JP2017005896A - Railroad vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railroad vehicle control device that can preferably detect wheel slip.SOLUTION: The railroad vehicle control device includes a detection part and a detected degree control part. The detection part detects wheel slip. The detected degree control part controls the detection part to detect wheel slip more susceptibly as the detection part detects wheel slip more frequently.SELECTED DRAWING: Figure 1

Description

  Embodiments described herein relate generally to a railway vehicle control device.

  In a railway system, a technique for detecting idling of a wheel of a railway vehicle is known. In such a technique, the idling of the wheel is detected according to a fixed value or the rotational speed of the wheel, and the idling may not be detected or the idling may be erroneously detected.

JP 2007-318826 A

  The problem to be solved by the present invention is to provide a railway vehicle control device capable of improving the detection speed of wheel slipping.

  The railway vehicle control device according to the embodiment includes a detection unit and a detection degree control unit. The detection unit detects idling of the wheel. The degree-of-detection control unit controls the detection unit to make it easier to detect idling as the frequency at which idling is detected by the detection unit is higher.

The figure which shows an example of a structure of the vehicle drive device 1 containing the rail vehicle control apparatus 100 in 1st Embodiment. The figure which shows an example of a function structure of the rail vehicle control apparatus 100 in 1st Embodiment. The figure for demonstrating an example of the determination method of the idling by the idling determination part 122. FIG. The figure for demonstrating the other example of the determination method of the idling by the idling determination part 122. FIG. The figure for demonstrating an example of the method of memorize | storing idling frequency Ni in the memory | storage part. The figure which shows an example of map MP stored in the memory | storage part. The flowchart which shows an example of the flow of a process of the rail vehicle control apparatus 100 in 1st Embodiment. The figure which shows an example of a function structure of the rail vehicle control apparatus 100 in 2nd Embodiment. The figure which shows an example of the hardware constitutions of the integrating | accumulating part 400 in 4th Embodiment. The figure which shows an example of the hardware constitutions of the integrating | accumulating part 400 in 5th Embodiment.

  Hereinafter, a railway vehicle control device of an embodiment is explained with reference to drawings.

(First embodiment)
FIG. 1 is a diagram illustrating an example of a configuration of a vehicle drive device 1 including a railway vehicle control device 100 according to the first embodiment. The vehicle drive device 1 in the present embodiment is mounted on an electric vehicle for railroad (hereinafter referred to as “railway vehicle”). The railcar travels on the rail R by receiving power from the overhead line P when the current collector 10 contacts the overhead line P, which is a DC power source or an AC power source. In FIG. 1, it is assumed that the overhead line P is a DC power source. The vehicle drive device 1 includes a motor 20, an inverter 30, and a railway vehicle control device 100 as main components.

  A filter reactor 12 is provided in the power supply path from the current collector 10. The filter reactor 12 smoothes the current supplied from the overhead line P. Further, a filter capacitor 14 is provided in parallel with the inverter 30 between the current collector 10 and the return rail R. The filter capacitor 14 stabilizes the voltage supplied to the inverter 30.

  The motor 20 is, for example, a cage type induction motor. The motor 20 is connected to the wheel W via a connection mechanism such as a gear (not shown), and outputs a driving force for traveling. The motor 20 is connected to U-phase, V-phase, and W-phase power lines. A current sensor 22U is attached to the U-phase power line, and a current sensor 22W is attached to the W-phase power line. Signals indicating the detection values of these current sensors are input to the railway vehicle control device. The motor 20 is an example of a “drive unit”. The motor 20 may be another type of electric motor such as a permanent magnet type electric motor.

  In addition, a rotation detector 24 is attached to the motor 20. The rotation detector 24 detects the rotational speed ν of the rotor 20 </ b> A that is a rotating member of the motor 20. The rotation detection unit 24 is a PG sensor, for example. Note that the rotation detection unit 24 may detect the rotation angle of the rotor 20 </ b> A of the motor 20. In this case, the rotation detection unit 24 is, for example, a resolver sensor, and the rotation speed ν of the rotor 20A is calculated by counting pulse signals in the railway vehicle control device 100. The rotation detection unit 24 may detect the rotation speed of the output shaft or the rotation speed of the wheels instead of the rotation speed ν of the rotor 20A. Further, the railway vehicle control device 100 may omit the sensor that detects the rotation speed ν of the rotor 20A, and calculate the rotation speed ν or the rotation angle of the rotor 20A without a sensor.

  Specifically, the railway vehicle control device 100 calculates the slip frequency of the motor 20 by using the current value detected by the current sensors 22U and 22W, the voltage value of each phase of the inverter 30, and the current value. The rotation speed ν or the rotation angle of the rotor 20A of the motor 20 may be calculated based on the slip frequency. Further, the railway vehicle control device 100 may calculate an induced voltage inside the motor 20 from the voltage value of each phase of the inverter 30, and may calculate the rotation speed ν or the rotation angle based on the calculated induced voltage.

  The inverter 30 drives the motor 20. The inverter 30 includes switching elements 32-1 to 32-6 that generate three-phase (UVM phase) power. The inverter 30 converts the DC voltage into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency by arbitrarily conducting (ON) / blocking (OFF) these switching elements. That is, the inverter 30 is a PWM (Pulse Width Modulation) inverter. Each switching element is, for example, an IGBT (insulated gate bipolar transistor) including a diode connected in antiparallel. Note that other types of switching elements may be used as the switching elements.

