JP3086409B2 - Vehicle travel control 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 vehicle drive control system employing a left and right wheel independent drive system.

[0002]

2. Description of the Related Art A conventional vehicle travel control device has a configuration as shown in FIG. That is, the left and right drive wheels 1L, 1R of the train's powered vehicle are connected by one axle 2,
The torque command setting unit 3 receives the train speed as an input, calculates and outputs a torque command corresponding to the train speed in accordance with a torque pattern registered in advance, so that the electric motor driving device 5 can operate the electric motor 6 with electric power corresponding to the torque command. Is rotated, so that the left and right rotate at the same speed.

On the other hand, there has been proposed a vehicle traveling control device of a left and right wheel independent driving system in which an axle connecting left and right wheels is omitted, and electric motors are provided on the left and right wheels to drive the left and right wheels respectively. In this vehicle travel control device of the left and right wheel independent drive system, the control of the left and right electric motors for driving the left and right wheels is performed independently, and there is no control system that performs the rotational speed control while cooperating with the left and right. .

[0004]

In the proposed vehicle drive control system of the left and right wheel independent drive system, when the motors for driving the left and right wheels are controlled independently, when the vehicle passes through a curve, the conventional axle is connected to the wheel. In such a case, there is a problem that the self-steering performance originally possessed is lost and the vehicle cannot smoothly pass through a curve.

[0005] Further, when the vehicle passes through a straight line, there has conventionally been a force for returning to the center line of the two orbits due to the self-steering performance. As a result, there is also a problem that the wear of the flange of the wheel becomes severe.

[0006] In addition, there is a problem that the vehicle may vibrate in the left-right direction due to irregularities in the track when passing through a straight line, which may impair ride comfort.

SUMMARY OF THE INVENTION The present invention has been made to solve the problems of the conventional vehicle drive control system of the independent left and right wheel drive system. Curves can be smoothly passed by
It is another object of the present invention to provide a vehicle traveling control device capable of reducing the deviation in the left-right direction when passing through a straight line.

Another object of the present invention is to provide a vehicle traveling control device capable of reducing the vibration of the vehicle in the left-right direction when passing through a straight line and improving the riding comfort.

[0009]

According to a first aspect of the present invention, there is provided a vehicle traveling control apparatus of a left and right wheel independent driving system, wherein a train speed is input and a torque command set in advance corresponding to the input train speed is provided. A torque command setting unit that outputs a torque command according to a pattern, and a left and right wheel speed difference correction that receives a rotation speed of each of the left and right wheels and calculates a speed difference correction torque based on the input rotation speed difference of each of the left and right wheels. The torque calculation unit, the track radius of curvature and the train speed are input, and the left and right wheel speed difference is output by setting the control gain of the right and left wheel speed difference correction torque calculation unit in accordance with the track radius of curvature and the train speed. In response to the torque command output from the control gain setting unit and the torque command setting unit, the right and left wheel speed difference correction Left wheel by adding or subtracting a click,
The left and right wheel speed difference corrector for calculating the final torque command of each right wheel, and the left wheel and right wheel are driven based on the final torque command of each of the left and right wheels output from the left and right wheel speed difference corrector. It is provided with a left wheel drive device and a right wheel drive device.

[0010] In the vehicle traveling control device according to the first aspect of the present invention, the torque command setting section outputs a torque command according to a torque command pattern set in advance corresponding to the input train speed. The left and right wheel speed difference control gain setting unit sets the control gain of the left and right wheel speed difference correction torque calculation unit according to the input track radius of curvature and the train speed, and the left and right wheel speed difference correction torque calculation unit gives the control gain. Using the obtained control gain, a speed difference correction torque is calculated from the input rotation speed difference between the left and right wheels, and output to the left and right wheel speed difference correction unit.

The left and right wheel speed difference correction section adjusts the left and right wheel speed difference correction torque output from the left and right wheel speed difference correction torque calculation section with respect to the torque command output from the torque command setting section to thereby adjust the left wheel. , A final torque command for each of the right wheels, and the left wheel driving device and the right wheel driving device respectively drive the left wheel and the right wheel based on these final torque commands.

By coordinating the drive control between the left and right wheels in this way, the vehicle can travel smoothly on a curved portion, and the meandering of the wheels, which tends to occur when traveling on a straight portion, can be suppressed.

According to a second aspect of the present invention, in the vehicle traveling control device of the first aspect, the left and right wheel speed difference control gain setting units are configured such that the right and left wheels to be controlled are located on the front or rear side of the bogie with respect to the traveling direction of the train. The control gain of the right and left wheel speed difference correction torque calculation unit is set and output in accordance with the control gain.

Thus, the left and right wheel speed difference control gain setting unit controls the right and left wheel speed difference correction torque calculation unit according to whether the left and right wheels to be controlled are in front of or behind the bogie with respect to the traveling direction of the train. The gain is set, and the left and right wheel speed difference correction torque calculation unit is used to calculate the speed difference correction torque from the input rotation speed difference of each of the left and right wheels using the given control gain and output it to the left and right wheel speed difference correction unit. Will do.

According to a third aspect of the present invention, there is provided the vehicle traveling control device according to the first aspect, wherein the left and right wheel speed difference control gain setting unit receives the left-right acceleration and the train speed of the vehicle body or the bogie and inputs the left-right wheel speed difference control gain. The present invention is characterized in that a control gain of the right and left wheel speed difference correction torque calculation unit is set and output according to the direction acceleration and the train speed.

Thus, the left / right wheel speed difference control gain setting unit receives the left / right acceleration of the vehicle or the bogie and the train speed as inputs, and corrects the right / left wheel speed difference correction torque according to the left / right acceleration of the vehicle or the bogie and the train speed. The control gain of the calculation unit is set, and the left and right wheel speed difference correction torque is calculated by using the control gain provided by the calculation unit to calculate the speed difference correction torque from the input rotation speed difference of the left and right wheels to obtain the right and left wheel speed difference. It will be output to the correction unit.

