JP2022166775A - Motor or linear motor output control system - Google Patents

Abstract

To provide a motor or a linear motor output control system that improves the efficiency of the mechanical output of the motor or linear motor by configuring the mechanical output of the motor or linear motor to be small in the low speed range and large in the high speed range.SOLUTION: The connection of a switching element that can independently control rotating pole pairs 15, 15 of a rotor 11 constituting a motor and fixed pole pairs 17, 17 of a stator 12 is performed, and the switching elements are numbered. Same as the plurality of rotating pole pairs, the plurality of fixed pole pairs are controlled so as to be divided into a first fixed pole group or a first rotating pole group indicated by a solid line and a second fixed pole group or a second rotating pole group indicated by a dotted line. The efficiency of the mechanical output can be improved by dividing the control into a full operation pattern in which both the first group and the second group are operated and an intermittent operation pattern in which only the first group is operated.SELECTED DRAWING: Figure 2

Description

The present invention relates to a control system for controlling the output of a motor or linear motor.

In recent years, vehicles powered by motors have become widely known not only for electric trains, but also for hybrid cars, electric cars, and electric motorcycles. It is widely used in such vehicles because it does not require any energy and has a small burden on the environment.

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However, conventionally, the mechanical output to the electrical input of the motor is the copper loss of the winding proportional to the magnitude of the coil current, the iron loss generated when the iron core is magnetized, the bearing resistance accompanying rotation, and the mechanical loss due to windage loss. has a large effect, and the mechanical output becomes smaller with respect to the electrical input.
Therefore, in order to obtain sufficient mechanical output, for example, a high voltage is applied to increase the electrical input, as in a train, or conversely, as in an electric or hybrid vehicle, the coil current is reduced to suppress copper loss. In this way, methods such as increasing a small mechanical output with a transmission are adopted.
Here, in the case of an electric vehicle in which the motor of the driving engine is configured as described above, when the coil current is increased to increase the mechanical output of the motor to increase the speed, the loss increases as the coil current increases. There is a problem that it becomes impossible to obtain a sufficient mechanical output. Therefore, as the mechanical output increases, the loss increases, and in the high-speed range, the efficiency of the mechanical output deteriorates compared to conventional vehicles and hybrid vehicles having an engine in the drive unit. This problem is solved in hybrid vehicles by using only the engine to run as the motor assistance disappears at high speeds. can't

Therefore, the problem to be solved by the present invention is to configure the mechanical output of the motor or linear motor to be small in the low speed range and large in the high speed range, thereby improving the efficiency of the mechanical output of the motor or linear motor. It is an object of the present invention to provide an improved motor or linear motor output control system.

An output control system for a motor according to claim 1 is provided with an output shaft having a rotor formed by arranging a plurality of rotating pole pairs facing each other across a central axis in a radial manner around the central axis. ,
A stator formed so as to surround the rotor by radially arranging a plurality of fixed pole pairs arranged opposite to each other with the central axis interposed therebetween so as to face the rotating pole pairs. a cylindrical motor body that rotatably supports the output shaft;
a control unit that controls rotational power output from the output shaft;
In a motor consisting of
A motor output control system in which the control unit controls the rotational speed of the rotor with respect to the stator to control the output related to the rotational power of the output shaft,
The fixed pole pairs are numbered sequentially from a predetermined position,
forming a plurality of sets of fixed pole groups by dividing the fixed pole pairs arranged along the circumferential direction of the inner wall of the motor body into a plurality of groups according to a given number,
Numbering the rotating pole pairs in order from a predetermined position,
dividing the rotating pole pairs into a plurality of groups according to predetermined conditions along the circumferential direction of the output shaft according to the assigned numbers to form a plurality of sets of rotating pole groups,
According to the output related to the rotational power,
The control unit selects the fixed pole group or the rotating pole group to operate,
When the power is low, the selected one of the fixed pole groups or one of the rotating pole groups is operated, and the other of the fixed pole groups or the other of the rotating pole groups is stopped, and the fixed pole pairs or the rotating pole groups are operated. so that the pole pairs are thinned to operate,
As the output is increased, the number of the fixed pole groups or the rotating pole groups to be operated is increased,
It is characterized in that the control unit performs control to increase or decrease the number of the fixed pole group or the rotating pole group to be operated, thereby controlling the output related to the rotational power of the output shaft.

A motor output control system according to claim 2 is the motor output control system according to claim 1, wherein the output shaft is provided with a flywheel that maintains the rotation of the output shaft by inertia,
When the rotational power associated with the output shaft reaches a steady state in which a substantially constant state is maintained for a predetermined period of time,
While reducing the number of working sets of the fixed pole group or the rotating pole group,
It is characterized in that the flywheel applies an inertial force to the rotational power to maintain the steady state of the rotational power.

According to a third aspect of the present invention, there is provided a motor output control system according to the first aspect of the invention, wherein the motor is mounted on an electric vehicle or an electric train as a drive engine.

A linear motor control system according to claim 4 comprises a stator composed of a plurality of fixed poles arranged side by side along a predetermined movement path,
a moving body having a slider composed of at least one moving pole arranged opposite to the fixed pole and formed to be movable along the moving path;
a control unit that controls the operation of the moving object;
In a linear motor composed of
A motor output control system in which the control unit controls the movement of the slider with respect to the stator to control the moving speed of the moving body,
Numbering the fixed poles in order from a predetermined position,
forming a plurality of sets of fixed pole groups by dividing the fixed poles arranged along the movement path into a plurality of groups according to predetermined conditions according to the assigned numbers;
According to the moving speed of the moving object,
The control unit selects the fixed pole group to be operated,
When the output is low, one of the selected fixed pole groups is operated and the other fixed pole groups are stopped so that the fixed poles are thinned out and operated;
increasing the number of fixed pole groups to be operated as the moving speed is increased,
The controller controls the moving speed of the moving body by increasing or decreasing the number of sets of the fixed pole groups to be operated.

According to a fifth aspect of the present invention, there is provided a linear motor control system according to the fourth aspect of the invention, wherein when the moving body is cruising at a predetermined cruising speed,
reducing the number of working sets of the fixed pole groups along the movement path;
The cruising speed is maintained by adding a moving speed related to the inertia of the moving body to the moving speed of the moving body.

According to a sixth aspect of the present invention, there is provided a linear motor control system according to the fourth aspect of the invention, wherein the moving body is a train having a driving engine equipped with the linear motor.

According to the motor output control system according to the present invention, the plurality of fixed pole pairs forming the stator of the motor and the plurality of rotating pole pairs forming the rotor of the motor are each numbered, and according to the numbered numbers, each are grouped to form a plurality of fixed pole groups containing a plurality of fixed pole pairs or a plurality of rotating pole groups containing a plurality of rotating pole pairs. When the output is low, one fixed pole group or one rotating pole group is operated, the other fixed pole group or other rotating pole group is stopped, and the fixed pole pairs or the rotating pole pairs are thinned out. , and as the output increases, the number of fixed pole groups or rotating pole groups to be operated is increased.
As a result, the mechanical output of the motor can be reduced in the low speed range and increased in the high speed range, and the efficiency of the mechanical output of the motor or linear motor can be improved.

Also preferably, a flywheel is provided on the output shaft of the motor to maintain inertia, and inertia is added to the rotational power of the motor to maintain the output in a steady state, and the fixed pole pair or the rotating pole pair was thinned out to make it work. As a result, when the output of the motor is in a steady state, that is, when an electric vehicle or the like is cruising, it is possible to reduce the number of stationary pole pairs or rotating pole pairs that are energized and operating, thereby suppressing power consumption and achieving an energy-saving effect. can be improved.

On the other hand, according to the linear motor control system according to the present invention, the stator provided with the fixed poles arranged along the predetermined movement path and the at least one moving pole provided on the moving body movable along the movement path In a linear motor composed of a slider, a number is assigned in order from the fixed poles at predetermined positions that constitute the stator, and based on the numbers, the fixed pole groups are grouped by a predetermined number to form a plurality of sets of fixed pole groups. . When the output is low, one fixed pole group is operated and the other fixed pole group is stopped so that the fixed poles are thinned out, and as the output increases, the number of fixed poles to be operated is increased. did.
As a result, the mechanical output of the linear motor can be configured to be small in the low speed range and large in the high speed range, and the efficiency of the mechanical output of the linear motor can be improved.
In addition, when applied to a linear motor car, it is possible to reduce the number of fixed poles to be operated when slowing down or cruising, so power consumption can be suppressed and the energy saving effect can be improved.
In addition, inertia can be maintained for a long period of time by configuring the shape of the moving body so as to reduce running resistance. As a result, during cruising, in addition to the moving speed based on the linear motor, the moving speed based on the inertial force is added to reduce the number of fixed poles to be energized and operated. As a result, it is possible to reduce the number of fixed poles that are operated during cruising, thereby suppressing power consumption and improving the energy saving effect.

