JP2744598B2 - Electric vehicle control method and device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and apparatus for controlling an electric vehicle, and more particularly to a method and apparatus for controlling an electric brake of an electric vehicle.

[0002]

2. Description of the Related Art In electric vehicles, a control method in which a main motor functions as a traction motor during power running and as a generator during braking is conventionally employed. As a method of obtaining the braking force, a regenerative braking method for returning the generated power to the overhead line, a generating brake method for consuming the generated power with a resistor,
Alternatively, regenerative power generation blending
A braking system and the like are known.

[0003] In each of these braking methods, the obtained electric braking force depends on the characteristics of the main motor such as voltage and current, the restrictions on the condition of the regenerative load vehicle connected to the overhead line, and the capacity of the generating resistor. There is an upper limit to the electric braking force due to restrictions on the above. When the braking force is insufficient due to the above limitation, a supplementary braking method is adopted in which the insufficient braking force is supplemented by another braking means, for example, an air brake using compressed air.

[0004] On the other hand, there are a variety of electrical products connected to overhead lines.
In addition, since the design and production time of these electrical components also extends over a long period of time, if a voltage exceeding the specification is supplied to the overhead wire, an accident such as insulation deterioration or protection operation of the electrical components may be caused. For this reason, the limit value of the overhead line voltage tends to be kept as narrow as possible within a range that can be controlled stably to the upper limit, and the regenerative braking action range tends to be expanded.

Therefore, the regenerative power greatly fluctuates due to a slight fluctuation of the overhead wire voltage, and the shortage of the braking force is supplemented by supplementary braking. This indicates that the overhead line voltage limit changes due to a setting error or aging of the overhead line voltage limiting circuit, causing a change in the operation amount of the supplementary brake. Therefore, on a running route with a high vehicle density around the city, there is little change in the power generation braking force due to the overhead line voltage limit, but on a local running route with a low vehicle density, the regenerative load is small and the substation interval is coarse. The substation delivery voltage is high, and the overhead line voltage limit works frequently. In other words, on a local travel route, the electric braking force changes due to a setting error of the overhead line voltage limit or aging, and the amount of action of the supplementary brake changes greatly.

[0006]

SUMMARY OF THE INVENTION In electric vehicle control,
In recent years, induction motors have been used as traction motors and VVVF
The method of powering and braking by the device has rapidly become mainstream. The main motivations are the rapid development of power semiconductors, the need for less maintenance, and the need to extend maintenance return. The above-mentioned AC conversion of the traction motor has a great effect with the release of maintenance of commutators and brushes of the DC motor.

[0007] On the other hand, the lack of electric braking force is supplemented by the air brake, which causes a problem of maintenance of the air brake shoe. As a solution to this problem, by expanding the range of electric brake operation as much as possible, supplementary braking by air is reduced, maintenance of brake shoes is reduced, and a regeneration rate is improved. However, there is a change in the setting of the overhead wire voltage limit as a cause of the secular change and the variation of the electric brake action range. In electric cars,
The electric braking force is obtained by regenerating electric power through the overhead wire, and the change in the setting in the overhead wire voltage limit is caused by the change in the supplementary brake usage, that is, the air brake
In the case of air-controlled brakes), it appears as a change in brake shoe wear.

For this reason, the amount of wear of the brake shoes differs for each control unit, and maintenance tends to be difficult at regular intervals. In addition, this trend is observed in 8M1C, 4
It is expected that this will become more prominent with the subdivision of the control unit from the collective control of eight motors such as M1C and four motors to the bogie control and individual control.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems of the prior art, and an object of the present invention is to increase the range of action of an electric brake, and to improve the performance of a brake shoe within a knitting system or a vehicle unit. An object of the present invention is to provide an electric vehicle control method and apparatus capable of minimizing wear variation.

[0010]

According to a first aspect of the present invention, there is provided an electric vehicle comprising an electric brake means and another braking means, wherein a braking force by the electric braking force is provided for each control unit. In the control method for an electric vehicle in which the shortage is obtained as a supplementary braking force and another braking means is actuated according to the obtained supplementary braking force, the above-mentioned supplementary braking force is integrated for each control unit, and the other control units are added. The electric braking force suppression value in each control unit is changed based on the difference between the average value of the supplementary braking force accumulation amount calculated for each control unit and the supplementary braking force accumulation amount in each control unit.