According to a fourth aspect of the present invention, there is provided a vehicle traveling control apparatus of a left and right wheel independent drive system, wherein a train speed is input and a torque command is output in accordance with a torque command pattern set in advance corresponding to the input train speed. A torque command setting unit for inputting an axle rotation angle command value for calculating the axle rotation angle command value for the bogie using the track curvature radius as an input, and an axle rotation angle actual value for the bogie and an output from the axle rotation angle command value calculation unit An axle rotation angle control torque calculation unit for calculating an axle rotation angle control torque based on a difference between the actual axle rotation angle value and the axle rotation angle command value, and a torque command setting unit. Axle rotation angle control torque output by the axle rotation angle control torque calculation unit with respect to the torque command output from An axle rotation angle control unit that calculates final torque commands for the wheels and the right wheel, and a left wheel and a right wheel that are driven based on the final torque commands for the left and right wheels output from the axle rotation angle control unit, respectively. It is provided with a left wheel drive device and a right wheel drive device.

In the vehicle traveling control device according to the fourth aspect of the present invention, the torque command setting unit outputs a torque command according to a torque command pattern set in advance corresponding to the input train speed. The axle rotation angle command value calculation unit receives the track radius of curvature as an input, calculates an axle rotation angle command value for the bogie, and the axle rotation angle control torque calculation unit calculates the axle rotation angle actual value for the bogie and the axle rotation angle command. The axle rotation angle control torque is calculated based on the difference from the value.

The axle rotation angle control unit adjusts the axle rotation angle control torque output by the axle rotation angle control torque calculation unit with respect to the torque command output from the torque command setting unit, so that the left and right wheels are adjusted. The respective final torque commands are calculated, and based on these final torque commands, the left wheel drive device and the right wheel drive device
Drive the right wheel.

In this way, by coordinating the drive between the left and right wheels, the vehicle can smoothly travel on the curved portion,
In addition, meandering of the wheels, which is likely to occur when traveling on a straight section, can be suppressed.

According to a fifth aspect of the present invention, in the vehicle traveling control apparatus of the fourth aspect, the left and right wheels to be controlled are located on the rear side of the bogie with respect to the traveling direction of the train, as the axle rotation angle command value calculating section. The rotation angle between the wheel axle and the bogie on the front side of the bogie with respect to the traveling direction of the train is input, and the rotational angle command value of the rear axle with respect to the bogie according to the rotational angle of the front axle with respect to the bogie. Is used.

According to this, the axle rotation angle command value calculating unit is located on the front side of the bogie with respect to the traveling direction of the train when the right and left wheels to be controlled are behind the bogie with respect to the traveling direction of the train. A rotation angle between the wheel axle and the bogie is input, and a rotation angle command value for the rear axle with respect to the bogie is calculated according to the rotation angle of the front axle with respect to the bogie. The axle rotation angle control torque is calculated based on the difference between the actual axle rotation angle value and the axle rotation angle command value.

According to a sixth aspect of the present invention, in the vehicle traveling control device of the fourth aspect, the rotation angle of the bogie relative to the vehicle body is input as the axle rotation angle command value calculation unit, and the axle relative to the bogie is determined based on the angle between the body bogies. Which calculates the rotation angle command value.

Thus, the axle rotation angle command value calculation unit receives the rotation angle of the bogie relative to the vehicle body as an input, calculates the axle rotation angle command value for the bogie based on the rotation angle between the vehicle bodies, and controls the axle rotation angle control. The torque calculator calculates the axle rotation angle control torque based on the difference between the actual axle rotation angle value for the bogie and the axle rotation angle command value.

According to a seventh aspect of the present invention, in the vehicle traveling control device according to the fourth aspect, the axle rotation angle command value calculating section inputs the strain amount of the left body bogie-to-bogie spring and the strain amount of the right body bogie-to-bogie spring. And a method of calculating a rotation angle command value of the axle with respect to the bogie corresponding to the difference in the amount of strain of the spring between the right and left bogies.

Thus, the axle rotation angle command value calculation unit receives the distortion amount of the spring between the left and right body bogies and the distortion amount of the spring between the right body bogies, and responds to the difference between the distortion amounts of the right and left body bogie springs. The axle rotation angle control torque calculation unit calculates the axle rotation angle control torque based on the difference between the axle rotation angle actual value and the axle rotation angle command value for the bogie. Will do.

According to an eighth aspect of the present invention, in the vehicle traveling control device according to the fourth aspect, the axle rotation angle command value calculation unit calculates the axle rotation angle based on the output of the gyro sensor mounted on the vehicle body or the bogie and the train speed. An axle rotation angle command value is calculated.

Thus, the axle rotation angle command value calculation unit calculates the axle rotation angle command value for the bogie based on the output of the gyro sensor mounted on the vehicle body or the bogie and the train speed, and calculates the axle rotation angle control torque. The calculation unit calculates the axle rotation angle control torque based on the difference between the actual value of the axle rotation angle with respect to the bogie and the axle rotation angle command value.

According to a ninth aspect of the present invention, in the vehicle traveling control device according to the fourth aspect, as the axle rotation angle command value calculation unit, the rotation angle of the slave wheel not driven by the electric motor in the knitting with respect to the axle bogie is input, and The present invention is characterized in that a command for calculating a rotation angle command value of an axle of a driving wheel with respect to a bogie based on an axle rotation angle is used.