1 is a perspective view showing a schematic configuration of a motor according to a first embodiment; FIG. It is an explanatory view showing an outline of composition of a motor concerning a 1st example. FIG. 3 is a block diagram showing the outline of the configuration of a control unit related to the motor according to the first embodiment; 1 is a block diagram showing a schematic configuration of an electric vehicle to which a motor according to a first embodiment is applied; FIG. 1 is a block diagram showing the outline of the configuration of a control unit of an electric vehicle to which a motor according to a first embodiment is applied; FIG. FIG. 2 is an explanatory diagram showing a schematic configuration of an accelerator pedal and an accelerator device of an electric vehicle to which the motor according to the first embodiment is applied; 1 is a timing chart diagram showing an outline of a cruise control system for an electric vehicle to which a motor according to a first embodiment is applied; FIG. FIG. 11 is a block diagram showing an outline of the configuration of a linear motor according to a second embodiment; FIG. FIG. 11 is a block diagram showing the outline of the configuration of a control unit related to the linear motor according to the second embodiment; It is a block diagram which shows the outline of a structure of the train to which the linear motor which concerns on 2nd Example is applied. It is a block diagram which shows the outline of a structure of the control part of the train to which the linear motor which concerns on 2nd Example is applied. It is explanatory drawing which shows the outline of a structure of the master control of a train to which the linear motor which concerns on 2nd Example is applied, and an accelerator apparatus. It is a timing chart figure showing the outline of the cruise control system of the train to which the linear motor concerning the 2nd example is applied.

An embodiment of a motor output control system according to the present invention will be described with reference to the attached drawings. 1 and 2 are explanatory diagrams showing the outline of the configuration of the motor according to this embodiment.

As shown in FIG. 1, a motor 10 according to this embodiment includes a cylindrical motor body 10a having a substantially cylindrical rotor 11, a stator 12 formed so as to surround the rotor 11, and a cylindrical motor body 10a. and a control unit 13 for controlling the operation of the motor body 10a. The controller 13 controls the current of a predetermined magnitude input to the motor 10, thereby controlling the number of rotations of the rotor 11 rotating with respect to the stator 12. The motor 10 is configured to output rotational power.
Note that the motor 10 according to this embodiment can be applied to an electric vehicle or a hybrid vehicle. In this embodiment, an electric vehicle, particularly an electric vehicle, will be exemplified below. However, it is not limited to electric vehicles, and may be trains, locomotives that pull passenger or freight cars, ships, aircraft, motorcycles, etc., as long as they have at least a motor as a power source.

As shown in FIGS. 2 and 3, the rotor 11 has an output shaft 11a, a plurality of rotating poles 15 made up of electromagnets, and can switch on/off and the direction of the current flowing through the rotating poles. It is composed of a plurality of rotor-side switching elements 16 made of semiconductors.
As shown in FIG. 2, the plurality of rotating poles 15 are arranged radially around the output shaft 11a. Among the radially arranged rotating poles 15, a pair of rotating poles 15, 15 facing each other across the output shaft 11a are connected to one rotor-side switching element 16 to form a rotating pole as shown in FIG. A pair 15,15 is configured. As shown in FIG. 2, the rotating pole pairs 15, 15 have rotating poles 15, 15 having magnetic poles with opposite polarities at both ends, and as shown in FIG. Power can be supplied through the switching element 16 .
As a result, as shown in FIG. 3, the control unit 13 separately and independently supplies power to each of the rotating pole pairs 15, 15 constituting the rotor 11, and independently excites each of the rotating pole pairs 15, 15. can be done.
Although FIG. 2 shows ten rotating pole pairs 15, 15 for ease of explanation, the number of rotating pole pairs 15, 15 is not limited to this. , depending on the size of the motor 10, the rated power, etc., it may have any number of rotating pole pairs 15,15.

As shown in FIGS. 2 and 3, the stator 12 includes a plurality of fixed poles 17 made of electromagnets provided on a cylindrical motor main body 10a that constitutes the exterior of the motor 10, and a current flowing through the fixed poles 17. and a plurality of stator-side switching elements 18 made of a semiconductor capable of switching the on/off of the current and the direction of the current.
A plurality of fixed poles 17 are arranged side by side along the inner wall of the motor body 10a, as shown in FIG. Of these fixed poles 17, a pair of fixed poles 17, 17 facing each other across the axis of the cylindrical body constituting the motor main body 10a is connected to one stator-side switching element 18 as shown in FIG. , a fixed pole pair 17, 17 is formed. As shown in FIG. 2, the fixed pole pairs 17, 17 have fixed poles 17, 17 provided with magnetic poles of opposite polarities at both ends, and as shown in FIG. Power can be supplied through the switching element 18 .
Thereby, the control unit 13 can separately and independently supply power to each of the fixed pole pairs 17 , 17 constituting the stator 12 and independently excite each of the fixed pole pairs 17 , 17 .
Although FIG. 2 shows ten sets of fixed pole pairs 17, 17 for ease of explanation, the number of fixed pole pairs 17, 17 is not limited to this. , according to the size of the motor 10, the rated power, etc., it can have any number of fixed pole pairs 17, 17. FIG.

As shown in FIGS. 1 and 2, when the rotor 11 is accommodated in the motor main body 10a, the rotor 11 is surrounded by the stator 12 with a predetermined gap in the motor main body 10a, thereby forming the motor 10. . By energizing the rotor-side switching element 16 and the stator-side switching element 18 to excite the respective electromagnets constituting the rotating pole 15 or the fixed pole 17, the rotor 11 rotates with respect to the stator 12, and the motor 10 operates to output rotational power from the output shaft 11a.

The control section 13 is configured to control the output of the motor 10 . As shown in FIG. 3, the control unit 13 includes switching element management means 20 and switching control means 21 .

The switching element managing means 20 separately and independently manages a plurality of rotor-side switching elements 16 or stator-side switching elements 18, and rotates pole pairs 15, 15 or fixed poles connected to the switching elements 16, 18. The positions of the pair 17, 17 are configured to be identifiable.
Specifically, as shown in FIG. 3, a numbering process is performed to assign identification numbers to the switching elements 16 and 18 on the rotor 11 side and the stator 12 side, respectively. As a result, the rotating pole pairs 15, 15 connected to the rotor-side switching element 16 or the fixed pole pairs 17, 17 connected to the stator-side switching element 18 are connected to the respective switching elements 16, 17 as shown in FIG. 18, so it can be easily identified.
Subsequently, as shown in FIG. 3, the switching element management means 20 selects the rotating pole pairs 15, 15 or the fixed pole pairs 17, 17 based on the respective numbers assigned to the switching elements 16, 18 and predetermined conditions. are divided into multiple groups. Hereinafter, a group consisting of a plurality of rotating pole pairs 15, 15 will be referred to as rotating pole group, and a group consisting of stationary pole pairs 17, 17 will be referred to as stationary pole group.
In the rotating pole groups shown in FIG. 2, odd-numbered rotating pole pairs 15, 15 are indicated by solid lines as the first rotating pole group, and even-numbered rotating pole groups are indicated by dotted lines. is shown.
In the fixed pole groups shown in FIG. 2, odd-numbered fixed pole pairs 17, 17 are indicated by solid lines as the first fixed pole group, and even-numbered second fixed pole groups are indicated by solid lines. is indicated by a dotted line.
In this embodiment, the switching element managing means 20 divides the switching elements 16 and 18 into two groups of odd numbers and even numbers for the sake of simplification of explanation. Although shown, it is not limited to this, and can be divided into any number of groups based on each number, for example, three groups of ABC or four groups of ABCD. .

The switching control means 21 has power switching means 22 and polarity switching means 23, as shown in FIG.
The power switching means 22 is configured to turn on the power to excite the electromagnet and turn off the power to demagnetize the electromagnet.
This allows each rotating pole 15 or each stationary pole 17 to be energized when the power is turned on or demagnetized when the power is turned off.
The polarity switching means 23 switches the rotating poles 15 or fixed poles 17 excited by the power supply switching means 22 to opposite N poles or S In addition to distributing the current to the poles, the polarities can be switched for each rotating pole pair 15, 15 or each fixed pole pair 17, 17 depending on the direction of the current.
The switching control means 21 causes the power supply switching means 22 and the polarity switching means 23 to cooperate with each other for each group of the first rotating pole group, the second rotating pole group, or the first fixed pole group and the second fixed pole group. , and the polarities are sorted so that the excitation or demagnetization of the electromagnet can be freely processed.
FIG. 2(1) shows an example in which the directions of the polarities are roughly summarized and the rotor 11 or the stator 12 is divided so as to be regarded as one pair of rotating pole pairs and one pair of fixed pole pairs, and FIG. 3 shows an example in which the directions of the polarities are alternately assigned to every two sets, and the rotor 11 or the stator 12 is assigned so as to be regarded as five rotating pole pairs and five fixed pole pairs.
In this way, the rotating pole pairs 15, 15 are distributed to each rotating pole group and the fixed pole pairs 17, 17 are distributed to each fixed pole group, and the rotating pole pairs 15, 15 or the fixed pole groups included in the rotating pole group are arranged. By rearranging the arrangement of the N poles or S poles of the fixed pole pairs 17, 17 included in the , and setting the direction of the polarities, the rotating pole pairs constituting the rotor 11 or the fixed pole pairs constituting the stator 12 can be made smaller. Instead of finely dividing by the magnetic pole, it can be distributed in large batches. As a result, the number of rotating pole pairs 15, 15 constituting the rotor 11 or the magnitude of the magnetic force can be freely adjusted for each rotating pole group according to the rotation speed and output of the motor. Also, the number of fixed pole pairs 17, 17 constituting the stator 12 or the magnitude of the magnetic force can be freely adjusted. Therefore, mechanical loss, copper loss, energy loss, and other losses of the motor 10 can be suppressed, power consumption can be suppressed, and rotational power can be extracted from the motor 10 with high efficiency.
In this embodiment, in order to simplify the explanation, the switching control means 21 is divided into two groups each of the first rotating pole group, the second rotating pole group, or the first fixed pole group and the second fixed pole group. However, it is not limited to this, and based on each number, a plurality of rotating pole groups and fixed pole groups are arbitrarily divided into two or more, and the power supply or polarity is switched. can be controlled.

