbing a slope section, for example, during normal acceleration, and it can be determined that the acceleration characteristics can be prioritized from the usage situation.

  Further, as described in the problem to be solved, it is not a good idea to increase the sliding speed during braking. Therefore, the switching command 123 is generated in consideration of the determination of the brake notch insertion, and the control switching unit 122 By configuring the selected state to use the reduction coefficient value signal of the control block of the idling / sliding detection unit 121 and the time reduction coefficient generation unit 120, the acceleration characteristic priority state is automatically realized in the electric vehicle control device. Can do.

Control that maintains a low slip state without increasing the slip speed can prevent wheel treads and rails from being damaged, but in some rare cases, natural environmental conditions where the contact force coefficient is extremely reduced may also occur. May be sacrificed. On the other hand, the control system configuration that can be switched to the adhesion control system that increases the sliding speed and secures the tangential force avoids sacrificing the propulsive force, and can increase the reliability in vehicle operation. . In addition, the present invention is applicable not only to railroad vehicles but also to road running vehicles and to idling control of electric vehicles propelled by induction machines or synchronous machines.

Block diagram of an embodiment of the present invention Basic control block diagram Relationship between slip speed and slip detection signal Cohesive pattern for re-adhesion control Relationship between slip rate and reduction factor value of anti-spin divergence prevention part

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electric vehicle control apparatus 21 AC motor 22 AC motor 31 Speed detector 32 Speed detector 4 Vehicle speed signal 100 Torque command
DESCRIPTION OF SYMBOLS 101 Magnetic flux command 102 Current command generation part 103 Inverter control part 104 Current calculation part 105 Torque component current deviation calculation part 106 Magnetic flux part current deviation calculation part 107 Speed calculation part 108 Electric motor real rotational speed signal 109 Slip speed calculation part 110 Coefficient multiplication part 111 Idling prevention unit 120 hours reduction factor generator
121 idling / sliding detection unit 122 control switching unit 123 switching command

Claims (3)

An electric vehicle control device for driving an induction motor, which detects a difference between a vehicle speed corresponding to a sliding speed of a wheel and a rail and a motor rotation speed, and performs normal torque control while the difference speed is equal to or less than a predetermined value. A torque command system for adding a torque reduction characteristic according to a deviation from the limit target value of the differential speed when the expansion of the differential speed does not stop if the predetermined torque command value is maintained, and the rotation speed of the motor Torque command system that detects idling / sliding from the rate of change, quickly reduces the torque command value, re-adheses, and increases the torque command value to the value before idling in anticipation of the time for the re-adhesion state to stabilize Is switched by a switching command means. 2. The electric vehicle control device according to claim 1, wherein the electric vehicle control device drives the induction motor, and the switching command means is a switch operated by a driver. 2. An electric vehicle control device for driving an induction motor, wherein the switching command means automatically switches in conjunction with a notch command assuming a rescue state or a notch command for creating a gradient starting condition. The electric vehicle control apparatus as described.

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