Thus, the axle rotation angle command value calculation unit receives the rotation angle of the driven wheel, not driven by the electric motor in the knitting, with respect to the axle bogie, and based on the axle rotation angle of the driven wheel, the rotation angle of the axle of the driving wheel with respect to the bogie. The command value is calculated, and the axle rotation angle control torque calculation unit calculates the axle rotation angle control torque based on the difference between the actual axle rotation angle value for the bogie and the axle rotation angle command value.

According to a tenth aspect of the present invention, in the vehicle traveling control device of the fourth aspect, the axle rotation angle command value calculating section includes:
The present invention is characterized in that an input is a lateral acceleration and a train speed of a vehicle body or a bogie, and an axle rotation angle command value for the bogie is calculated in accordance with the lateral acceleration and the train speed.

Thus, the axle rotation angle command value calculation unit receives the left-right acceleration and the train speed of the vehicle body or the bogie as inputs, and according to the left-right acceleration and the train speed,
Calculating an axle rotation angle command value for the bogie, and an axle rotation angle control torque calculating unit calculating an axle rotation angle control torque based on a difference between the axle rotation angle actual value for the bogie and the axle rotation angle command value. become.

An eleventh aspect of the present invention is directed to a vehicle traveling control apparatus of a left and right wheel independent driving system, wherein a train speed is input for left and right wheels on a front side of a bogie with respect to a traveling direction of a vehicle, and A first torque command setting unit that outputs a first torque command in accordance with a torque command pattern that is set in advance corresponding thereto, and a rotation speed of each of the left and right wheels, and a rotation speed of each of the input left and right wheels Left and right wheel speed difference correction torque calculation unit that calculates a speed difference correction torque based on the difference, a track radius of curvature and a train speed are input, and left and right wheel speed difference correction is performed in accordance with the track radius of curvature and the train speed. A left and right wheel speed difference control gain setting unit that sets and outputs a control gain of a torque calculation unit; and a first torque command output from a first torque command setting unit. A left and right wheel speed difference correction unit that calculates final torque commands for the left and right wheels by adjusting the left and right wheel speed difference correction torque output by the left and right wheel speed difference correction torque calculation unit; A left wheel output device from the front wheel, a left wheel driving device for driving the front right wheel based on the final torque command of each right wheel, a right wheel driving device, and a bogie with respect to the traveling direction of the vehicle. A second torque command setting unit configured to receive a train speed as an input and output a second torque command according to a preset torque command pattern corresponding to the input train speed, for the left and right wheels on the rear side; Input the left and right wheel speed difference correction torque output from the right and left wheel speed difference correction torque calculation unit, and set the axle rotation angle command value according to the left and right wheel speed difference correction torque. The axle rotation angle command value calculation unit to be calculated, the axle rotation angle actual value for the bogie and the axle rotation angle command value output from the axle rotation angle command value calculation unit are input, and these axle rotation angle actual value and axle rotation angle An axle rotation angle control torque calculator for calculating an axle rotation angle control torque based on the difference between the command values;
By adjusting the axle rotation angle control torque output by the axle rotation angle control torque calculation unit with respect to the second torque command output from the torque command setting unit of An axle rotation angle control unit to calculate, a left wheel output from the axle rotation angle control unit, a rear left wheel based on a final torque command for each of the right wheels, a left wheel driving device for driving each of the rear right wheels, And a right wheel driving device.

In the vehicle traveling control device according to the eleventh aspect of the present invention, for the left and right wheels on the front side of the bogie with respect to the traveling direction of the vehicle, the first torque command setting unit corresponds to the input train speed. And outputs a first torque command according to a preset torque command pattern. The left and right wheel speed difference control gain setting unit sets the control gain of the left and right wheel speed difference correction torque calculation unit according to the input track radius of curvature and the train speed, and the left and right wheel speed difference correction torque calculation unit gives the control gain. Using the obtained control gain, a speed difference correction torque is calculated from the input rotation speed difference between the left and right wheels, and output to the left and right wheel speed difference correction unit.

The left and right wheel speed difference speed correcting section performs the first
The final torque command for each of the left and right wheels is adjusted by adding or subtracting the left and right wheel speed difference correction torque output from the left and right wheel speed difference correction torque calculation unit to the first torque command output from the torque command setting unit. Is calculated, and the left wheel drive device and the right wheel drive device respectively drive the front left wheel and right wheel of the bogie based on these final torque commands.

On the other hand, for the left and right wheels on the rear side of the bogie relative to the traveling direction of the vehicle, the second torque command setting unit
A second torque command is output in accordance with a preset torque command pattern corresponding to the input train speed. The axle rotation angle command value calculation unit receives the left and right wheel speed difference correction torque output from the left and right wheel speed difference correction torque calculation unit and calculates an axle rotation angle command value according to the left and right wheel speed difference correction torque. Then, the axle rotation angle control torque calculation unit calculates the axle rotation angle control torque based on the difference between the actual value of the axle rotation angle with respect to the bogie and the axle rotation angle command value.

The axle rotation angle control section adjusts the axle rotation angle control torque output by the axle rotation angle control torque calculation section with respect to the second torque command output from the second torque command setting section. Then, the final torque command for each of the left wheel and the right wheel is calculated, and the left wheel driving device and the right wheel driving device respectively drive the left wheel and the right wheel on the rear side of the bogie based on these final torque commands.

In this way, by coordinating the driving between the left and right wheels on the front and rear sides of the bogie, the vehicle can smoothly travel on a curved portion and also suppress the meandering of the wheels which is likely to occur when traveling on a straight portion. can do.