The switching control means 21 is configured to be capable of executing predetermined processing independently for each of the first rotating pole group, the second rotating pole group, the first fixed pole group, or the second fixed pole group. .
When the switching control means 21 selects and controls all of the first rotating pole group, the second rotating pole group, the first fixed pole group, or the second fixed pole group, in FIGS. All of the first rotating pole group and first fixed pole group indicated by solid lines and the second rotating pole group and second fixed pole group indicated by dotted lines are excited and operated.
On the other hand, when the switching control means 21 selects and controls the first rotating pole group or the first fixed pole group, the first rotating pole group indicated by the solid line in FIGS. and the first fixed pole group are energized and operated, while the second rotating pole group and the second fixed pole group indicated by dotted lines are demagnetized and are not operated.
In this manner, the switching control means 21 selects the rotating pole pairs 15, 15 constituting the rotor 11 for each rotating pole group and the fixed poles 17, 17 constituting the stator 12 for each fixed pole group. be able to
As a result, when the output of the motor 10 is reduced, the number of electromagnets to be excited is reduced, that is, the rotating pole pairs 15 and 15 are controlled so as to thin out the groups of the rotating pole group or the fixed pole group, that is, to operate in the rotor 11. 15 are intermittently arranged, and fixed pole pairs 17, 17 are intermittently arranged to operate on the stator. In this manner, by intermittently thinning out and increasing or decreasing the rotating pole pairs 15, 15 or the fixed pole pairs 17, 17 that are operated according to the output of the motor 10, the torque is maintained even when the output is low. In some cases, the number of electromagnets to be excited can be reduced to reduce power consumption.
Further, by intermittently thinning out the output as described above, it is possible to control the torque generated by the motor 10 to be low at low rotation and high at high rotation. Therefore, when applied to an electric vehicle, it is possible to perform control processing that approximates the output of the electric vehicle as if it were equipped with an internal combustion engine such as a gasoline engine.

When the control unit 13 controls to increase or decrease the output of the motor 10, the switching control means 21 cooperates with the power supply switching means 22 and the polarity switching means 23 to cause the poles included in the predetermined rotating pole group as described above. The electromagnets constituting the rotating pole pairs 15, 15 included in the fixed pole group or the fixed pole pairs 17, 17 included in the predetermined fixed pole group are instantaneously excited, and the excited rotating pole pairs 15, 15 or the fixed pole pairs 17, 17 The direction of the magnetic poles of the magnetic poles is switched instantaneously and distributed as appropriate.
The switching timing is preferably, for example, the moment when the opposing rotating pole 15 on the rotor 11 side passes the midpoint between the N and S poles of the adjacent fixed poles 17 on the stator 12 side. By switching at this timing, the magnetic flux density is small, and the electromagnet can be excited or the polarity can be switched at the portion where the magnetic force lines of the adjacent N and S poles cancel each other, so that the influence on the output of the motor 10 can be reduced. can be done.

Here, as shown in FIG. 2, the motor 10 according to the present embodiment operates one of the two rotating pole groups forming the rotor 11 and stops the other rotating pole group. , the rotating pole pairs 15, 15 are intermittently thinned out and operated, and one of the two fixed pole groups constituting the stator 12 is operated and the other fixed pole group is stopped, As described above, the fixed pole pairs 17, 17 are intermittently thinned out and operated. This allows the output of the motor 10 to be limited to half. When a low output is sufficient, such as when the vehicle starts running, the motor 10 is operated in an intermittently thinned manner, and when the speed increases and a large output is required, the rotating poles are stopped. Increased power can be easily accommodated by increasing the number of rotating pole pairs 15, 15 or fixed pole pairs 17, 17 that are activated to activate the group or fixed pole group.
Therefore, it is easy to adjust step by step the output of the motor that operates at the maximum torque from the start of conventional driving. Acceleration can be prevented.

Further, when the electric vehicle is cruising, for example, when traveling on a highway or a bypass road at a constant cruising speed, the rotation of the flywheel provided on the drive train of the electric vehicle causes the output shaft 11a of the motor 10 to rotate. An inertial force works, and the output from the motor 10 can be suppressed by the inertial force. In this case, the switching control means 21 turns off the power to one of the rotating pole groups in operation or one of the fixed pole groups in operation to demagnetize the motor during cruising. 10 power consumption can be suppressed.
An embodiment relating to an output control system performed when such a motor 10 is applied to an electric vehicle will be described below.

As shown in FIG. 4, an electric vehicle 50 equipped with the motor 10 according to this embodiment includes a driving engine 51, a drive train 52, driving wheels 53, and a control unit 54 for controlling the driving engine 51 and the drive train 52. and an in-vehicle communication network 54a to which a control unit 54, a throttle device 55, and an accelerator device 56 are connected.

As shown in FIG. 4 , the drive engine 51 has a motor 10 and is configured to be capable of outputting rotational power from an output shaft 11 a connected to the drive train 52 .
The output shaft 11a has a disk-shaped flywheel 62 that is coaxially rotatable. The flywheel 62 is configured to maintain the rotation of the output shaft 11a by inertial force so that the rotation of the output shaft 11a does not change abruptly.

The motor 10 is configured as described above, and is configured to be able to receive power from the battery 61 provided in the drive engine 51 .
It should be noted that the motor 10 according to the present embodiment is not limited to being powered from the battery 61, and may be powered from a fuel cell or from an overhead wire.

As shown in FIG. 4, the drive train 52 is constructed by arranging a clutch device 65, a transmission device 66, and a drive shaft 52a in this order from the drive engine 51 side. Thereby, the rotational power generated by the drive engine 51 is transmitted to the drive wheels 53 through the drive shaft 52a.
The clutch device 65 has a main rotor 67 on the drive engine 51 side and a follower rotor 68 on the transmission 66 side. The main rotor 67 and the follower rotor 68 are formed so as to be able to contact and separate from each other.
As a result, when the main rotor 67 and the follower rotor 68 are pressed against each other, the power generated by the drive engine 51 is transmitted to the transmission 66 side, and when the main rotor 67 and the follower rotor 68 are separated, the power is transmitted from the drive engine 51 side. The power transmitted to the transmission 66 side is cut off.
Note that the clutch device 65 is not limited to the structure in which the main rotor 67 and the follower rotor 68 are mechanically brought into contact with each other as described above. 68 are arranged opposite to each other, and when the main rotor 67 is rotated, the follower rotor 68 is rotated in accordance with the rotation of the main rotor 67, which is a so-called torque converter device.

The transmission 66 has a gear group (not shown) formed by arranging a plurality of gears of various sizes on a plurality of shafts and combining the gears. Gears in the gear group are formed so as to be separable from each other. The transmission 66 adjusts the rotational speed associated with the rotational power of the output shaft 11a of the drive engine 51 from low speed to high speed by appropriately combining gears in the gear group, and has a speed change function of transmitting the rotational power to the drive wheels 53 side. have. The speed change function may be divided into a plurality of steps from low speed to high speed, or may be stepless. Then, when at least one of the gears appropriately combined in the transmission 66 is separated, the rotational power transmitted to the drive shaft 52a is cut off, which is a so-called neutral shift. It is possible to cut off the power transmitted above.

The drive wheels 53 are configured to be driven by power output from the drive engine 51 via the drive train 52, as shown in FIG.

The control unit 54 has an in-vehicle communication network 54a. The in-vehicle communication network 54a is connected to each device provided in the electric vehicle 10, such as the drive engine 51, the throttle device 55, the accelerator device 56, the clutch device 65 of the drive train 52, the transmission device 66, etc., so that they can communicate with each other. It is configured. As a result, for example, the control unit 54 receives an opening signal transmitted from the throttle device 55 via the in-vehicle communication network 54a, and transmits an output control signal formed based on the opening signal to the in-vehicle communication network 54a. It is possible to output and process the drive engine 51 to control the output shaft 11a.

The throttle device 55 has a throttle main body 55a and an opening sensor 71 capable of detecting the degree of opening of the throttle main body 55a as a throttle opening. The opening sensor 71 is configured to digitally convert the detected analog throttle opening of the throttle body 55a to form an electronic opening signal. The formed opening degree signal is output from the throttle device 55 to the in-vehicle communication network 54a.

The control unit 54 includes the control unit 13 of the motor 10 in its configuration, takes in the opening signal transmitted on the in-vehicle communication network 54a, and outputs the output of the motor 10 of the drive engine 51 based on the opening signal. is configured to form an output control signal for controlling the The formed output control signal is output from the control unit 54 to the in-vehicle communication network 54a.

The accelerator device 56 has an accelerator pedal 70 that can be raised and lowered according to an input operation by the driver.
Here, the operation of depressing the accelerator pedal 70 is defined as the opening operation of the accelerator device 56, and the direction in which the accelerator pedal 70 advances due to this is defined as the forward direction. On the other hand, the operation of returning the accelerator pedal 70 is defined as the closing operation of the accelerator device 56, and the direction in which the accelerator pedal 70 is returned is defined as the opposite direction.
The accelerator device 56 is configured to form an input signal according to the opening and closing operation of the accelerator pedal 70 described above. The formed input signal is output to the in-vehicle communication network 54a at any time.