  The operation of the railway vehicle equipped with the vehicle drive device 1 is performed by operating a master controller 40 attached to the cab. The master controller 40 may adopt various modes. For example, the master controller 40 is a horizontal axis type master controller that can instruct braking / deceleration by pushing forward and instruct acceleration by pulling backward. A signal indicating the amount of operation performed on the master controller 40 or a control signal determined based on the operation is input to the railway vehicle control device. The master controller 40 is an example of an “operation unit”. A signal indicating the amount of operation performed on the master controller 40 or a control signal determined based on the operation is an example of “input operation”.

  The railway vehicle control device 100 monitors the motor 20 in order to detect idling or sliding of the wheels W of the railway vehicle, and controls the inverter 30 based on the monitoring result. The idling and gliding are caused by a decrease in the adhesiveness between the wheel W and the rail R of the railway vehicle during a steep slope or rain. Hereinafter, the idling and sliding of the wheel W of the railway vehicle will be collectively referred to as “idling”.

  FIG. 2 is a diagram illustrating an example of a functional configuration of the railway vehicle control device 100 according to the first embodiment. The railway vehicle control device 100 according to the present embodiment includes a control unit 110 and a storage unit 130. The control unit 110 includes a current command calculation unit 112, a voltage command calculation unit 114, a conversion unit 116, a PWM control unit 118, an acceleration calculation unit 120, an idling determination unit 122, an integration unit 124, and an idling frequency calculation. Part 126. The combination of the rotation detection unit 24, the acceleration calculation unit 120, and the idling determination unit 122 illustrated in FIG. 1 is an example of the “detection unit”. The accumulating unit 124 and the idling frequency calculating unit 126 are examples of the “detection degree control unit”.

  Some or all of the functional units of the control unit 110 described above are software functional units that function when a processor such as a CPU (Central Processing Unit) executes a program stored in the storage unit 130. Also, some or all of the functional units of the control unit 110 may be hardware functional units such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit).

  The storage unit 130 includes, for example, a nonvolatile storage medium such as a ROM (Read Only Memory), a flash memory, and an HDD (Hard Disk Drive), and a volatile storage medium such as a RAM (Random Access Memory) and a register. . The information stored in the storage unit 130 includes a program executed by the processor, a threshold value αth, a threshold value Tth, a threshold value Fmax, a threshold value Fmin, which will be described later, a map MP shown in FIG. 5 (or a table, function or algorithm corresponding to the map MP). ), Idling frequency F, idling number Ni, rotational acceleration α, time T, and the like.

  Hereinafter, each functional unit of the control unit 110 will be described. The current command calculation unit 112 determines the power to be output based on the acceleration command value (the number of notches) input from the master controller 40, and uses the determined power and the current rotational speed ν of the rotor 20A. The torque of the motor 20 is determined.

  The current command calculation unit 112 calculates a command value for the current supplied from the inverter 30 to the motor 20 based on the determined torque. Specifically, the current command calculation unit 112 generates a d-axis current command value IdRef and a q-axis current command value IqRef based on the acceleration command value (number of notches) and the current rotational speed ν of the rotor 20A. The generated d-axis current command value IdRef and q-axis current command value IqRef are output to the voltage command calculation unit 52. Here, the d-axis current is a current that flows in the direction of the secondary magnetic flux of the motor 20 (d-axis direction), and the q-axis current is a current that flows in a direction orthogonal to the d-axis (q-axis direction). is there.

  Further, the current command calculation unit 112 decreases the value of the generated q-axis current command value IqRef when it is determined by the idling determination unit 122 described later that the wheel W is idling. Thereby, the railway vehicle control apparatus 100 can improve the adhesion between the wheels W and the road surface of the rail R by reducing the torque output by the motor 20. As a result, the railway vehicle control device 100 can suppress idling of the wheels W. When the motor 20 is a synchronous motor IPMSM (Interior Permanent Magnet Synchronous Motor) having an embedded magnet structure in which a permanent magnet is embedded in the rotor, the current command calculation unit 112 is a d-axis current command value IdRef (flux current). ) And q-axis current command value IqRef (torque current) may be reduced.

  Based on the current command values (IdRef, IqRef) input from the current command calculation unit 112 and the d-axis current value Id and the q-axis current value Iq input from the conversion unit 116, the voltage command calculation unit 114 An axis voltage command value Vd and a q-axis voltage command value Vq are generated, and the generated d-axis voltage command value Vd and q-axis voltage command value Vq are output to the conversion unit 116.

  The conversion unit 116 converts the d-axis voltage command value Vd and the q-axis voltage command value Vq input from the voltage command calculation unit 114 into U-phase, V-phase, and W-phase voltage command values Vu, Vv, and Vw, The converted three-phase voltage command values Vu, Vv, and Vw are output to the PWM control unit 118. The conversion unit 116 converts the U-phase and W-phase currents input from the current sensors 22U and 22W into the d-axis current value Id and the q-axis current value Iq, and the converted d-axis current value Id and q-axis. The current value Iq is output to the voltage command calculation unit 114.