According to a twelfth aspect of the present invention, in the vehicle traveling control device of the left and right wheel independent driving system, the train speed is input,
A torque command setting unit that outputs a torque command according to a torque command pattern set in advance corresponding to the input train speed, and a track curvature radius as an input, and an axle rotation angle control torque corresponding to the track curvature radius. And an axle rotation angle control torque calculating section for calculating and outputting the torque, and an axle rotation angle control torque output by the axle rotation angle control torque calculation section for the torque command output from the torque command setting section. An axle rotation angle control unit that calculates final torque commands for the wheels and the right wheel, and a left wheel and a right wheel that are driven based on the final torque commands for the left and right wheels output from the axle rotation angle control unit, respectively. It is provided with a left wheel drive device and a right wheel drive device.

In the vehicle traveling control device according to the twelfth aspect of the invention, the torque command setting section outputs a torque command according to a torque command pattern set in advance corresponding to the input train speed. The axle rotation angle control torque calculation unit calculates and outputs an axle rotation angle control torque corresponding to the track radius of curvature.

The axle rotation angle control unit adjusts the axle rotation angle control torque output by the axle rotation angle control torque calculation unit with respect to the torque command output from the torque command setting unit, so that the left wheel and the right wheel are adjusted. The respective final torque commands are calculated, and based on these final torque commands, the left wheel drive device and the right wheel drive device
Drive the right wheel.

In this way, by coordinating the drive between the left and right wheels of the bogie, it is possible to smoothly travel on curved sections, and to suppress the meandering of wheels which is likely to occur when traveling on straight sections.

According to a thirteenth aspect of the present invention, in the vehicle traveling control device according to the twelfth aspect, the axle rotation angle control torque calculation unit receives the rotation angle of the bogie relative to the vehicle body as an input, and performs the axle rotation based on the rotation angle between the vehicle bodies. It is characterized in that an angle control torque is calculated and output.

Thus, the axle rotation angle control torque calculation unit receives the rotation angle of the bogie relative to the vehicle body as an input, calculates and outputs an axle rotation angle control torque based on the rotation angle between the vehicle bodies, and outputs the axle rotation angle control torque. The unit calculates the final torque command for each of the left wheel and the right wheel by adjusting the axle rotation angle control torque with respect to the torque command output from the torque command setting unit, and calculates the left torque based on these final torque commands. Wheels and right wheels will be driven.

According to a fourteenth aspect of the present invention, in the vehicle traveling control device according to the twelfth aspect, the strain amount of the spring between the left body bogies and the strain amount of the spring between the right body bogies are input as the axle rotation angle control torque calculating section. And an axle rotation angle control torque that is calculated and output according to the difference in the amount of distortion between the left and right vehicle bogies is used.

Thus, the axle rotation angle control torque calculation unit receives the distortion amount of the spring between the left and right body bogies and the distortion amount of the spring between the right body bogies, and responds to the difference between these left and right body bogie distortion amounts. The axle rotation angle control torque is calculated and output, and the axle rotation angle control unit adjusts the axle rotation angle control torque with respect to the torque command output from the torque command setting unit so that the left wheel and the right wheel are adjusted. The respective final torque commands are calculated, and the left wheel and the right wheel are driven based on these final torque commands.

According to a fifteenth aspect of the present invention, in the vehicle traveling control device according to the twelfth aspect, the axle rotation angle control torque calculating section is configured to calculate the axle rotation angle based on the output of a gyro sensor mounted on the vehicle body or the bogie and the train speed. The control torque is calculated and output.

Thus, the axle rotation angle control torque calculation section calculates and outputs the axle rotation angle control torque based on the output of the gyro sensor mounted on the vehicle body or the bogie and the train speed, and outputs the result. Calculates the final torque command of each of the left wheel and the right wheel by adjusting the axle rotation angle control torque with respect to the torque command output from the torque command setting unit, and calculates the left wheel based on these final torque commands. Will drive the right wheel.

According to a sixteenth aspect of the present invention, in the vehicle traveling control apparatus of the twelfth aspect, the lateral acceleration and the train speed of the vehicle body or the bogie are input as the axle rotation angle control torque calculating unit, and the lateral acceleration and the train speed are calculated. An axle rotation angle control torque with respect to the bogie is calculated and output according to the speed, and is output.

Thus, the axle rotation angle control torque calculation unit receives the lateral acceleration and the train speed of the vehicle body or the bogie, and calculates the axle rotation angle control torque for the bogie according to the lateral acceleration and the train speed. The axle rotation angle control unit calculates the final torque command for each of the left wheel and the right wheel by adjusting this axle rotation angle control torque with respect to the torque command output from the torque command setting unit, The left and right wheels are driven based on these final torque commands.

[0051]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows an embodiment of the first aspect of the present invention, in which a train speed V is input,
A torque command setting unit 11 that calculates a torque command Trqref based on a speed-torque command pattern registered in advance, and the rotational speeds ωrL and ωrR of the left and right wheels are input, and the left and right wheel speeds are determined based on a difference between the rotational speeds. The right and left wheel speed difference correction torque calculation unit 12 for calculating the difference correction torque ΔTrq, the radius of curvature r of the track and the train speed V are input, and the control gain of the left and right wheel speed difference correction torque calculation unit 12 is calculated by a calculation process described later. The left and right wheel speed difference correction torque ΔTrq output by the right and left wheel speed difference correction torque calculation unit 12 in response to the calculated right and left wheel speed difference control gain setting unit 13 and the torque command Trqref calculated by the torque command setting unit 11.
Left and right wheel speed difference correction unit 1 that calculates left wheel torque command TrqrL and right wheel torque command TrqrR by adjusting
4 and the left wheel 15L and the right wheel 15 according to the left wheel torque command TrqrL and the right wheel torque command TrqrR, respectively.
Each of the R motors 16L, 16R is configured with a motor drive device 17L, 17R that drives the motor with a predetermined torque.