According to a second aspect of the present invention, there is provided a control device for controlling the driving and braking of an electric vehicle, and a braking force provided by another braking means in response to a braking force shortage caused by the electric braking force controlled by the control device. In an electric vehicle control device provided with a supplementary braking means, the supplementary braking force integrating means provided for each control unit and integrating the supplementary braking force in each control unit, and an output of the supplementary braking force integrating means are provided. Based on the average value calculating means for calculating the average value of the supplementary braking force integrated amount of the control unit, and comparing the output of the supplementary braking force integrating means and the output of the average value calculating means provided for each control unit, When the output of the supplementary braking force integration means is greater than the output of the average value calculation means, the electric brake force suppression signal is reduced, and the output of the supplementary braking force integration means is output from the average value calculation means. When more small, it is provided with a electrical braking force suppression means to raise the suppression signal of the electric brake force.

According to a third aspect of the present invention, in the second aspect, a positive value of a difference signal between the command braking force and the actual electric braking force is used as an input signal of the supplementary braking force integrating means. It was done. The invention according to claim 4 of the present invention is the invention according to claim 2 or 3,
The electric brake force suppressing means is configured to change the overhead line voltage limit value based on a comparison result between the output of the supplementary braking force integrating means and the output of the average value calculating means.

[0013] The invention of claim 5 of the present invention is the invention of claims 2 and 3.
Alternatively, in the invention according to claim 4, the average value of the supplementary braking force integrated amount is calculated by the knitting monitor.

[0014]

According to the present invention, as described above, the supplementary braking force is integrated for each control unit, and the average value of the supplementary braking force integrated amount calculated for each control unit is calculated. Based on the difference with the integrated value of supplementary braking force,
Since the electric braking force suppression value in each control unit is changed, the electric braking force (electric braking means such as regenerative braking, power generation braking, etc.) varies depending on the variation in the overhead line voltage limiting function, current limiting function, etc. in each control unit. ), The supplementary braking force of each control unit in the knitting can be made substantially equal. For this reason, in the knitting, the amount of wear of the brake shoes of the braking means acting as a supplementary braking force can be made equal, and maintenance return can be made constant. In addition, since deviations and variations in the setting of the limit value can be corrected, it is not necessary to give a margin to the setting of the limit value, and the electric brake application range can be expanded.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to an electric vehicle control device using a regenerative brake will be described below.
FIG. 1 is a diagram showing one embodiment of the present invention.
The figure shows a case where one train is composed of one control device.

In FIG. 1, reference numerals 1, 2, and 3 denote control units for an electric vehicle, and control units 1 and 2 having the same configuration as a control unit.
One train is composed of two or three vehicles, and only the parts related to the present embodiment are shown in FIG. In the figure, reference numeral 11 denotes a supplementary brake commander of the control device 1, which subtracts the command brake force and the regenerative brake force and outputs a supplementary brake force command value a1.

Reference numerals 4, 5, and 6 denote pneumatic brake devices, which are supplementary braking force command values a output from the control devices 1, 2, and 3.
1, a2 and a3 are applied to actuate the air braking.
Reference numeral 12 denotes a supplementary braking force accumulator, which accumulates the supplementary braking force command value a1 and supplies the accumulated value B1 to the supplementary braking force accumulated value average value computing unit 7 and a computing unit 13 described later.

The supplementary braking force integrated value average value calculator 7 calculates integrated values B1 to B3 output from the control devices 1, 2, and 3.
To obtain the average value A. It should be noted that most recent vehicles are provided with a knitting monitor for monitoring the operation of each control device and the like, and the above-described supplementary braking force integrated value average value calculation can be performed by the knitting monitor. Since the knitting monitor is functionally connected to each control device by a data transmission system, it is not necessary to newly install a transmission system or the like by performing the supplementary braking force integrated value average value calculation on the knitting monitor.

Numeral 13 denotes an arithmetic unit. The arithmetic unit 13 has an average value A of the integrated value output from the supplementary braking force integrated value average value calculating unit 7 and an integrated value B1 output from the supplementary braking force integrator 12.
A + B1 and the sum A + B1 are obtained, and the difference A-B1 is divided by the sum A + B1 to obtain the difference between the integrated value B1 of the own control device and the average value A of the integrated values of the respective control devices as a ratio. . 14 is a multiplier for multiplying the output of the calculator 13 by the coefficient k,
Reference numeral 15 denotes an overhead line voltage limiting circuit that sets the overhead line voltage limit value during regenerative braking to Vc ± ΔVc based on the output ± ΔV of the multiplier 14.

Next, the operation of this embodiment will be described. At the time of braking the electric vehicle, the supplementary brake command unit 11 of the control device 1 subtracts the command braking force and the regenerative braking force, and outputs the shortfall as the supplementary braking force command a1. The air brake device 4 applies the air braking in accordance with the supplementary braking force command a1 to supplement the regenerative braking force.