  The PWM control unit 118 individually compares a preset triangular wave with each phase voltage command Vu, Vv, Vw to generate a gate command value for each phase, and configures the inverter 30 with the generated gate command value. The inverter 30 is controlled by outputting to the switching element of each phase. Note that the above-described mutual conversion between the d-axis and q-axis and the U-phase, V-phase, and W-phase is performed using vector conversion such as Clark conversion or Park conversion, for example. In addition, the drive method of the inverter 30 demonstrated by embodiment is an example to the last, You may employ | adopt another method.

  The acceleration calculation unit 120 calculates the rotation acceleration α of the rotor 20A from the rotation speed ν detected by the rotation detection unit 24. Specifically, the acceleration calculation unit 120 calculates the rotation acceleration α by differentiating the rotation speed ν detected by the rotation detection unit 24.

  The idling determination unit 122 determines whether or not the wheel W is idling based on the rotational acceleration α calculated by the acceleration calculation unit 120. FIG. 3 is a diagram for explaining an example of the idling determination method by the idling determination unit 122. FIG. 4 is a diagram for explaining another example of the idling determination method performed by the idling determination unit 122. 3 and 4, the horizontal axis represents time t (for example, the unit is [sec]), and the vertical axis represents the absolute value of the rotational acceleration α (for example, the unit is [Hz / sec]). As shown in FIG. 3, for example, the idling determination unit 122 determines that the wheel W is changed when the time T during which the rotational acceleration α calculated by the acceleration calculation unit 120 continuously exceeds the threshold value αth exceeds the threshold value Tth. Determined to be idle. Further, as shown in FIG. 4, the idling determination unit 122, for example, when the time T during which the rotational acceleration α calculated by the acceleration calculation unit 120 continuously exceeds the threshold αth does not exceed the threshold Tth, It determines with the wheel W not idling. Here, the same threshold values αth and Tth are used for idling when the rotational acceleration α is positive (occurred during acceleration) and idling when the rotational acceleration α is negative (occurred during deceleration). Different threshold values may be applied to idling when the rotational acceleration α is positive and idling when the rotation acceleration α is negative.

  When the idling determination unit 122 determines that the wheel W is idling, the idling determination unit 122 outputs a command to the current command calculation unit 112 to reduce (decrease) the current supplied to the motor 20. Upon receiving the command, the current command calculation unit 112 performs a process of changing the generated current command value to a smaller current command value. Note that the command output from the idling determination unit 122 to the current command calculation unit 112 may be a command for supplying the motor 20 with a current for powering, or a command for supplying a current for regeneration. Also good. That is, the idling determination unit 122 can cope with any of the idling that occurs during acceleration and the idling that occurs during deceleration.

  The accumulating unit 124 accumulates the number of times that the wheel W is determined to be idling by the idling determination unit 122 every predetermined accumulation time τ (for example, about 10 seconds). Hereinafter, the number of integrations for each integration time τ is referred to as “idling number Ni”. For example, the accumulating unit 124 calculates the number of idling times Ni that is determined by the idling determination unit 122 that the wheel W is idling during the accumulated time τ. The accumulating unit 124 stores the accumulated idling number Ni in the storage unit 130.

  When the accumulating unit 124 stores the idling number Ni in the storage unit 130, the storage area in which the idling number Ni is already stored according to the unit number x of the idling number Ni storage area provided in the storage unit 130. On the other hand, the number of idling Ni may be newly overwritten and stored.

  FIG. 5 is a diagram for explaining an example of a method for storing the number of idling Ni in the storage unit 130. In the example of FIG. 5, the storage unit 130 has three storage areas A-1 to A-3 as storage areas for storing the number of idling Ni. For example, the storage area A-1 stores the number of idling times Ni accumulated for the t-1th time, and the storage area A-2 stores the number of idling times Ni accumulated for the tth time. 3 stores the number of idling Ni accumulated for the time t + 1. Hereinafter, repeating the operation of storing the number of idling Ni in one unit storage area by the number of units x of the storage area will be referred to as “one set”. In the example of FIG. 5, one set is for three times.

  In such a case, the accumulating unit 124 overwrites and stores the idling number Ni accumulated at the (t + 1) th time in the storage area A-1 in which the t-1st idling number Ni is stored. Further, the accumulating unit 124 overwrites and stores the idling number Ni accumulated at the (t + 2) th time in the storage area A-2 in which the tth idling number Ni is stored. Hereinafter, similarly, the accumulating unit 124 repeatedly performs the above-described process periodically, and accumulates the number of idlings accumulated in the order of the storage areas A-1, A-2, A-3, A-1, → (hereinafter omitted). Ni is overwritten and stored.

  As a result, the accumulating unit 124 repeatedly performs the overwriting operation of the storage unit 130 described above, so that the number of idling Ni that has occurred 30 seconds before the current time is always stored in the storage unit 130 and is stored in the storage unit 130. The calculation result of the number Ni can be updated to the latest value every integration time τ (10 seconds in the above example). Further, it is possible to suppress an increase in the storage area to be prepared, and it is possible to prevent waste of resources. In the example described above, the accumulated time τ is described as “10 seconds”, but the present invention is not limited to this. For example, the accumulating unit 124 may accumulate the number of idling Ni every second or every minute. Further, the time for one set is not limited to “30 seconds”, and may be, for example, 1 minute or 10 minutes.