As shown in FIG. 2, the torque command setting unit 11 receives the train speed V and outputs a torque command value Trqref corresponding to the train speed V with reference to a torque command pattern stored in advance. In the pattern of FIG. 2, the constant torque command value TrqrefB is output when the train speed V is lower than a certain value VB, and when the train speed V is higher than a certain value VB, the torque command value Trqref is inversely proportional to the train speed V.
Is output. That is, Trqref = VB · TrqrefB / V is output as a torque command value.

As shown in FIG. 3, the left and right wheel speed difference control gain setting unit 13 receives the radius of curvature r of the track and the train speed V as input, and sets the control gain G (s) of the right and left wheel speed difference correction torque calculation unit 12 as input. It calculates and outputs according to the input. Now, the control of the left and right wheel speed difference correction torque calculating unit 12 is proportional integral control (P
I control), and the proportional gain of the proportional-integral control is Kp and the integral gain is Ki. Left and right wheel speed difference control gain setting unit 1
3, a curvature radius correction coefficient that changes according to the curvature radius r
Kr (r) and a train speed correction coefficient KV (V) that changes according to the train speed V are calculated as follows.

Here, the radius of curvature r of the orbit is determined from the radius of curvature data for each point stored in advance by the control device based on the point signal from the ATS ground member installed on the track. Is a method of calculating the radius of curvature of However, the radius of curvature r is obtained by storing in advance the relationship between the cumulative distance traveled from a specific point on the track and the radius of curvature at that point in the control device and storing the relationship from the actual value of the cumulative travel distance. It is also possible to adopt a method of drawing out the radius of curvature.

The curvature radius correction coefficient Kr (r) is conditional-branched as follows in relation to the input curvature radius r with three fixed values r1, r2, and rmax (r1 ≦ r2 ≦ rmax). And set.

(A1) When r ≧ rmax, Kr (r) = 1 (a2) When r2 ≦ r <rmax,

(Equation 1) (A3) When r1 ≦ r <r2, Kr (r) = K1 (a4) When 0 ≦ r <r1,

(Equation 2) However, k1> k2. Also, for a given train speed V, a certain fixed value Vmax
Therefore, the train speed correction coefficient KV (V) is set by conditional branching as follows.

(A5) When V ≧ Vmax, KV (V) = k3 (a6) When V <Vmax,

(Equation 3) The proportional gain Kp and integral gain Ki are proportional gain set value KpN,
Using the integral gain set value KiN, the curvature radius correction coefficient Kr (r), and the train speed correction coefficient KV (V) obtained in the above processing, it is obtained by the following calculation processing.

Kp = Kr (r) × KV (V) × KpN Ki = Kr (r) × KV (V) × KiN Thus, the control gain calculated by the left and right wheel speed difference control gain setting unit 13 is equal to the radius of curvature r. On the other hand, it takes a small value when the radius of curvature is very small and very large, and takes a large value when the radius of curvature is medium. For the train speed V, the control gain takes a low value when the train speed is high, and takes a high value when the train speed is low.

Therefore, the left and right wheel speed difference correction torque calculation section 1
2 is the left wheel rotational angular velocity ωrL and the right wheel rotational angular velocity ωrR
And the right wheel rotational angular velocity ωrR is subtracted from the left wheel rotational angular velocity ωrL.
Proportional integral control is performed using Kp and integral control gain Ki. Then, the result of the proportional integration control is applied to the left and right wheel speed difference correction unit 14.
Is output as the left and right wheel speed difference correction torque ΔTrq.

The left and right wheel speed difference correction unit 14 receives the torque command value Trqref output from the torque command setting unit 11 and the left and right wheel speed difference correction torque ΔTrq output from the left and right wheel speed difference torque calculation unit 12 as inputs. Left wheel torque command Trqr
L and the right wheel torque command TrqrR are calculated by the following equation.

TrqrL = Trqref−ΔTrq TrqrR = Trqref + ΔTrq The left wheel torque command and the right wheel torque command calculated based on this equation are used for the respective motor drive units 17L, 17
R, and controls the left and right electric motors 15L and 15R to follow these torque commands.

As described above, according to the vehicle traveling control device of the left and right wheel independent driving system, the left and right wheels 15L and 15R are independently driven and controlled in cooperation with each other according to the radius of curvature r and the train speed V. , The vehicle can smoothly pass through curved roads, and the right and left wheels 15
Since the L and 15R are driven at the same speed, the wear of the flange due to the lateral deviation can be reduced, and the meandering of the wheels in the lateral direction, which is likely to occur when passing through a straight line at a high speed, is suppressed, and the left and right sides of the vehicle body are controlled. The vibration in the direction can be suppressed, and the riding comfort can be improved.

Next, an embodiment of the present invention will be described with reference to FIG. The feature of the second embodiment is that, instead of the left and right wheel speed difference control gain setting unit 13 in the first embodiment shown in FIG. The point is that a left and right wheel speed difference control gain setting unit 13-1 for calculating the control gain G (s) of the calculation unit 12 according to the input is provided. The other components are denoted by the same reference numerals for the same components as those in the first embodiment shown in FIG. 1, and detailed description thereof will be omitted.

The calculation performed by the left and right wheel speed difference control gain setting section 13-1 will be described below. The control of the left and right wheel speed difference correction torque calculation unit 12 is PI control, and the proportional gain is Kp and the integral gain is Ki. The left and right wheel speed difference control gain setting unit 13-1 obtains a correction coefficient Kr to be switched by the train traveling direction command FR by the following conditional branch.

(B1) When the left and right wheels to be controlled are in front of the bogie with respect to the train traveling direction, Kr = 1 (b2) The left and right wheels to be controlled are behind the bogie in the train traveling direction Kr = K (K is a constant satisfying 0 ≦ K <1). The proportional gain Kp and the integral gain Ki are calculated using the proportional gain set value KpN, the integral gain set value KiN, and the correction coefficient Kr.
It is calculated based on the following equation.