The throttle device 55 is configured to receive an input signal transmitted over the in-vehicle communication network, and open and close the throttle main body 55a at a predetermined throttle opening based on the input signal. The opening sensor 71 that detects the throttle opening forms an appropriate opening signal as described above, and based on the opening signal, the control unit 54 forms an output control signal for the drive engine 51 as described above. .
In this way, an input signal is formed according to the amount of operation of the accelerator pedal 70 being depressed or released, and an opening degree signal for the throttle body 55a that opens and closes based on the input signal is formed. is configured to form an output control signal for increasing or decreasing the output of the drive engine 51 based on the opening signal.

The drive engine 51 is configured to receive an output control signal transmitted over the in-vehicle communication network 54a and form a request signal requesting a predetermined amount of power to be supplied to the motor 10 based on the output control signal. . The formed request signal is output from the driving engine 51 to the in-vehicle communication network 54a. A power supply device (not shown) that receives the request signal transmitted over the in-vehicle communication network 54a is configured to supply a predetermined amount of power from the battery 61 to the driving engine 51 in response to the request signal. .

If the request signal is to increase the supply amount, the power supplied to the motor 10 is increased. As a result, processing for increasing the output of the drive engine 51 is performed, and the rotational output of the output shaft 11a can be increased.
If the request signal is to reduce the supply, the power supplied to the motor 10 is reduced or cut. As a result, processing for reducing the output of the drive engine 51 is performed, and the rotational output of the output shaft 11a can be reduced.
As described above, the electric vehicle 50 according to the present embodiment transmits various signals over the in-vehicle communication network 54a provided in the control unit 54, and each device receives and outputs a signal suitable for its purpose. The control unit 54 is configured to control the travel of the vehicle by comprehensively controlling each device based on various signals.

In addition, as shown in FIG. 5, the control unit 54 has a control unit 13 related to the motor 10, a running control means 105, and a cruise control means 110. As shown in FIG.
The travel control means 105 is configured to form a travel control signal for controlling normal travel, output the travel control signal to the in-vehicle communication network 54a, and control the travel of the electric vehicle 50. FIG.
At this time, the running mode of the electric vehicle 50 is set to the normal mode.
The cruise control means 110 forms a cruise control signal for controlling the cruise while maintaining a constant speed for a predetermined time, outputs the cruise control signal to the in-vehicle communication network 54a, and controls the cruise of the electric vehicle 50. is configured to At this time, the traveling mode of the electric vehicle 50 is set to the cruising mode.
Further, the control unit 54 has determination means 100 .
When the control unit 54 acquires the opening signal transmitted over the in-vehicle communication network 54a, the determination means 100 determines whether or not the control unit 54 is cruising on the basis of information relating to the magnitude of the throttle opening included in the opening signal. It is configured to determine whether or not. Based on the determination result of the determining means 100, the normal mode and the cruise mode are switched.

A control system for the driving engine 51 of the electric vehicle 50 having the above configuration will be described below with reference to the attached drawings. FIG. 6 is an explanatory diagram showing an operation example of the accelerator pedal 70 during the control system, and FIG. 7 is an explanatory diagram showing the correlation between the operation of the drive engine and the speed of the electric vehicle 50 based on the control system. be.

When the electric vehicle 50 is running, the throttle device 55 contains information indicating the magnitude of the throttle opening, which is digitally converted by the opening sensor 71, which is an analog throttle opening of the throttle body 55a which changes at any time. A process for forming an opening degree signal is performed at any time. Further, the throttle device 55 performs processing for outputting the formed opening degree signal to the in-vehicle communication network 54a.
The control unit 54 is configured to receive the opening degree signal transmitted over the in-vehicle communication network 54a. The travel control means 105 forms a travel control signal based on the opening degree signal, and outputs the travel control signal to the in-vehicle communication network 54a. The traveling control signal transmitted over the in-vehicle communication network 54a is input to each in-vehicle device such as the drive engine 51, the drive train 52, the clutch device 65, the transmission device 66, etc., and is operated and processed. Driving by operation processing performed based on this driving control signal is referred to as normal driving, and the driving mode at this time is referred to as normal mode.

Here, when the electric vehicle 50 is traveling while maintaining a constant speed for a predetermined time, the throttle device 55 opens the analog throttle opening of the throttle body 55a, which maintains a constant opening for a predetermined time. A process for forming an opening signal including information indicating the magnitude of the throttle opening by digital conversion by the throttle opening sensor 71 is performed at any time. Further, the throttle device 55 performs processing for outputting the formed opening degree signal to the in-vehicle communication network 54a.
An opening signal containing information that the throttle opening is kept constant for a predetermined time is input to the control unit 54 via the in-vehicle communication network 54a.
The judging means 100 reads information indicating that the throttle opening is kept constant for a predetermined time from the opening signal, and when judging that the vehicle is in the cruising state, performs processing for switching from the traveling control means 105 to the cruising control means 110 .
The speed when switching to the cruise control means 110 is defined as the cruise speed, and the opening signal input to the control unit 54 at this time is defined as the first opening signal. A traveling mode in which the electric vehicle 50 cruises at a cruising speed is referred to as a cruising mode.
In the accelerator device 56 shown in FIG. 6, it is assumed that the normal mode is switched to the cruise mode when the accelerator pedal 70 is stopped at a predetermined time point a. This mode switching does not depend on the stop position of the accelerator pedal 70, but is performed depending on whether the stop time is equal to or longer than a predetermined time. It depends on the magnitude of the degree and the position is different depending on the cruising speed.

When the accelerator pedal 70 is closed in the reverse direction during the cruise mode, the throttle device 55 outputs a second signal indicating that the throttle opening has become smaller than the throttle opening according to the first opening signal. An opening signal is output to the in-vehicle communication network 54a. At this time, the position of the accelerator pedal 70 of the accelerator device 56 that opens the throttle body 55a at the throttle opening according to the second opening signal is the point b.
The position of point b is a position determined at a predetermined ratio from the position of point a related to the first opening signal, and for example, the throttle opening is 80% of the throttle opening related to the first opening signal. It is a position that can be arbitrarily set on the control program, such as the position where the point is set to the point b.

The control unit 54, which receives the second opening signal from the in-vehicle communication network 54a, causes the cruise control means 100 to switch the cruise mode to the intermittent cruise mode.
The intermittent cruise mode periodically excites the second rotating pole group and the second fixed pole group of the motor 10 indicated by dotted lines in FIG. Cruise alternately between a full operation pattern using all of the pole groups and the first and second fixed pole groups and an intermittent operation pattern using only the first rotating pole group and the first fixed pole group to halve the output. A mode that maintains speed.

During the intermittent cruise mode, the cruise control means 110 outputs an intermittent cruise control signal to the in-vehicle communication network 54a instead of the cruise control signal. The intermittent cruise control signal is formed so as to alternately include information for operating the motor 10 in the full operation pattern and information for operating the motor 10 in the intermittent operation pattern at predetermined time intervals.
As a result, the driving engine 51, which receives the intermittent cruise control signal from the in-vehicle communication network 54a, performs a processing operation to alternately operate the motor 10 in the full operation pattern and the intermittent operation pattern.
As a result, the motor 10 can periodically change its output, and the full operation pattern and the intermittent operation pattern alternately repeat periodic operations, and alternately repeat intermittent operations.

Here, in the motor 10 constituting the drive engine 51 of the electric vehicle 50, when the intermittent operation pattern using only the first rotating pole group and the first fixed pole group is used, the cruising speed of the motor 10 alone is lower than that of the full operation pattern. is difficult to maintain for a long period of time.
This problem is solved in this embodiment by providing a flywheel 62 on the output shaft 11a, as shown in FIG. Since the flywheel 62 continues to rotate the output shaft 11a and the drive shaft 52a by inertia, even in an intermittent operation pattern, the inertial output of the flywheel 62 allows the cruising speed to be increased without causing a sudden speed reduction. can be maintained. However, although it can be maintained, the vehicle speed gradually decreases due to running resistance and the like.
Therefore, as shown in FIG. 7, when all operation patterns are turned off, the cruise control means 110 controls the motor 10 to switch to the harp output pattern according to the intermittent cruise control signal as the output of the flywheel 62 gradually decreases. Perform the process of gradually increasing the output.
As a result, the driving engine 51 to which the intermittent cruising control signal is input can keep the rotational power output from the output shaft 11a constant, and the electric vehicle 50 can maintain the cruising speed for a long time as shown in FIG. It can be held constant over time.