  The idling frequency calculation unit 126 calculates the frequency (hereinafter, referred to as “idling frequency F”) at which the idling determination unit 122 determines that the wheel W is idling. For example, when the accumulation unit 124 performs the accumulation process of the number of idling Ni for one set, the idling frequency calculating unit 126 calculates the sum (N1 + N2 + ... + Nx) of the idling number Ni for one set for one set. Is calculated as the idling frequency F. As a result, the idling frequency calculation unit 126 can calculate the idling frequency F whose value gradually changes with time, and suppresses deterioration of the riding comfort of the railway vehicle due to a sudden change of control. Can do. The idling frequency calculation unit 126 may calculate a weighted average or the like obtained by increasing the weight of the nearest idling number Ni as the idling frequency F.

  The condition of the road surface of the rail R on which the railway vehicle travels is easily affected by changes in weather such as rainy weather. In such a case, the state of the road surface of the rail R that changes as the weather changes affects the frequency of idling. For example, the occurrence frequency of idling (or gliding) differs between a wet rail R road surface after raining and a dry rail R road surface.

  Accordingly, the railcar control device 100 calculates the idling frequency F to be calculated when the road surface of the rail R changes from a wet state to a dry state, or when the rail R changes from a dry state to a wet state. It is necessary to promptly follow changes in road conditions.

  On the other hand, in order to prevent the riding comfort of the railway vehicle from deteriorating, the railway vehicle control device 100 needs not to perform rapid wheel control at a position where the road surface changes. In addition, when the state of the rail R changes suddenly, such as when passing through a tunnel in bad weather, sudden wheel control may be performed if it follows too quickly.

  On the other hand, the railway vehicle control device 100 accumulates the number of idling Ni for each set time of about 30 seconds or about 1 minute as described above, and stores the accumulated time τ at intervals of several seconds to several tens of seconds. Since the number of idling Ni 130 is updated, the idling frequency F is not changed rapidly. As a result, the railway vehicle control apparatus 100 can perform wheel control that gradually adapts to changes in the road surface condition of the rail R.

  Also, the idling frequency calculation unit 126 sets a threshold value αth and a threshold value Tth that are referred to when the idling determination unit 122 determines idling based on the calculated idling frequency F. FIG. 6 is a diagram illustrating an example of the map MP stored in the storage unit 130. The idling frequency calculating unit 126 refers to the map MP illustrated in FIG. 6 and performs setting processing of the threshold value αth and the threshold value Tth that are referred to when idling is determined. The storage unit 130 may store information such as a function, a table, or an algorithm equivalent to the map MP instead of the map MP. In this case, the idling frequency calculation unit 126 sets the threshold value αth and the threshold value Tth using a function or the like stored in the storage unit 130.

  In FIG. 6, a transition line LN1 indicates a change according to the idling frequency F of the threshold value αth, and a transition line LN2 indicates a change according to the idling frequency F of the threshold value Tth. As shown in FIG. 6, for example, when the calculated idling frequency F is equal to or less than the threshold value Fmin provided at the lower limit, the idling frequency calculating unit 126 sets the threshold value αth to the constant value α1 and sets the threshold value Tth to the constant value T1. Set to. In addition, for example, when the calculated idling frequency F is equal to or greater than the threshold value Fmin provided at the lower limit and equal to or less than the threshold value Fmax provided at the upper limit, the idling frequency calculating unit 126 may decrease as the idling frequency F increases. The threshold value αth and the threshold value Tth are set to such values.

  In addition, for example, when the calculated idling frequency F is equal to or greater than the threshold value Fmax provided at the upper limit, the idling frequency calculating unit 126 sets the threshold value αth and the threshold value Tth to constant values α2 and T2 that are smaller than the initial values, respectively. As described above, the idling frequency calculation unit 126 sets the threshold αth and the threshold Tth to be smaller as the calculated idling frequency F is larger, that is, the idling is more likely to occur, so that idling occurs more frequently. In the environment, it is easy to detect idling to increase sensitivity, and in an environment in which idling occurs at low frequency, it is difficult to detect idling and suppresses false detection. In the period from when the operation of the railway vehicle control device 100 is started until a set time (for example, 30 seconds) elapses, the threshold value αth and the threshold value Tth are set to a constant value α1 and a constant value T1, respectively. It is assumed that

  Further, in the present embodiment, the lower limit of the idling frequency F at which the threshold value αth for the rotational acceleration α becomes a constant value below that is the same as the lower limit of the idling frequency F at which the threshold value Tth for the time becomes a constant value below it. These may be different values. Further, the upper limit of the idling frequency F at which the threshold value αth with respect to the rotational acceleration α becomes a constant value beyond that and the upper limit of the idling frequency F at which the threshold value Tth with respect to time becomes a constant value above are the same threshold value Fmax. However, these may be different values.

  Thus, the railway vehicle control device 100 can appropriately cope with the occurrence of the idling of the wheel W by setting the threshold value αth and the threshold value Tth according to the idling frequency F. For example, when the idling frequency F is high, the railcar control device 100 can set the idling determination sensitivity to be high by setting the threshold value αth and the threshold value Tth to low values, and can detect the occurrence of idling at an early stage. can do. As a result, the railway vehicle control device 100 can quickly reduce the torque of the motor 20 and can speed up the re-adhesion between the wheels W and the road surface of the rail R. In addition, for example, when the idling frequency F is low, the railway vehicle control device 100 can set the idling determination sensitivity to be low by setting the threshold value αth and the threshold value Tth to high values, thereby preventing erroneous detection of idling. can do. As a result, the railway vehicle control device 100 can improve the detection speed of the wheel slipping.