On the other hand, the supplementary braking force command a1 is given to the supplementary braking force integrator 12. The supplementary braking force accumulator 12 accumulates the supplementary braking force command a1 to obtain a supplementary braking force integrated value B1 and supplies the supplementary braking force integrated value average value computing unit 7 with the result. Similarly, in the other control devices 2 and 3, the supplementary braking force commands a2 and a3 are obtained and the air braking is operated, and the supplementary braking force integrated value B1 is obtained and given to the supplementary braking force integrated value average value calculator 7. .

The supplementary braking force integrated value average value calculator 7 calculates the supplementary braking force integrated value B output by each of the control devices 1, 2, and 3.
1, B2, and B3 are added to obtain an average value A, and the average value A is given to each of the control devices 1, 2, and 3. The arithmetic unit 13 of the control device 1 calculates (A−B1) / (A + B1) based on the average value A and the supplementary brake force integrated value B1 obtained by the supplementary brake force calculator 12 of the control device 1. The difference between the integrated value B1 and the average value A in the control device 1 is obtained as a ratio.

The output of the arithmetic unit 13 is +1 to-
The value is in the range of 1. When A> B1 + 1.0 ≧ [output of arithmetic unit 13]> 0 When A = B1 [output of arithmetic unit 13] = 0 When A <B1 +1.0 <[output of arithmetic unit 13] ≦ 0 The output of the arithmetic unit 13 obtained as described above is multiplied by the multiplier 14
Is multiplied by a coefficient k to obtain a variable ± ΔVc that changes the overhead wire voltage limit value Vc, and is provided to the overhead wire voltage limiting circuit 15.

The overhead line voltage limiting circuit 15 changes the overhead line voltage limit value Vc to Vc ± ΔVc according to the variable ± ΔV.
In the other control devices 2 and 3 as well, the integrated value B
2. The difference between B3 and the average value A is calculated as a ratio, the ratio is multiplied by a coefficient to obtain a variable ΔV, and the overhead line voltage limit value Vc is changed according to the variable ΔV.

As described above, in this embodiment, the difference between the supplementary braking force integrated value B1, B2, B3 and the output A of the supplementary braking force integrated value average value calculator 7 is determined by each control device. Since the overhead line voltage limit value is changed according to the ratio, the overhead line voltage limit value affecting the operation of the supplementary brake can be delicately corrected, and a setting error or a variation in each control device due to aging. Can be automatically corrected.

As a result, the wear of the brake shoes can be made uniform, the planned maintenance can be achieved, and the limit of the regenerative capacity can be controlled. In the above embodiment, the supplementary braking force integrator 12
Since the supplementary braking force, which is a real-time signal, is integrated, the automatic control loop including the supplementary braking force integrator 12, the overhead line voltage limiting circuit 15, the electric brake control system of the electric vehicle, and the like can be stably controlled. it can. That is, even if there is a wasteful time element with a slow signal transmission in the loop of the automatic control system, the influence on the stability of the automatic control system can be reduced by providing the integral element.

FIG. 2 is a diagram showing an example of the configuration of the supplementary braking force integrator 12 in the present embodiment. In the figure, reference numeral 21 denotes a clock oscillator for generating a reference clock signal CLK having a period tc, and reference numeral 22 denotes the reference clock signal C.
LK, and the second clock signal CL every time t1.
A counter for generating K1 and 23 is a frequency divider. The output of the frequency divider 23 changes from 0 to T by 1 every time t1 according to the second clock signal CLK1 output from the counter 22, and a memory to be described later. 26 addresses are determined.

Reference numeral 24 denotes an input terminal to which the supplementary braking force command a1 is given; 25, an integrator for adding the supplementary braking force command a1 every time the reference clock CLK is input; and 26, a memory for storing the output of the integrator 25. The memory 26 has T storage areas and is addressed by the frequency divider 26. An adder 27 adds the values stored in the memory.

In FIG. 2, the supplementary braking force command a1 is integrated as follows. The supplementary braking force command a1 is given to the integrator 25, and the integrator 25 adds the supplementary braking force command a1 every time the clock oscillator 21 generates the reference clock CLK. The added value of the integrator 25 is calculated by the counter 22
Is supplied to the memory 26 every time the second clock CLK1 is generated, and is stored in the address output from the frequency divider 23. At this time, the content of the integrator 25 is reset to zero.

As described above, the sampling time tc
The integrated value of the supplementary braking force command a1 sampled every time and integrated by the integrator 25 is stored in the address of the memory 26 output from the frequency divider 23 for each time t1.
That is, the memory 26 always stores the latest T data. The adder 27 adds the T data stored in the memory 26 to calculate a supplementary braking force integrated value during the time t1 × T.