Kp = Kr × KpN Ki = Kr × KiN The calculation of the left and right wheel speed difference correction torque calculation unit 12 performed using this control gain, and the left and right wheel speed difference correction unit 1
4 is the same as in the first embodiment, and the left wheel 15L and the right wheel 15 are calculated based on the torque commands TrqrL and TrqrR for the left and right wheels calculated by the right and left wheel speed difference correction unit 14, respectively.
The torque control of the drive motors 16L and 16R of the respective Rs is performed.

Therefore, according to the vehicle traveling control apparatus of the second embodiment, the left and right wheels are independently driven while being coordinated with each other, and the left and right wheels on the front and rear sides of the bogie are coordinated. The drive control is performed independently of each other, so that the vehicle can smoothly pass through a curved line, and can drive the left and right wheels at the same speed when passing through a straight line. In addition, the meandering of the wheels in the left-right direction, which is likely to occur when passing through a straight line at a higher speed, is suppressed, and the vibration of the vehicle body in the left-right direction is suppressed, so that the riding comfort can be improved.

Next, a third embodiment of the present invention will be described with reference to FIG. The feature of the third embodiment is that the left and right wheel speed difference control gain setting section having the configuration shown in FIG. 5 is used instead of the left and right wheel speed difference control gain setting section 13 in the first embodiment shown in FIG. 13-2. The other components are denoted by the same reference numerals for the same components as those in the first embodiment shown in FIG. 1, and detailed description thereof will be omitted.

Left and right wheel speed difference control gain setting section 13-2
Is a control gain of the left / right wheel speed difference correction torque calculation unit 12 which receives the left-right acceleration ab of the vehicle body and the train speed V as inputs.
G (s) is calculated and output according to the input. Hereinafter, the calculation processing operation will be described.

The control of the left and right wheel speed difference correction torque calculation section 12 is PI control, and the proportional gain is Kp and the integral gain is Ki.
And The left and right wheel speed difference control gain setting unit 13-2 calculates a curvature radius correction coefficient Kr that changes according to the curvature radius estimation value r.
(r) and the train speed correction coefficient that varies with the train speed V
KV (V) is calculated by the following equation.

The radius of curvature estimation value r is calculated from the vehicle body acceleration ab and the train speed V based on the following equation.

[0072]

(Equation 4) Here, Ga (s) is a compensation gain. The compensation gain Ga (s) is the vehicle acceleration which is the output of the vehicle acceleration sensor.
Ab can also be used as a coefficient to determine the centrifugal acceleration (which is inversely proportional to the radius of curvature), taking into account the left-right component of the gravitational acceleration generated by cant (left-right gradient of the orbit) and the like. In this case, Ga (s) is determined according to the cant amount for each curve stored in the vehicle travel control device in advance. Also, by setting the compensation gain Ga (s) appropriately, for example, as a lead compensation, a vibration damping effect at the time of straight passage can be expected.

With respect to the curvature radius estimation value r obtained by the above equation (4), three fixed values r1, r2, rmax (r1 ≦ r2 ≦ rmax)
), The curvature radius correction coefficient Kr (r) is set by conditional branching as follows.

(C1) When r ≧ rmax, Kr (r) = 1 (c2) When r2 ≦ r <rmax,

(Equation 5) (C3) When r1 ≦ r <r2, Kr (r) = K1 (c4) When 0 ≦ r <r1,

(Equation 6) However, k1> k2. Also, for a given train speed V, a certain fixed value Vmax
Therefore, the train speed correction coefficient KV (V) is set by conditional branching as follows.

(C5) When V ≧ Vmax, KV (V) = k3 (c6) When V <Vmax,

(Equation 7) The proportional gain Kp and integral gain Ki are proportional gain set value KpN,
Using the integral gain set value KiN, the curvature radius correction coefficient Kr (r), and the train speed correction coefficient KV (V) obtained in the above processing, it is obtained by the following calculation processing.

Kp = Kr (r) × KV (V) × KpN Ki = Kr (r) × KV (V) × KiN The control gain calculated by the left / right wheel speed difference control gain setting unit 13-2 is input. For a curvature radius estimation value r calculated based on a certain vehicle body acceleration ab and a train speed V,
It takes a small value when the radius of curvature estimation is very small and very large, and takes a large value when the radius of curvature estimation is medium. For the train speed V, the control gain takes a low value when the train speed is high, and takes a high value when the train speed is low.

The calculation of the right and left wheel speed difference correction torque calculation unit 12 and the calculation of the right and left wheel speed difference correction unit 14 performed using this control gain are the same as those in the first embodiment. The left wheel 15 based on the torque commands TrqrL, TrqrR for the left and right wheels calculated by the unit 14
L, driving motors 16L, 16 for the right wheel 15R, respectively.
R torque control is performed.

Therefore, according to the vehicle traveling control apparatus of the third embodiment, since the left and right wheels 15L, 15R are independently controlled while being coordinated with each other,
The vehicle can smoothly pass through a curved line, and can suppress the lateral meandering of the wheels, which is likely to occur when the vehicle passes through a straight line at a high speed, thereby suppressing the vibration of the vehicle body in the left and right direction and improving the riding comfort.