  In addition, the railcar control device 100 provides a certain delay time (for example, about 5 seconds) in the processing of the integrating unit 124 described above in order to reliably perform the calculation processing of the idling frequency F in the idling frequency calculating unit 126. It is preferable to perform an overwriting process of the number of idling Ni. In the case of the example of FIG. 5 described above, the accumulating unit 124 acquires, from the storage area A-1, the idling number Ni stored for the t-1th time, for example, when the idling frequency calculating unit 126 calculates the idling frequency F. After a delay time (for example, about 5 seconds) has elapsed from the timing, the number of idling Ni accumulated at the (t + 2) th time is overwritten and stored in the storage area A-1.

  Thereby, the idling frequency calculation unit 126 can perform the calculation process of the idling frequency F before the timing of the overwriting process of the idling number Ni, and can reliably calculate the idling frequency F at the current time. .

  Hereinafter, the flow of processing of the railway vehicle control device 100 will be described. FIG. 7 is a flowchart illustrating an example of a process flow of the railway vehicle control device 100 according to the first embodiment. The processing of this flowchart is repeatedly executed at a predetermined cycle, for example.

  First, the acceleration calculation unit 120 acquires a rotation speed ν that is a detection value from the rotation detection unit 24 (step S100). Next, the acceleration calculation unit 120 calculates the rotational acceleration α of the rotor 20A from the acquired rotational speed ν (step S102).

  Next, the idling determination unit 122 determines whether or not the rotational acceleration α calculated by the acceleration calculation unit 120 has exceeded the threshold value αth from the state where the rotational acceleration α is equal to or less than the threshold value αth. When the rotational acceleration α calculated by the acceleration calculation unit 120 is less than or equal to the threshold value αth and exceeds the threshold value αth, the idling determination unit 122 starts counting time from zero.

  Next, the idling determination unit 122 determines whether or not the rotational acceleration α calculated by the acceleration calculation unit 120 exceeds the threshold αth (step S104). When the rotational acceleration α exceeds the threshold value αth, the idling determination unit 122 continues counting time T when the rotational acceleration α exceeds the threshold value αth, and immediately determines whether the current count exceeds the threshold value Tth. Determination is made (step S106). When the counted time T exceeds the threshold value Tth, the idling determination unit 122 determines that the wheel W is idling (step S108), and when the time T does not exceed Tth, the wheel W is idling. It determines with not (step S110). On the other hand, if the rotational acceleration α does not exceed the threshold value αth, the idling determination unit 122 determines that the wheel W is not idling (step S110).

  Next, the accumulating unit 124 adds 1 to the number of idling Ni determined that the wheel W is idling by the idling determination unit 122, and updates the number of idling Ni (step S112). Next, the integration unit 124 determines whether or not the integration time τ has elapsed (step S114). When the integration time τ has elapsed, the integration unit 124 stores the integrated number of idle rotations Ni in the storage unit 130 and clears the accumulated number of idle rotations Ni to zero.

  Next, the railway vehicle control device 100 performs the accumulation process of the idling number Ni from step S100 to step S114 for one set, accumulates the idling number Ni, and stores the accumulated idling number Ni for one set. The information is stored in the unit 130 and updated (step S116).

  The idling frequency calculating unit 126 calculates the idling frequency F based on the number of idling Ni accumulated by the accumulating unit 124 every time the accumulation time τ elapses (step S118).

  Next, the idling frequency calculation unit 126 recalculates the threshold value αth and the threshold value Tth that are referred to when the idling determination unit 122 determines idling based on the calculated idling frequency F, and the threshold value αth and the threshold value Tth are calculated as the calculation result values. Is set (step S120). The control unit 110 of the railway vehicle control device 100 performs the above-described series of flowchart processes every control cycle.

  According to the railway vehicle control apparatus 100 of the first embodiment described above, the idling determination is performed so that the determination sensitivity of idling increases as the frequency at which the idling determination unit 122 determines that the wheel W is idling increases. By controlling the part 122, the detection speed of the idling of the wheel W can be improved. When the idling determination sensitivity is set high, the railway vehicle control device 100 can quickly reduce the torque of the motor 20 and can accelerate re-adhesion between the wheels W and the road surface of the rail R. As a result, the railway vehicle control device 100 detects the idling of the wheels W at an early stage, thereby affecting the operation schedule by reducing the speed of the railway vehicles, or by causing the wheels W to wear. It is possible to prevent the ride comfort from deteriorating. Further, the railcar control device 100 can prevent erroneous detection of idling when the idling determination sensitivity is set low.

  Further, in a train organization composed of a plurality of railway vehicles including a railway vehicle equipped with a motor 20 for traveling and an accompanying railway vehicle not equipped with a motor 20, in general, it is the first in rainy weather. There is a tendency that idling (sliding) is more likely to occur in railway vehicles closer to. Even in such a case, according to the railway vehicle control apparatus 100 of the first embodiment, the idling determination sensitivity is set high with respect to the leading railway vehicle in which idling is more likely to occur. On the other hand, the idling detection sensitivity can be suitably set for each vehicle by setting the idling determination sensitivity low.

  Further, according to the railway vehicle control apparatus 100 of the first embodiment, the idling frequency F is gradually changed by updating the idling number Ni of the storage unit 130 with the integration time τ of about several seconds to several tens of seconds. be able to. As a result, the railway vehicle control apparatus 100 can perform wheel control that gradually adapts to changes in the road surface condition of the rail R.