In the above embodiment, the case where one train is constituted by three control units is described. However, the present invention is also applicable to the case where one train is constituted by n control units. In this case, the supplementary braking force integrated value average value calculator 7 may calculate the average value of the integrated values B1 to Bn. Further, in the above embodiment, the case where the overhead wire voltage limit value is changed has been described as a means for controlling the regenerative brake suppression amount.However, the present invention is not limited to the above embodiment. The regenerative brake suppression amount can be controlled by various means such as changing the current limit value.

Further, in the above embodiment, the case where the present invention is applied to the regenerative braking system has been described.
The present invention can also be applied to a power generation brake method in which generated power is consumed by a resistor, or a regenerative / power generation blending / brake method. For example, when the present invention is applied to the power generation brake system, a limit value such as a current limit value in the power generation brake may be changed instead of changing the overhead wire voltage limit value.

Further, in the above embodiment, the supplementary braking force in the same formation unit is made uniform. However, in the case of a vehicle controlled in units of a bogie control unit and individual vehicles, not the entire formation but the unit of bogies Alternatively, the supplementary braking force may be equalized for each individual vehicle.

[0034]

As described above, according to the present invention, based on the difference between the average value of the integrated amount of supplementary braking force calculated for each control unit and the integrated value of the supplementary braking force in each control unit. Since the electric braking force suppression value in each control unit is changed, it is necessary to automatically correct deviations, variations, aging, etc. in the setting of limit values such as the overhead wire voltage limit value that determines the electric braking force suppression value. Thus, the operation amount of the supplementary brake in each control unit can be made uniform. Therefore, the amount of wear of the brake shoes of the supplementary braking means in the same formation can be made uniform, and the return to maintenance can be made constant.

Also, as described above, the deviation of the setting of the limit value,
Variations and the like can be corrected, so that it is not necessary to give a margin to the setting of the limit value, and the electric brake application range can be expanded.

[Brief description of the drawings]

FIG. 1 is a diagram showing one embodiment of the present invention.

FIG. 2 is a diagram showing an example of a configuration of a supplementary braking force integrator.

[Explanation of symbols]

1, 2, 3 Control device 4, 5, 6 Air brake device 7 Supplementary brake force integrated value average value calculator 11 Supplementary brake commander 12 Supplementary brake force integrator 13 Calculator 14 Multiplier 15 Overhead wire voltage limiting circuit 21 Clock oscillator 22 Counter 23 Divider 24 Supplementary braking force command input terminal 25 Integrator 26 Memory 27 Adder a1, a2, a3 Supplementary braking force command value A Supplementary braking force integrated value average value B1, B2, B3 Supplementary braking force integrated value

Continuation of front page (72) Inventor Tadashi Mitomi 4-6-32 Higashikashigaya, Ebina-shi, Kanagawa Toyo Electric Manufacturing Co., Ltd. Sagami Works (56) References JP-A-60-148302 (JP, A) 1988-35103 (JP, A) (58) Field surveyed (Int. Cl. ⁶ , DB name) B60L 7/24

Claims (5)

(57) [Claims] An electric brake means and another braking means are provided, and a braking force shortage due to the electric braking force is obtained as a supplementary braking force for each control unit, and the other braking means is determined according to the obtained supplementary braking force. In the control method for an electric vehicle, the above-mentioned supplementary braking force is integrated for each control unit, and the average value of the supplementary braking force integrated amount calculated for each of the other control units is calculated. An electric vehicle control method, comprising: changing an electric braking force suppression value in each control unit based on a difference from an integrated braking force amount. 2. A control device for controlling driving and braking of an electric vehicle, and supplementary braking means for supplementing a braking force by another braking means with respect to insufficient braking force due to an electric braking force controlled by the control device. An electric vehicle control device comprising: a supplementary braking force integrating means provided for each control unit for integrating supplementary braking force in each control unit; and a supplementary braking of the control unit based on an output of the supplementary braking force integrating means. Average value calculating means for calculating the average value of the force integrated amount, provided for each control unit, and comparing the output of the supplementary braking force integrating means with the output of the average value calculating means; When the output is greater than the output of the average value calculating means, the electric brake force suppression signal is reduced, and when the output of the supplemental braking force integrating means is smaller than the output of the average value calculating means, An electric vehicle control device comprising: an electric braking force suppression unit that raises a signal for suppressing a braking force. 3. The electric vehicle control device according to claim 2, wherein a positive value of a difference signal between the command braking force and the actual electric braking force is used as an input signal of the supplementary braking force integrating means. 4. The system according to claim 2, wherein the electric brake force suppressing means changes the overhead line voltage limit value based on a comparison result between the output of the supplementary braking force integrating means and the output of the average value calculating means. Electric car control device. 5. The electric vehicle control device according to claim 2, wherein the average of the supplementary braking force integrated amount is calculated by a formation monitor.