In the intermittent cruise mode, when the accelerator pedal 70 is depressed in the forward direction to open the throttle device 55, the throttle device 55 outputs a second signal indicating that the throttle opening has become larger than the throttle opening according to the second opening signal. 3 An opening signal is output to the in-vehicle communication network 54a.
In the control unit 54 that receives the third opening signal from the in-vehicle communication network 54a, the determination means 100 performs a process of comparing and determining the first opening signal and the third opening signal.
If the throttle opening associated with the third opening signal is equal to or less than the throttle opening associated with the first opening signal, the judging means 100 moves the accelerator pedal to the front side in the opposite direction from the point a shown in FIG. 70 is located. In this case, that is, when the position of the accelerator pedal 70 is between points a and b, the cruise control means 110 performs processing to maintain the intermittent cruise mode.
On the other hand, when the throttle opening according to the third opening signal is greater than or equal to the throttle opening according to the first opening signal, the judging means 100 determines that the accelerator pedal 70 is positioned further back in the forward direction than the point a shown in FIG. determined to be located. In this case, that is, when the position of the accelerator pedal 70 is behind the point a, the determination means 100 performs processing for switching from the cruise control means 110 to the cruise control means 105, and the intermittent cruise mode is switched to the normal mode. . As a result, the cruising mode is switched to the normal mode, and the electric vehicle 50 is accelerated by the motor 10 in all operating patterns.

On the other hand, when the accelerator pedal 70 is closed in the reverse direction during the intermittent cruise mode, the throttle device 55 detects that the throttle opening has become smaller than the throttle opening according to the second opening signal. is output to the in-vehicle communication network 54a.
The control unit 54, which has received the fourth opening signal from the in-vehicle communication network 54a, determines whether the accelerator pedal position shown in FIG. Perform processing to determine whether it is located.
Here, like the point b, the position of the point c is a position determined at a predetermined ratio from the position of the point a related to the first opening signal. On the other hand, it is a position that can be arbitrarily set on the control program such that the position where the throttle opening is 50% is defined as point c.
If the throttle opening related to the fourth opening signal is equal to or greater than the throttle opening when the accelerator pedal 70 is at the point c, the judging means 100 determines that the throttle opening is further forward than the point c shown in FIG. It is determined that the accelerator pedal 70 is positioned at . In this case, that is, when the position of the accelerator pedal 70 is between points b and c, the cruise control means 110 performs processing to maintain the intermittent cruise mode.
On the other hand, if the throttle opening related to the fourth opening signal is equal to or less than the throttle opening when the accelerator pedal 70 is at the point c, the judging means 100 moves the accelerator to the front side in the opposite direction from the point c shown in FIG. It is determined that the pedal 70 is positioned. In this case, the determination means 100 performs processing for switching from the cruise control means 110 to the travel control means 105, and the intermittent cruise mode is switched to the normal mode. This switches from cruising to normal running, and the electric vehicle 50 is decelerated by the regenerative braking of the motor 10 switched to the full operation pattern.

Thus, the cruise mode or the intermittent cruise mode is configured to be maintained between points a and c of the accelerator pedal 70 shown in FIG. There is a play that can be done.
As a result, a so-called idle state is provided between the point a and the point c of the accelerator pedal 70, allowing the operation of the accelerator pedal 70 to have a margin, so that the accelerator pedal 70 can be moved during cruising. As a result, for example, it is possible to prevent a decrease in attention due to simplified driving operations over a long period of time, such as auto-cruising, and it is possible to prevent drowsy driving, inattentive driving, and the like.

When the accelerator pedal 70 moves out of the range between points a and c and the cruising mode or the intermittent cruising mode is canceled, the amount of depression of the accelerator pedal 70 is made constant again, and the throttle opening of the throttle device 55 is kept constant. When the operation is performed, the control unit 54 performs the processing for switching from the normal mode to the cruise mode after performing the processing related to the first opening signal again.
In this way, by opening or closing the accelerator pedal 70 of the accelerator device 56, not only is the acceleration and deceleration of the vehicle operated, but also the normal mode for normal power running and the cruising mode for cruising at a constant speed. The mode is configured to be switchable, and furthermore, it is configured to be switchable to an intermittent cruise mode in which the full operation pattern and the intermittent operation pattern of the motor 10 are alternately operated during the cruise mode.
In the intermittent operation pattern, one of the two rotating pole groups constituting the rotor 11 of the motor 10 is stopped, and the rotating pole pair 15, 15 is intermittently operated as shown in FIG. , one of the two fixed pole groups forming the stator 12 is stopped, and the fixed pole pair 17, 17 is intermittently excited as shown in FIG. also constitutes.
Such mode switching and pattern switching can be easily realized by additionally installing a control program installed in the conventional control unit 54 without incorporating a special device. can extend the cruising distance by suppressing the power consumption during cruising and improving the durability of the battery 21a.
In this embodiment, the rotating pole pairs 15, 15 and the fixed pole pairs 17, 17 are divided into two groups for the sake of simplicity. may be divided into a rotating pole group or a fixed pole group and controlled. In this case, the output of the motor 10 can be controlled step by step more finely, and power consumption during cruising can be suppressed more effectively.

Next, an embodiment of a linear motor output control system according to the present invention will be described with reference to the attached drawings. FIG. 8 is an explanatory diagram showing the outline of the configuration of the linear motor according to the second embodiment.

A linear motor 150 according to this embodiment has a moving body 151 and a moving path 152, as shown in FIG.
The movement path 152 has a guide rail 153 and a stator 154 along the guide rail 153 . The stator 154 is composed of fixed poles 155 having a plurality of electromagnets arranged side by side.
The moving body 151 has a slider 156 facing the stator 154 . The slider 156 is composed of a moving pole 157 consisting of at least one electromagnet.
Further, the linear motor 150 has a stator-side control section 160 and a slider-side control section 165, as shown in FIG. The stator-side control unit 160 is configured to perform control to excite or demagnetize the electromagnets forming the fixed pole 155 and to perform control to switch the polarity of the fixed pole 155 . Further, the slider-side control section 165 is configured to perform control to excite or demagnetize the electromagnet forming the moving pole 157 and to perform control to switch the polarity of the moving pole 157 .
By cooperation between the stator-side control section 160 and the slider-side control section 165 , the slider 156 arranged to face the stator 155 can be moved along the guide rail 153 . Thereby, the moving body 151 can be controlled to move forward or backward along the guide rail 153 .
Although the linear motor 150 according to this embodiment is assumed to be applicable to a vehicle, it is not limited to this. Alternatively, it can also be applied to automatic doors with sliding doors such as entrances and exits of trains and houses.

As shown in FIG. 9, the stator 154 includes a plurality of fixed poles 155, and a plurality of stator-side switching elements made of a semiconductor capable of switching on/off and direction of the current flowing through the fixed poles 155. 161 , and the stator-side switching element 161 is independently connected to the stator-side control section 160 .
The fixed poles 155 are arranged side by side along a predetermined moving path 152 provided with a guide rail 153, as shown in FIG. As shown in FIG. 9, one stator-side switching element 161 is connected to one fixed pole 155 so that each fixed pole 155 can be supplied with power through the stator-side switching element 161 independently. there is
As a result, the stator-side control unit 160 can individually and independently supply power to the fixed poles 155 that constitute the stator 154 and independently excite the electromagnets of the fixed poles 155 .

As shown in FIG. 9, the slider 156 has at least one moving pole 157 and at least one slider-side switching element made of a semiconductor capable of switching on/off and direction of the current flowing through the moving pole 157. 166 , and the slider-side switching element 166 is independently connected to the slider-side control section 165 .
As shown in FIG. 8, the moving pole 157 is arranged to face the fixed pole 155 of the stator 154 and is connected to the slider-side switching element 166 . The movable pole 157 is configured to be able to receive power through the slider-side switching element 166 .
As a result, the slider-side control unit 165 can supply power to the moving pole 157 constituting the slider 156 to excite the electromagnet of the moving pole 157 .

Then, when the moving body 151 is set on the moving path 152 and the electromagnets constituting the fixed pole 155 or the moving pole 157 are energized to excite, switching is performed so that the fixed pole 155 and the moving pole 157 have opposite magnetic poles. Polarity is assigned to the elements 161 and 166, and the slider 156 on the moving body 151 side and the stator 154 on the moving path side repel each other, so that the moving body 151 is levitated with a predetermined distance from the moving path 152. A linear motor 150 is constructed.
Then, the stator-side switching element 161 switches the magnetic poles of the fixed pole one after another, so that the electromagnet of the movable pole 157 of the slider 156 and the electromagnet of the fixed pole 155 attract and repel each other, thereby causing the stator 154 to The slider 156 can be slid, and the linear motor 150 can move the movable body 151 along the movement path 152 .

As shown in FIG. 9, the stator-side control section 160 and the slider-side control section 165 are provided with switching element management means 170, 175 and switching control means 171, 176, respectively.

The stator-side switching element management means 170 is configured to manage the plurality of stator-side switching elements 161 separately and independently and to identify the positions of the fixed poles 155 connected to the stator-side switching elements 161 .
The slider-side switching element management means 175 is configured to manage the plurality of slider-side switching elements 166 separately and independently so that the positions of the moving poles 157 connected to the slider-side switching elements 166 can be identified.
Specifically, as shown in FIG. 9, a numbering process is performed to assign identification numbers to the switching elements 161 and 166 on the stator 154 side and the slider 156 side, respectively. As a result, the fixed pole 155 connected to the stator-side switching element 161 and the moving pole 157 connected to the slider-side switching element 166 are associated with the respective switching elements 161 and 166 as shown in FIG. so you can easily identify them.