  Further, according to the railway vehicle control apparatus 100 of the first embodiment, even when the state of the rail R road surface is temporarily improved, such as passing through a tunnel, by maintaining the number of idling Ni as an integrated value. Sudden wheel control can be prevented.

(Second Embodiment)
Hereinafter, the railway vehicle control apparatus 100 according to the second embodiment will be described. Here, as a difference from the first embodiment, the reset timing determination unit 128 will be described. Hereinafter, descriptions of functions and the like common to the first embodiment described above are omitted.

  FIG. 8 is a diagram illustrating an example of a functional configuration of the railway vehicle control device 100 according to the second embodiment. The railway vehicle control apparatus 100 according to the second embodiment further includes a reset timing determination unit 128 in the configuration of the first embodiment described above. The reset timing determination unit 128 corresponds to one function of the “detection unit”.

  Based on the signal input from the master controller 40, the reset timing determination unit 128 determines whether the railway vehicle is in a power running state (notch-on state), a brake-on state (regeneration state), or a coasting state (neutral state). State). The reset timing determination unit 128 temporarily stops the integration process of the integration time τ by the integration unit 124 when the railway vehicle transitions from the power running state (notch-on state) to the coasting state (neutral state). Then, when the coasting state (neutral state) again shifts to the powering state (notch-on state) or the braking state (regeneration state), the reset timing determination unit 128 causes the integration unit 124 to perform integration processing of the integration time τ again. Let it resume.

  Similarly, the reset timing determination unit 128 causes the integration unit 124 to temporarily stop integration of the integration time τ when the railway vehicle transitions from the brake-on state (regeneration state) to the coasting state (neutral state). When the coasting state (neutral state) again shifts to the braking state (regenerative state) or the powering state (notch-on state), the integration unit 124 resumes integration of the integration time τ again. Note that the accumulating unit 124 may clear all the storage areas A-1 to A-3 to zero when acquiring a signal to erase the number of idling Ni.

  As a result, the railway vehicle control device 100 according to the second embodiment has a low probability of idling of the wheels W when the railway vehicle is not accelerating (or decelerating), that is, in a coasting state (neutral state). Therefore, the integration is temporarily stopped for the purpose of not including it in the calculation of the idling frequency. As a result, the idling frequency calculation unit 126 prevents the idling frequency information from being unnecessarily cleared during traveling on a line with a long coasting period or when the station stops. As a result, the railway vehicle control device 100 can further improve the detection speed of the idling of the wheels W.

(Third embodiment)
Hereinafter, the railway vehicle control apparatus 100 according to the third embodiment will be described. Here, the operation of the integrating unit 124 will be described as a difference from the above-described first and second embodiments. Hereinafter, description of functions and the like common to the first and second embodiments described above will be omitted.

  The accumulating unit 124 according to the third embodiment is configured to store the calculated idling number Ni in the storage unit 130 based on the idling frequency F calculated by the idling frequency calculating unit 126 or the calculated idling number Ni. A process of erasing without storing in 130 is performed.

  For example, when the idling frequency F is greater than the threshold value Fmax, the accumulating unit 124 stores the calculated idling number Ni overwritten in the storage area of the storage unit 130 because the idling frequency F is high. That is, the integrating unit 124 performs the integrated overwriting process in the same manner as in the first and second embodiments described above.

  Further, for example, when the idling frequency F is smaller than the threshold value Fmin, the accumulating unit 124 does not change the threshold value αth and the threshold value Tth used for idling detection because there is a high possibility of erroneous detection or accidental idling. Only when the accumulated value of the number of idlings Ni exceeds a certain value or more, it is determined that the road surface condition is deteriorated, and the threshold value αth and the threshold value Tth are made smaller than normal values. As a result, the railway vehicle control device 100 can further improve the detection speed of the idling of the wheels W.

(Fourth embodiment)
Hereinafter, the railway vehicle control apparatus 100 according to the fourth embodiment will be described. Here, as a difference from the first to third embodiments described above, the configuration of the integrating unit 400 will be described. The integration unit 400 in the fourth embodiment corresponds to the integration unit 124 in the first to third embodiments described above. Hereinafter, description of functions and the like common to the above-described first to third embodiments will be omitted.

  FIG. 9 is a diagram illustrating an example of a hardware configuration of the integrating unit 400 according to the fourth embodiment. In the present embodiment, the accumulation unit 400 includes a counter 402, a pulse generator 404, a delay unit 406, a shift register 408, and an adder 410.

  The counter 402 acquires a determination signal indicating the determination result of the idling of the wheel W from the idling determination unit 122. For example, the idling determination unit 122 generates a pulse signal that is excited when it is determined that the wheel W is idling as a determination signal. The counter 402 counts the number of pulse excitations included in the determination signal generated by the idling determination unit 122 until the pulse signal is input to the reset RST. That is, the counter 402 counts (accumulates) the number of idling Ni. When the pulse signal excited by the reset RST is output from the delay unit 406, the counter 402 outputs the counted number (hereinafter, referred to as “count number”) to the shift register 408 at the subsequent stage, and the count number. Reset.