Next, a fourth embodiment of the present invention will be described with reference to FIGS. The vehicle traveling control device according to the fourth embodiment receives a train speed V as an input,
A torque command setting unit 11 that outputs a torque command according to a torque command pattern set in advance corresponding to the input train speed, and a curvature radius r of a track as inputs,
The axle rotation angle command value calculation unit 21 for calculating the axle rotation angle command value θaref for the bogie, the axle rotation angle actual value θa for the bogie, and the axle rotation angle command value θaref output from the axle rotation angle command value calculation unit 21 are input. These axle rotation angle actual value θa and axle rotation angle command value θaref
The axle rotation angle control torque calculation unit 22 calculates the axle rotation angle control torque ΔTrq based on the difference between the two, and the axle rotation angle control torque calculation unit 22 outputs the torque command Trqref output from the torque command setting unit 11. Axle rotation angle control unit 23 that calculates final torque commands TrqrL and TrqrR for the left and right wheels by adjusting the axle rotation angle control torque ΔTrq
Motors 17L and 17R for driving the left wheel driving motor 16L and the right wheel driving motor 16R with a predetermined torque based on the final torque commands TrqrL and TrqrR of the left wheel 15L and the right wheel 15R respectively output from the motors 17L and 17R. It is configured.

The axle rotation angle command value calculation unit 21 receives the radius of curvature r of the track (here, r is positive for a left turn and r is negative for a right turn), and the following equation is used. The axle rotation angle command θaref is calculated. However, as shown in FIG. 7, d is the distance from the rotation center O1 of the bogie 31 to the rotation center O2 of the axle 32.

(D1) When the left and right wheels are on the front side of the bogie with respect to the traveling direction θaref = d / r (d2) When the right and left wheels are on the rear side of the bogie with respect to the traveling direction θaref = −d / r In the same manner as in the above-described embodiments, the radius of curvature r of the track, which is an input, is the radius of curvature for each point stored in advance by the control device based on the point signal from the ATS grounding element installed on the track. Find the radius of curvature of the corresponding point from the data. However, the radius of curvature r is obtained by storing in advance the relationship between the cumulative distance traveled from a specific point on the track and the radius of curvature at that point in the control device and storing the relationship from the actual value of the cumulative travel distance. It is also possible to adopt a method of drawing out the radius of curvature.

The axle rotation angle control torque calculation unit 22 receives the axle rotation angle command value θaref output from the axle rotation angle command value calculation unit 21 and the actually measured axle rotation angle θa, and performs proportional integration based on the following equation. The control calculates and outputs the axle rotation angle control torque ΔTrq necessary for the actual axle rotation angle value θa to follow the axle rotation angle command value.

(Equation 8) Here, Kp: proportional control gain Ki: integral control gain s: differential operator

The axle rotation angle control unit 23 receives the torque command value Trqref output from the torque command setting unit 11 and the axle rotation angle control torque ΔTrq output from the axle rotation angle control torque calculation unit 22 and receives the left axle. Torque command Trqr
efL and right axle torque command TrqrefR are calculated based on the following equation.

TrqrL = Trqref−ΔTrq TrqrR = Trqref + ΔTrq The torque command values of the left and right wheels are input to the respective motor driving devices 17L and 17R, and the left and right motors 16L and 16R
R is controlled so as to follow these torque commands TrqrL and TrqrR.

In the vehicle traveling control system of the fourth embodiment, the left and right wheels 15L, 15R
Drive control is performed independently of each other while cooperating with each other, so that curves can be passed smoothly, and the meandering of the wheels in the left and right direction, which is likely to occur when passing through a straight line at high speed, is controlled by Vibration can be suppressed and riding comfort can be improved.

Next, a fifth embodiment of the present invention will be described with reference to FIGS. In the fifth embodiment, the axle rotation angle command value calculation unit 21 in the configuration of FIG. 6 described as the fourth embodiment is replaced with an axle rotation angle command value calculation unit 21-1 as shown in FIG. The other features are the same as those of the fourth embodiment shown in FIG.

Therefore, as shown in FIG. 8, the vehicle traveling control device according to the fifth embodiment includes a torque command setting unit 1
1, an axle rotation angle command value calculation unit 21-1, an axle rotation angle control torque calculation unit 22, and an axle rotation angle control unit 23. The output TrqrL of the axle rotation angle control unit 23 is provided.
, TrqrR to control the motor driving devices 17L and 17R, respectively.

The axle rotation angle command value calculation unit 21-1 shown in FIGS. 8 and 9 receives the front axle rotation angle actual value θaF as an input, and calculates the rear axle rotation angle command value θaR by the following equation.
Find and output ref.

.Theta.aRref =-. Theta.aF That is, the right and left wheels on the front side of the bogie with respect to the traveling direction are controlled by the control device shown in FIG. Is controlled by the control device shown in FIG.

Thus, since the left and right wheels are independently driven and controlled while cooperating with each other, and the front and rear wheels of the bogie are independently driven and controlled while being cooperated with each other. It is possible to drive the right and left wheels at the same speed when passing through a straight line, so it is possible to reduce the wear of the flange due to the deviation in the left and right direction. The meandering in the left-right direction is suppressed, and the vibration in the left-right direction of the vehicle body is suppressed, so that the riding comfort can be improved.

Next, a sixth embodiment of the present invention will be described with reference to FIG.
This will be described with reference to FIG. In the sixth embodiment, the axle rotation angle command value calculation unit 21 in the configuration of FIG. 6 described as the fourth embodiment is replaced with an axle rotation angle command value calculation unit 21-2 as shown in FIG. The other features are the same as those of the fourth embodiment shown in FIG.

The axle rotation angle command value calculation unit 21-2 receives the rotation angle of the bogie 31 with respect to the vehicle body 33 (the body vehicle rotation angle) θb, obtains the axle rotation angle command value θaref by the following calculation, and calculates the axle rotation angle value. Angle control torque calculator 2
Output to 2. In the following equation, d is the carriage 31
Is the distance from the rotation center O1 of the axle 32 to the rotation center O2 of the axle 32, and D is the distance from the rotation center O3 of the vehicle body 33 to the rotation center O1 of the bogie 31.

(E1) When the left and right wheels are on the front side of the front bogie in the traveling direction.

(Equation 9) (E2) When the left and right wheels are behind the front bogie in the traveling direction.