Subsequently, the stator-side switching element managing means 170 performs a process of dividing the fixed poles 155 into a plurality of groups based on the numbers assigned to the switching elements 161 and predetermined conditions, as shown in FIG. A group consisting of a plurality of fixed poles 155 is hereinafter referred to as a fixed pole group.
In the fixed pole group shown in FIG. 2, odd-numbered fixed poles 155 are indicated by solid lines as the first fixed pole group, and even-numbered fixed pole groups are indicated by dotted lines as the second fixed pole group. there is
The moving poles 157 shown in FIG. 2 are assigned numbers 1 to 4 from the top by the slider-side switching element management means 175, and any of the moving poles 157 can be selected by the switching control means, which will be described later. 157 can be excited.
In this embodiment, the stator-side switching element managing means 170 is shown in FIG. 8 as an example in which the switching elements 161 are divided into two groups of odd numbers and even numbers based on the respective numbers assigned to the switching elements 161. However, the present invention is limited to this. However, it is possible to arbitrarily divide into a plurality of groups based on each number, for example, into 3 groups of ABC or into 4 groups of ABCD.

The switching control means 171 and 176 have power switching means 172 and 177 and polarity switching means 173 and 178, as shown in FIG.
The power switching means 172 and 177 are configured to turn on the power to excite the electromagnet and turn off the power to demagnetize the electromagnet.
As a result, each fixed pole 155 controlled by the stator-side power switching means 172 and each movable pole 157 controlled by the slider-side power switching means 177 are excited or turned off when the power is turned on. When can be demagnetized.
Polarity switching means 173 and 178 switch each fixed pole 155 or moving pole 157 excited by power supply switching means 172 and 177 to either the N pole or the S pole. In addition to distributing, the polarity can be switched for each fixed pole 155 or each moving pole 157 depending on the direction of the current.

The stator-side switching control means 171 causes the stator-side power supply switching means 172 and the stator-side polarity switching means 173 to work together to group the first fixed pole group and the second fixed pole group into groups and distribute the polarities. , the electromagnet can be excited or demagnetized freely.
The fixed poles 155 shown in FIG. 8 are excited by alternately assigning polarities to alternate N poles and S poles when the first fixed pole group shown by solid lines is in operation. When the illustrated second fixed pole group is also operated, a processing operation is performed so that adjacent fixed poles are alternated, for example, the first fixed pole group is assigned to the N poles and the second fixed pole group to the S poles. will be
By sorting the fixed poles 155 into the first or second fixed pole groups in this way, rearranging the arrangement of the N poles or S poles of the fixed poles 155 included in each fixed pole group, and setting the direction of the polarities, , the fixed poles 155 constituting the stator 154 can be instantaneously controlled for each group.
Accordingly, it is possible to freely adjust the magnitude of the magnetic force by adjusting the number of fixed poles 155 excited on the stator 154 . Therefore, the mechanical loss, copper loss, energy loss, and other losses of the linear motor 150 can be suppressed, power consumption can be suppressed, and the linear motor 150 can be operated with high efficiency.
In the present embodiment, two groups, the first fixed pole group and the second fixed pole group, were exemplified in order to simplify the explanation. A pole group may be formed and controlled.

In addition, as described above, the stator-side switching control means 171 controls the stator-side switching control means 171 so that when the output of the linear motor 150 is reduced, the excitation Fixed poles 155 are arranged intermittently along the guide rail 153 to control the number of electromagnets to be activated, that is, to thin out groups of the fixed pole group, that is, to operate on the stator 154 . In this way, by intermittently thinning out the fixed poles 155 that are operated according to the output of the linear motor 150, the number of electromagnets to be excited can be reduced when the output is low or when the moving body 151 is moving due to inertia. power consumption can be reduced.
In addition, by intermittently thinning out the output as described above, the torque of the linear motor 150 is temporarily increased when the moving body 151 starts running, and then the running is stabilized and is in the steady state. When it reaches , torque suppression control can be performed.

When the stator-side control unit 160 controls to increase or decrease the output of the linear motor 150, the stator-side switching control means 171 causes the stator-side power supply switching means 172 and the stator-side polarity switching means 173 to work together to perform the above-described control. In addition, the electromagnets forming the fixed poles 155 included in a predetermined fixed pole group are excited instantaneously, and the direction of the magnetic poles of the excited fixed poles 155 is instantaneously switched to distribute them appropriately.
The switching timing is preferably, for example, the moment when the opposing moving pole 157 on the side of the slider 156 passes through the midpoint between the N and S poles of the adjacent fixed poles 155 on the stator 154 side. By switching at this timing, the magnetic flux density is small, and the electromagnet can be excited or the polarity can be switched at the portion where the magnetic force lines of the adjacent N and S poles cancel each other, so the influence on the output of the linear motor 150 can be reduced. be able to.

On the other hand, the slider-side switching control means 176 cooperates with the slider-side power supply switching means 177 and the slider-side polarity switching means 178 to distribute the polarity of the moving pole 157 and freely process the excitation or demagnetization of the electromagnet. ing.
The moving pole 157 shown in FIG. 8 is set as at least one reference moving pole in which at least the first moving pole indicated by the solid line always operates. Based on the reference moving pole, the moving body 151 shown in FIG. 8 is configured so that the moving poles to be operated can be increased or decreased up to a maximum of four according to the applied load. At this time, by rearranging the arrangement of the N poles or S poles of the moving poles 157 according to the load applied to the moving body 151 and setting the direction of the polarities, the moving poles 157 constituting the slider 156 can be individually and independently controlled. It can be controlled instantly.
This makes it possible to freely adjust the magnitude of the magnetic force by adjusting the number of moving poles 157 excited on the slider 156 . Therefore, the mechanical loss, copper loss, energy loss, and other losses of the linear motor 150 can be suppressed, power consumption can be suppressed, and the linear motor 150 can be operated with high efficiency.
An embodiment relating to an output control system performed when the above-described linear motor 150 is applied to a train will be described below.

As shown in FIG. 4, a train 200 to which the linear motor 150 according to this embodiment is applied includes a driving engine 201, a control unit 204 for controlling the driving engine 201, a throttle device 205, an accelerator device 206, and a braking device 207. It has a connected in-vehicle communication network 204a.
The train 200 is also configured to be movable along a track 210 having guide rails 153 and stators 154 .

As shown in FIG. 10, the drive engine 201 has a slider 156 and is arranged to face the stator 154 on the line 210 .
The linear motor 150 is composed of the slider 156 and the stator 154 as described above.

The control unit 204 has an in-vehicle communication network 204a. The driving engine 201, throttle device 205, accelerator device 206, and other devices provided in the train 200 are connected to the in-vehicle communication network 204a so as to be able to communicate with each other. As a result, for example, the control unit 204 receives an opening signal transmitted from the throttle device 205 via the in-vehicle communication network 204a, and transmits an output control signal formed based on the opening signal to the in-vehicle communication network 204a. By outputting and operating the drive engine 201, the train 200 can be run.

The throttle device 205 has a throttle main body 205a and an opening sensor 221 capable of detecting the degree of opening of the throttle main body 205a as a throttle opening. The opening sensor 221 is configured to digitally convert the detected analog throttle opening of the throttle body 205a to form an electronic opening signal. The formed opening degree signal is output from the throttle device 205 to the in-vehicle communication network 204a.

The control unit 204 includes the slider-side control unit 165 of the linear motor 150 in its configuration, takes in the opening signal transmitted on the in-vehicle communication network 204a, and based on the opening signal, drives the driving engine 201 linearly. It is configured to form an output control signal for controlling the output of motor 150 . The formed output control signal is output from the control unit 204 to the in-vehicle communication network 204a.
On the other hand, as shown in FIG. 10, a control station 250 that controls the operation of the train 200 is provided at a predetermined base along the track 210 . In addition to the operation control system 251 of the train 200, the stator side control section 160 of the linear motor 150 is provided in the control station.
The travel of the linear motor 150 is controlled by the slider-side control section 165 and the stator-side control section 160 .

The accelerator device 206, as shown in FIG. 12, has a master controller 220 that can be operated by a driver's input operation.
Here, the operation of pushing the master controller 220 to the rear side is defined as the opening operation of the accelerator device 206, and the direction in which the master controller 220 pushed at this time moves forward is defined as the forward direction. On the other hand, the operation of pulling the master controller 220 forward is the closing operation of the accelerator device 206, and the direction in which the pulled master controller 220 returns is the opposite direction.
The accelerator device 206 is configured to form an input signal according to the opening/closing operation of the master controller 220 described above. The formed input signal is output to the in-vehicle communication network 204a at any time.

The throttle device 205 is configured to receive an input signal transmitted over the in-vehicle communication network 204a and open and close the throttle body 205a at a predetermined throttle opening based on the input signal. The opening sensor 221 that detects the throttle opening forms an appropriate opening signal as described above, and based on the opening signal, the control unit 204 forms an output control signal for the driving engine 201 as described above. .
In this manner, an input signal is formed according to the amount of operation by which the master controller 220 is pushed or pulled, and an opening degree signal for the throttle body 205a that opens and closes is formed based on the input signal. It is configured to form an output control signal for increasing or decreasing the output of the driving engine 201 based on the opening degree signal.

The braking device 207 is configured to be able to control braking mechanisms such as brakes that the train 200 has.
Here, the braking device 207 takes in the output control signal transmitted on the in-vehicle communication network 204a, forms a braking signal based on the output control signal, and outputs it to the in-vehicle communication network 204a. A braking mechanism such as a brake brakes the train 200 based on a braking signal received from the in-vehicle communication network 204a.
In this way, it is possible to control the acceleration by increasing the throttle opening in accordance with the amount of operation to push the master controller 220, while increasing the braking force of the braking mechanism in accordance with the amount of operation to pull the master controller 220. Control for deceleration can be performed.