  The pulse generator 404 generates a single pulse signal in which only one pulse is excited, and generates the generated single pulse signal for each delay time 406 described later and each register constituting the shift register 408 for each integration time τ. Output simultaneously. The pulse generator 404 has been described as outputting a single pulse signal every elapse of a fixed time (integrated time τ). However, when the railway vehicle is in a power running state or a regenerative state, the accumulated time of the number of idling Ni is a certain fixed time. A single pulse signal may be output each time the value exceeds. By performing such an operation, the railway vehicle control device 100 can prevent the idling frequency F from being refreshed even when the station stop time or coasting time becomes long, for example.

  When the delay unit 406 acquires the single pulse signal output from the pulse generator 404, the delay unit 406 delays the pulse signal for outputting the count number to the shift register 408 by a predetermined time and outputs the delayed pulse signal to the reset RST of the counter 402. .

  The shift register 408 holds the count number output from the counter 402. The shift register 408 includes registers R-1 to RN, and the registers R-1 to RN are connected in series. The register R-1 holds the count number output from the counter 402 when a single pulse signal is input from the pulse generator 404. The register R-1 outputs the held count number to the subsequent register R-2. Similarly to the operation of the register R-1, the register R-2 holds the count number output from the register R-1 when a single pulse signal is input from the pulse generator 404. Thereafter, each of the subsequent registers performs the above-described operation in the same manner. Therefore, every time a single pulse signal is output from the pulse generator 404, the shift register 408 operates to hold the count number held by the register connected to the previous stage in the subsequent stage register. Note that the count number may be represented by a binary number, a decimal number, a hexadecimal number, or the like. In this case, the configuration of the shift register 408 may be changed as appropriate in accordance with the display form of the count number.

  The adder 410 adds all the count numbers held by the registers R-1 to RN, and outputs the addition result to the idling frequency calculation unit 126 as the idling number Ni.

  According to the railway vehicle control apparatus 100 of the fourth embodiment described above, as the first embodiment described above, the idling determination unit 122 determines that the wheel W is idling, and the idling is greater. By controlling the idling determination unit 122 so as to increase the determination sensitivity, the idling of the wheel W can be suitably detected. As a result, the railway vehicle control device 100 can improve the detection speed of the idling of the wheels W.

(Fifth embodiment)
Hereinafter, the railway vehicle control apparatus 100 according to the fifth embodiment will be described. Here, as a difference from the above-described first to fourth embodiments, the configuration of the integrating unit 500 will be described. The integration unit 500 in the fifth embodiment corresponds to the integration unit 124 in the first to third embodiments described above and the integration unit 400 in the fourth embodiment. Hereinafter, description of functions and the like common to the first to fourth embodiments described above will be omitted.

  FIG. 10 is a diagram illustrating an example of a hardware configuration of the integrating unit 400 according to the fifth embodiment. The integration unit 400 in the present embodiment includes, for example, a reset signal generation circuit 510, an RS flip-flop circuit 520, a delay unit 530, a counter 540, a comparator 550, and an RS flip-flop circuit 560.

  When the master controller 40 receives an operation from the driver for causing the railway vehicle to be in a power running state (notch-on state) or an operation for causing a brake-on state (regeneration state), the master controller 40 sends a pulse signal to the railway vehicle control device 100. input. Hereinafter, in the pulse signal, the state in which the pulse is excited is represented as “1”, and the state in which the pulse is not excited is represented as “0”. In addition, when the master controller 40 receives an operation for bringing the railway vehicle into a coasting state (neutral state) from the driver, the master controller 40 inputs a pulse signal having a value of “0” to the railway vehicle control device 100.

  The reset signal generation circuit 510 includes, for example, an OR gate circuit 512 and a NOT gate circuit 514. The reset signal generation circuit 510 receives a pulse signal (“1”) indicating a power running state (notch-on state) or a pulse signal (“1”) indicating a brake-on state (regeneration state) when input to the OR gate circuit 512. Then, “1” is output to the NOT gate circuit 514 at the subsequent stage. The NOT gate circuit 514 inverts the signal input from the OR gate circuit 512 and outputs the inverted signal to the RS flip-flop circuit 560. In the case of the example described above, the NOT gate circuit 514 converts “1” input from the OR gate circuit 512 into “0” and outputs the converted value to the reset R of the RS flip-flop circuit 560.

  In the RS flip-flop circuit 520, “1” is input to the set S when the idling determination unit 122 determines that the wheel W is idling. When the value input to the reset R is “0”, the RS flip-flop circuit 520 outputs the value “1” input to the set S to the delay unit 530. Further, when “1” is input to the reset R, the RS flip-flop circuit 520 outputs “0” to the delay unit 530 regardless of the value input to the set S.

  The delay device 530 delays the signal input from the RS flip-flop circuit 520 by a predetermined time and outputs the delayed signal to the reset R of the RS flip-flop circuit 520. Therefore, the RS flip-flop circuit 520 performs an operation of resetting the output value to “0” when a predetermined time elapses after “1” is input to the set S. The delay unit 530 delays the signal input from the RS flip-flop circuit 520 by a predetermined time and outputs the delayed signal to the reset RST of the counter 540.

  The counter 540 acquires a determination signal indicating the determination result of the idling of the wheel W from the idling determination unit 122. For example, the idling determination unit 122 generates a pulse signal that is excited when it is determined that the wheel W is idling as a determination signal. The counter 540 counts the number of pulse excitations included in the determination signal generated by the idling determination unit 122 until the pulse signal is input to the reset RST. When the pulse signal of “1” is output from the delay unit 530 to the reset RST, the counter 540 outputs the count number to the subsequent comparator 550 and resets the count number.

  The comparator 550 compares the count number input from the counter 540, that is, the idling number Ni with a threshold value stored in advance in the storage unit 130, and the idling number Ni (count number) is equal to or greater than the threshold value. In this case, the value of the number of idling Ni is output to the set S of the subsequent stage RS flip-flop circuit 560.

  When the pulse signal output from the reset signal generation circuit 510 to the reset R is “0”, the RS flip-flop circuit 560 outputs the value output from the comparator 550 to the set S to the idling frequency calculation unit 126. . The RS flip-flop circuit 560 does not output the value output from the comparator 550 to the set S when the pulse signal output from the reset signal generation circuit 510 to the reset R is “1”.

  According to the railway vehicle control device 100 of the fifth embodiment described above, as in the second embodiment described above, the railway vehicle is not accelerating (or decelerating), that is, in a coasting state (neutral state). In some cases, since the occurrence probability of idling of the wheel W is low, the accumulation result of the number of idling Ni is not stored in the storage unit 130. As a result, the idling frequency calculation unit 126 calculates the idling frequency F having a low value. As a result, the railway vehicle control device 100 can further improve the detection speed of the idling of the wheels W.

(Other Embodiments (Modifications))
Hereinafter, as other embodiments, modifications of the above-described first to third embodiments will be described.
In the above-described embodiment, the railcar control device 100 has been described as calculating the average value of the total number of idling times Ni for one set as the idling frequency F, but is not limited thereto. The railway vehicle control apparatus 100 may calculate the average value of the number of idling Ni every accumulated time τ (for example, 10 seconds in the above-described embodiment). Specifically, for example, the railway vehicle control device 100 accumulates the number of idling N3 accumulated in a period of 30 seconds to 40 seconds that is the current time and a period of 20 seconds to 30 seconds that is a past time. An average value of the number of idling N2 is calculated, and an average value of the average value calculated at the current time and the number of idling N4 accumulated at the time is calculated in a future time period of 40 to 50 seconds. The railcar control device 100 similarly averages the number of idling Ni at the current time using the past averaged number of idling Ni at subsequent times.

  According to at least one embodiment described above, the idling determination unit 122 is controlled to increase the idling determination sensitivity as the frequency at which the idling determination unit 122 determines that the wheel W is idling increases. Thereby, the detection speed of the idling of the wheel W can be improved.

  The railway vehicle control device 100 according to the embodiment can quickly reduce the torque of the motor 20 when the idling determination sensitivity is set high, and can accelerate re-adhesion between the wheel W and the road surface of the rail R. it can. As a result, the railway vehicle control device 100 detects the idling of the wheels W at an early stage, thereby affecting the operation schedule by reducing the speed of the railway vehicles, or by causing the wheels W to wear. It is possible to prevent the ride comfort from deteriorating. Further, the railcar control device 100 can prevent erroneous detection of idling when the idling determination sensitivity is set low.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive device, 10 ... Current collector, 12 ... Filter reactor, 14 ... Filter capacitor, 20 ... Motor, 20A ... Rotor, 22U, 22W ... Current sensor, 24 ... Rotation detection part, 30 ... Inverter, 40 ... Master controller , 52 ... Voltage command calculation unit, 100 ... Railway vehicle control device, 110 ... Control unit, 112 ... Current command calculation unit, 114 ... Voltage command calculation unit, 116 ... Conversion unit, 118 ... PWM control unit, 120 ... Acceleration calculation unit , 122 ... idling determination unit, 124, 400, 500 ... integration unit, 126 ... idling frequency calculation unit, 128 ... reset timing determination unit, 130 ... storage unit

Claims (7)

A detector for detecting idling of the wheel;
A detection degree control unit that controls the detection unit so as to make it easier to detect the idle rotation as the frequency of detection of the idle rotation by the detection unit increases.
A railway vehicle control device comprising: The detection unit detects a rotation speed of a rotation member of a drive unit that outputs a driving force to the wheel, and detects idling of the wheel based on the detected rotation speed.
The railway vehicle control device according to claim 1. The detection unit calculates the rotation acceleration of the rotation member based on the detected rotation speed of the rotation member, and the state where the calculated rotation acceleration exceeds a threshold value is a predetermined time or more. Detect as idling,
The railway vehicle control device according to claim 2. The detection degree control unit controls the detection unit to make it easier to detect the idling by setting the threshold value lower as the frequency at which the idling is detected by the detection unit is higher.
The railway vehicle control device according to claim 3. The detection degree control unit controls the detection unit to make it easier to detect the idling by setting the predetermined time shorter as the frequency at which the idling is detected by the detection unit is higher.
The railway vehicle control device according to claim 3 or 4. An operation unit that receives an input operation of a drive instruction from an operator;
An accumulating unit that accumulates the number of times that the idling is detected by the detecting unit;
The detection degree control unit controls the detection unit to make it easier to detect the idling as the number of times accumulated by the accumulation unit increases, and based on an input operation received by the operation unit, Disable integration by the integration unit,
The railway vehicle control device according to claim 2. The detection degree control unit invalidates the integration by the integration unit when the drive unit transitions from the power running state or the regenerative state to the coasting state based on the input operation received by the operation unit.
The railway vehicle control device according to claim 6.

Images