The drive engine 201 is configured to receive an output control signal transmitted over the in-vehicle communication network 204a and form a request signal requesting a predetermined amount of power to be supplied to the slider 156 based on the output control signal. . The formed request signal is output from the driving engine 201 to the on-board communication network 204a. A power supply device (not shown) that receives the request signal transmitted over the in-vehicle communication network 204a is configured to supply a predetermined amount of power to the driving engine 201 from the overhead wire or railroad track 210 in response to the request signal. ing.

If the request signal is to increase the supply, the power supplied to slider 156 is increased. As a result, processing for increasing the output of the driving engine 201 is performed, and processing for increasing the number of moving poles 157 to be operated among the moving poles 157 constituting the slider 156 and increasing the magnetic force is performed.
As a result, even when the load applied to the train 200 increases, the train 200 can be levitated at a constant height.
If the request signal is to reduce the supply, the power supplied to slider 156 is reduced or cut. As a result, processing for reducing the output of the driving engine 201 is performed, and processing for reducing the number of moving poles 157 to stop among the moving poles 157 constituting the slider 156 and reducing the magnetic force is performed.
As a result, even when the load applied to the train 200 is small, the train 200 can be levitated at a constant height, and when the train 200 is stopped and passengers are getting on and off, the vehicle body can be stabilized by being grounded. can be done.
In this way, the train 200 according to the present embodiment transmits various signals on the in-vehicle communication network 204a provided in the control unit 204, and each device receives a signal suitable for the purpose and outputs the signal. The control unit 204 is configured to control the running of the vehicle by comprehensively controlling each device based on various signals.

On the other hand, the above various signals output to the onboard communication network 204a are also output to the operation communication network 251a of the operation control system 251 of the train 200 in the same manner. Among various signals, the output control signal is taken into the stator-side control unit 160 in the control station via the operation communication network 251a.

The stator-side control unit 160 is configured to form a request signal requesting a predetermined amount of power to be supplied to the stator 154 based on the output control signal received from the transportation communication network 251a. The formed request signal is output from the control station to the operating communication network 251a. A power supply device (not shown) that receives the request signal transmitted on the operation communication network 251a supplies a predetermined amount of power from the track 210 to the stator 154 via the guide rail 153 in response to the request signal. is configured as

If the request signal is to increase the supply, the power supplied to the stator 154 is increased. As a result, processing for increasing the output of the stator 154 is performed, and processing for operating both the first fixed pole group and the second fixed pole group constituting the stator 154 and increasing the magnetic force of the fixed pole 155 is performed. will be
This allows the train 200 to be accelerated or operated in a full working pattern.
If the request signal is to reduce the supply, the power supplied to stator 154 is reduced or cut. As a result, the output of the stator 154 is reduced, the second fixed pole group forming the stator 154 is stopped, and the magnetic force of the fixed pole 155 belonging to the first fixed pole group is reduced. done.
This allows the train 200 to slow down or operate in an intermittent operation pattern.

Further, as shown in FIG. 11, the control section 204 has a travel control means 105 and a cruise control means 110 together with a slider-side control section 165 related to the slider 156 .
The running control means 105 is configured to form a running control signal for controlling normal running, output the running control signal to the in-vehicle communication network 204a, and control the running of the train 200. FIG.
At this time, the running mode of the train 200 is set to the normal mode.
The cruise control means 110 forms a cruise control signal for controlling the cruise that runs while maintaining a constant speed for a predetermined time, outputs the cruise control signal to the in-vehicle communication network 204a, and controls the cruise of the train 200. is configured as At this time, the travel mode of the train 200 is set to the cruise mode.
Furthermore, the control unit 204 has a determination means 100 .
When the control unit 204 acquires the opening signal transmitted over the in-vehicle communication network 204a, the determination means 100 determines whether or not the control unit 204 is cruising based on the information regarding the magnitude of the throttle opening included in the opening signal. It is configured to determine whether or not. Based on the determination result of the determining means 100, the normal mode and the cruise mode are switched.

A control system for the driving engine 201 of the train 200 having the above configuration will be described below with reference to the attached drawings. FIG. 12 is an explanatory diagram showing an operation example of the master controller 220 during the control system, and FIG. 13 is an explanatory diagram showing the correlation between the operation of the driving engine and the speed of the train 200 based on the control system.

When the train 200 is running, the throttle device 205 converts the analog throttle opening of the throttle main body 205a, which changes at any time, into a digital value by the opening sensor 221 to obtain an opening including information indicating the magnitude of the throttle opening. A process for forming a degree signal as needed is performed. Further, the throttle device 205 performs processing for outputting the formed opening degree signal to the in-vehicle communication network 204a.
The control unit 204 is configured to receive the opening degree signal transmitted over the in-vehicle communication network 204a. The travel control means 105 forms a travel control signal based on the opening signal, and outputs the travel control signal to the in-vehicle communication network 204a. The traveling control signal transmitted over the in-vehicle communication network 204a is input to each in-vehicle device such as the driving engine 201, the drive train 202, the clutch device 215, the transmission device 216, etc., and operation processing is performed. Driving by operation processing performed based on this driving control signal is referred to as normal driving, and the driving mode at this time is referred to as normal mode.

Here, when the train 200 is running while maintaining a constant speed for a predetermined time, the throttle device 205 has an analog throttle opening of the throttle body 205a that maintains a constant opening for a predetermined time. The sensor 221 performs digital conversion to form an opening signal including information indicating the magnitude of the throttle opening at any time. Further, the throttle device 205 performs processing for outputting the formed opening degree signal to the in-vehicle communication network 204a.
An opening signal containing information that the throttle opening is kept constant for a predetermined time is input to the control unit 204 via the in-vehicle communication network 204a.
The judging means 100 reads information indicating that the throttle opening is kept constant for a predetermined time from the opening signal, and when judging that the vehicle is in the cruising state, performs processing for switching from the traveling control means 105 to the cruising control means 110 .
The speed when switching to the cruise control means 110 is defined as the cruise speed, and the opening signal input to the control unit 204 at this time is defined as the first opening signal. A traveling mode in which the train 200 cruises at a cruising speed is referred to as a cruising mode.
In the accelerator device 206 shown in FIG. 12, it is assumed that the normal mode is switched to the cruise mode when the master controller 220 is stopped at a predetermined time point a. This mode switching does not depend on the stop position of the master controller 220, but is performed depending on whether the stop time is equal to or longer than the predetermined time. The position is different depending on the cruising speed.

During the cruise mode, when the master controller 220 is closed in the reverse direction, the throttle device 205 outputs a second opening signal indicating that the throttle opening has become smaller than the throttle opening according to the first opening signal. and outputs the speed signal to the in-vehicle communication network 204a. At this time, the position of the master controller 220 of the accelerator device 206 that opens the throttle body 205a at the throttle opening according to the second opening signal is point b.
The position of point b is a position determined at a predetermined ratio from the position of point a related to the first opening signal, and for example, the throttle opening is 80% of the throttle opening related to the first opening signal. It is a position that can be arbitrarily set on the control program, such as the position where the point is set to the point b.

The control unit 204, which receives the second opening signal from the in-vehicle communication network 204a, causes the cruise control means 100 to switch the cruise mode to the intermittent cruise mode.
The intermittent cruise mode includes a full operation pattern in which the second fixed pole group of the stator 154 indicated by the dotted line in FIG. A mode in which the cruising speed of the train 200 is maintained by alternately repeating an intermittent operation pattern in which only the fixed pole group is used and the output is halved.
At this time, one of the adjacent moving poles 157 of the moving poles 157 of the slider 156 shown in FIG. You can make it work.

During the intermittent cruise mode, the cruise control means 110 outputs an intermittent cruise control signal instead of the cruise control signal to the in-vehicle communication network 204a and the service communication network 251a. The intermittent cruise control signal is formed so as to alternately include information for operating the stator 154 in the full operation pattern and information for operating the stator 154 in the intermittent operation pattern at predetermined time intervals.
As a result, the stator-side control means 160, which receives the intermittent cruise control signal from the operation communication network 251a, performs a processing operation to alternately operate the stator 154 in the full operation pattern and the intermittent operation pattern.
As a result, the stator 154 can periodically change its output so that the full operation pattern and the intermittent operation pattern alternately repeat periodic operations and alternately repeat intermittent operations.

Here, when the train 200 is running in an intermittent operation pattern that halves the output of the stator 154, it is difficult to maintain the cruising speed for a long time compared to the full operation pattern.
To solve this problem, the train 200 runs on the track 210 by inertia, so even if it is an intermittent operation pattern, the cruising speed can be maintained without causing a sudden speed decrease. However, even though it can be maintained, the speed of the train 200 gradually decreases due to air resistance, running resistance, and the like.
Therefore, as shown in FIG. 13, when all operation patterns are turned off, the cruise control means 110 controls the output of the stator 154, which is switched to the harp output pattern, according to the intermittent cruise control signal as the inertia gradually decreases. Perform incremental processing.
As a result, the train 200 can maintain a constant cruising speed for a long period of time, as shown in FIG.

In the intermittent cruising mode, when the opening operation of pushing the master controller 220 in the forward direction is performed, the throttle device 205 outputs a third signal indicating that the throttle opening has become larger than the throttle opening according to the second opening signal. An opening degree signal is output to the in-vehicle communication network 204a and the service communication network 251a.
In the control unit 204 that receives the third opening signal from the in-vehicle communication network 204a, the determination means 100 performs processing for comparing and determining the first opening signal and the third opening signal.
If the throttle opening associated with the third opening signal is equal to or less than the throttle opening associated with the first opening signal, the judging means 100 determines that the master computer 220 is located in front of the point a shown in FIG. 12 in the opposite direction. is located. In this case, that is, when the position of the master controller 220 is between points a and b, the cruise control means 110 performs processing to maintain the intermittent cruise mode.
On the other hand, if the throttle opening associated with the third opening signal is greater than or equal to the throttle opening associated with the first opening signal, the judging means 100 determines that the master computer 220 is positioned farther back in the forward direction than the point a shown in FIG. It is determined that In this case, that is, when the position of the master controller 220 is deeper than the point a, the determination means 100 performs processing for switching from the cruise control means 110 to the cruise control means 105, and the intermittent cruise mode is switched to the normal mode. As a result, the train 200 is switched from cruising to normal running and is accelerated by the linear motors 150 in all operating patterns.

On the other hand, when the master controller 220 is pulled in the opposite direction to close during the intermittent cruise mode, the throttle device 205 indicates that the throttle opening has become smaller than the throttle opening according to the second opening signal. The fourth opening signal is output to the in-vehicle communication network 204a and the operation communication network 251a.
The controller 204, which has received the fourth opening signal from the in-vehicle communication network 204a, determines whether the throttle opening associated with the fourth opening signal is the position of the master controller 220 shown in FIG. Perform processing to determine whether it is located.
Here, like the point b, the position of the point c is a position determined at a predetermined ratio from the position of the point a related to the first opening signal. On the other hand, it is a position that can be arbitrarily set on the control program such that the position where the throttle opening is 50% is defined as point c.
If the throttle opening related to the fourth opening signal is equal to or greater than the throttle opening when the master controller 220 is at the point c, the judging means 100 moves forward from the point c shown in FIG. It is determined that the master controller 220 is located. In this case, that is, when the position of the master controller 220 is between points b and c, the cruise control means 110 performs processing to maintain the intermittent cruise mode.
On the other hand, if the throttle opening related to the fourth opening signal is equal to or less than the throttle opening when the master control 220 is at the point c, the judging means 100 determines that the master control 220 is located in front of the point c shown in FIG. is located. In this case, the determination means 100 performs processing for switching from the cruise control means 110 to the travel control means 105, and the intermittent cruise mode is switched to the normal mode. This switches from cruising to normal running, and the train 200 is decelerated, for example, by regenerative braking of the linear motors 150 switched to a full operating pattern.

In this way, the cruise mode or intermittent cruise mode is configured to be maintained between points a and c of the master controller 220 shown in FIG. 12, and the master controller 220 can be moved to some extent even during the cruise. play is provided.
As a result, a so-called play state is provided between points a and c of the master controller 220, allowing the master controller 220 to be operated with a margin, and enabling the master controller 220 to be moved during cruising. For example, it is possible to prevent a decrease in attention due to simplified driving operations over a long period of time, such as auto-cruising, and it is possible to prevent drowsy driving, inattentive driving, and the like.

When the cruising mode or the intermittent cruising mode is canceled by deviating from the point a-point c of the master controller 220, the position of the master controller 220 is newly made constant and the throttle opening of the throttle device 205 is made constant. When done, the control unit 204 performs the process of switching from the normal mode to the cruise mode after performing the process related to the first opening signal again.
In this way, by opening or closing the master controller 220 of the accelerator device 206, not only the acceleration and deceleration of the vehicle are operated, but also the normal mode for normal power running and the cruising mode for cruising at a constant speed. can be switched, and furthermore, it is configured to be switchable to an intermittent cruise mode in which the full operation pattern and the intermittent operation pattern of the stator 154 are alternately operated during the cruise mode.
In the intermittent operation pattern, one fixed pole group out of the two fixed pole groups forming the stator 154 is stopped, and as shown in FIG. 13, the fixed pole 155 is intermittently excited. Configure.
Such mode switching and pattern switching can be easily realized by additionally installing a control program installed in the conventional control unit 204 without incorporating a special device into the train 200 or the track 210. In the intermittent cruise mode, power consumption during cruise can be suppressed.

10... Motor, 10a... Motor main body,
11... rotor, 11a... output shaft, 12... stator, 13... control part,
15 Rotating poles 16 Rotor-side switching elements 17 Fixed poles 18 Stator-side switching elements
20 Switching element management means 21 Switching control means 23 Power supply switching means 24 Polarity switching means

DESCRIPTION OF SYMBOLS 50... Electric vehicle, 51... Drive engine, 52... Drive train, 52a... Drive shaft, 53... Drive wheel, 54... Control part, 54a... In-vehicle communication network, 55... Throttle device, 55a... Throttle body, 56... Accelerator device ,
60... Engine, 61... Motor, 61a... Battery, 62... Flywheel,
65... Clutch device, 66... Transmission, 67... Main rotor, 68... Slave rotor,
70 ... accelerator pedal, 71 ... opening sensor,
100... Determination means, 105... Driving control means, 110... Cruising control means.

150... linear motor, 151... moving body, 152... moving path, 153... guide rail,
154... Stator, 155... Fixed pole,
156...Slider, 157...Moving pole,

200... Train, 210... Track,
DESCRIPTION OF SYMBOLS 201... Driving engine, 204... Control part, 204a... In-vehicle communication network, 205... Throttle device, 205a... Throttle body, 206... Accelerator device, 207... Braking device,
220... Master controller, 221... Opening sensor,
250... Control station, 251... Operation control system, 251a... Operation communication network.

Claims (6)

an output shaft provided with a rotor formed by radially arranging a plurality of rotating pole pairs arranged opposite to each other with a central axis interposed therebetween;
A stator formed so as to surround the rotor by radially arranging a plurality of fixed pole pairs arranged opposite to each other with the central axis interposed therebetween so as to face the rotating pole pairs. a cylindrical motor body that rotatably supports the output shaft;
a control unit that controls rotational power output from the output shaft;
In a motor consisting of
A motor output control system in which the control unit controls the rotational speed of the rotor with respect to the stator to control the output related to the rotational power of the output shaft,
The fixed pole pairs are numbered sequentially from a predetermined position,
forming a plurality of sets of fixed pole groups by dividing the fixed pole pairs arranged along the circumferential direction of the inner wall of the motor body into a plurality of groups according to a given number,
Numbering the rotating pole pairs in order from a predetermined position,
dividing the rotating pole pairs into a plurality of groups according to predetermined conditions along the circumferential direction of the output shaft according to the assigned numbers to form a plurality of sets of rotating pole groups,
According to the output related to the rotational power,
The control unit selects the fixed pole group or the rotating pole group to operate,
When the power is low, the selected one of the fixed pole groups or one of the rotating pole groups is operated, and the other of the fixed pole groups or the other of the rotating pole groups is stopped, and the fixed pole pairs or the rotating pole groups are operated. so that the pole pairs are thinned to operate,
As the output is increased, the number of the fixed pole groups or the rotating pole groups to be operated is increased,
The output of the motor, wherein the control unit performs control to increase or decrease the number of the fixed pole group or the rotating pole group to be operated, thereby controlling the output related to the rotational power of the output shaft. control system. The output shaft is provided with a flywheel that maintains the rotation of the output shaft by inertia,
When the rotational power associated with the output shaft reaches a steady state in which a substantially constant state is maintained for a predetermined period of time,
While reducing the number of working sets of the fixed pole group or the rotating pole group,
2. The motor output control system according to claim 1, wherein said flywheel applies an inertial force to said rotational power to maintain said steady state of said rotational power. 2. A motor output control system according to claim 1, wherein said motor is mounted on an electric vehicle or a train as a driving engine. a stator composed of a plurality of fixed poles arranged side by side along a predetermined movement path;
a moving body having a slider composed of at least one moving pole arranged opposite to the fixed pole and formed to be movable along the moving path;
a control unit that controls the operation of the moving object;
In a linear motor composed of
A motor output control system in which the controller controls the movement of the slider with respect to the stator to control the moving speed of the moving body,
Numbering the fixed poles in order from a predetermined position,
forming a plurality of sets of fixed pole groups by dividing the fixed poles arranged along the movement path into a plurality of groups according to predetermined conditions according to the assigned numbers;
According to the moving speed of the moving object,
The control unit selects the fixed pole group to be operated,
When the output is low, one of the selected fixed pole groups is operated and the other fixed pole groups are stopped so that the fixed poles are thinned out and operated;
increasing the number of fixed pole groups to be operated as the moving speed is increased,
1. An output control system for a linear motor, wherein the control unit controls the moving speed of the moving body by increasing or decreasing the number of sets of the fixed pole groups to be operated. When the moving body is cruising at a predetermined cruising speed,
reducing the number of working sets of the fixed pole groups along the movement path;
5. The linear motor output control system according to claim 4, wherein the cruising speed is maintained by adding a moving speed related to inertia of the moving body to the moving speed of the moving body. 5. The output control system for a linear motor according to claim 4, wherein the moving object is a train having a drive engine equipped with the linear motor.

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