(Equation 10) (E3) When the left and right wheels are on the front side of the rear bogie in the traveling direction.

[Equation 11] (E4) When the left and right wheels are on the rear side of the rear bogie in the traveling direction.

(Equation 12) Thus, according to the vehicle traveling control device of the sixth embodiment, the front-rear position of the bogie relative to the vehicle body, the front-rear position of the axle relative to the same bogie, and the left and right wheels at the same position relative to the bogie are mutually coordinated. Drive control is performed independently of each other, so that curves can be smoothly passed, and the meandering of the wheels in the left and right direction, which is likely to occur when passing through a straight line at high speed, is suppressed, and the vibration in the left and right direction of the vehicle body is suppressed. , The ride comfort can be improved.

Next, a seventh embodiment of the present invention will be described with reference to FIG.
2 will be described. In the configuration of FIG. 6 described as the fourth embodiment, the seventh embodiment replaces the axle rotation angle command value calculation unit 21 with an axle rotation angle command value calculation unit 21-3 as shown in FIG. The other features are the same as those of the fourth embodiment shown in FIG.

The axle rotation angle command value calculation unit 21-3 is configured as shown in FIG.
As shown in FIG. 2, the strain amounts xL and xR of the left and right body bogie springs 34L and 34R existing between the bogie 31 and the vehicle body 33.
And the axle rotation angle command value θ
aref is obtained and output to the axle rotation angle control torque calculation unit 22. Here, in the following equation, V is the train speed, and K is a positive constant.

(F1) When the left and right wheels are on the front side in the traveling direction of the bogie

(Equation 13) (F2) When the left and right wheels are behind the traveling direction of the bogie

[Equation 14] As a result, the left and right wheels are controlled independently while cooperating with each other, and the left and right wheels on the front and rear sides of the bogie are independently controlled while being cooperated with each other. Also, since the left and right wheels can be driven at the same speed when passing through a straight line, the wear of the flange due to the deviation in the left and right direction can be reduced. The meandering can be suppressed to suppress the vibration of the vehicle body in the left-right direction, and the riding comfort can be improved.

Next, an eighth embodiment of the present invention will be described with reference to FIG. In the eighth embodiment, the axle rotation angle command value calculation unit 21 in the configuration of FIG. 6 described as the fourth embodiment is replaced with an axle rotation angle command value calculation unit 21-4 as shown in FIG. The other features are the same as those of the fourth embodiment shown in FIG.

The axle rotation angle command value calculation unit 21-4 is shown in FIG.
As shown in FIG. 3, the trolley rotation angular velocity ωJ with respect to the ground reference axis and the train speed V output from the gyro sensor 35 mounted on the trolley 31 are input, and d (FIG. 11) is used in the sixth embodiment. , D is the distance from the center of rotation O1 of the bogie 31 to the center of rotation O2 of the axle 32), the axle rotation angle command value θaref is obtained by the following equation, and the axle rotation angle control torque calculation unit 22.

(G1) When the left and right wheels are on the front side in the traveling direction of the bogie

(Equation 15) (G2) When the left and right wheels are behind the traveling direction of the bogie

(Equation 16) As a result, the left and right wheels are controlled independently while cooperating with each other, and the left and right wheels on the front and rear sides of the bogie are independently controlled while being cooperated with each other. Further, the meandering of the wheels in the left-right direction, which is likely to occur when passing through a straight line at a high speed, can be suppressed, and the vibration of the vehicle body in the left-right direction can be suppressed, so that the riding comfort can be improved.

Next, a ninth embodiment of the present invention will be described with reference to FIG.
4 will be described. In the ninth embodiment, in the configuration of FIG. 6 described as the fourth embodiment, the axle rotation angle command value calculation unit 21 is replaced with an axle rotation angle command value calculation unit 21-5 as shown in FIG. The other features are the same as those of the fourth embodiment shown in FIG.

The axle rotation angle command value calculation unit 21-5 is shown in FIG.
As shown in FIG. 4, the driven wheels 36L, 3 not driven by the electric motor
The rotation angle θT of the axle 37 of the 6R (the left and right wheels are mechanically connected by the axle 37 as before) with respect to the driven wheel bogie 38 is input, and the axle rotation angle command value θaref is calculated based on the following arithmetic expression. The calculated value is output to the axle rotation angle control torque calculation unit 22. However, here, the driven wheel 36L,
It is assumed that 36R is on the front side in the traveling direction of the driven wheel bogie 38.

(H1) When the left and right wheels (15L, 15R) are on the front side in the traveling direction of the truck 31 θaref = θT (h2) When the left and right wheels are on the rear side in the traveling direction of the truck θaref = −θT Drive control independently while cooperating with each other, and drive control independently while coordinating the left and right wheels on the front and rear sides of the bogie, so that curves can be passed smoothly and at high speed. The meandering of the wheels in the left-right direction, which is likely to occur when passing through a straight line, is suppressed, and the vibration of the vehicle body in the left-right direction is suppressed, so that the riding comfort can be improved.

Next, a tenth embodiment of the present invention will be described with reference to FIG. In the tenth embodiment, the axle rotation angle command value calculation unit 21 in the configuration of FIG. 6 described as the fourth embodiment is replaced with an axle rotation angle command value calculation unit 21-6 as shown in FIG. The other features are the same as those of the fourth embodiment shown in FIG.

As shown in FIG. 15, a vehicle body 33 is supported by a bogie 31 by left and right body bogie springs 34L and 34R. The vehicle body 33 is provided with an acceleration sensor 39 for detecting acceleration in the left-right direction. Therefore, the axle rotation angle command value calculation unit 21-6 receives the vehicle body lateral acceleration ab from the acceleration sensor 39 and the train speed V as inputs,
The axle rotation angle command value θaref is obtained by the following equation, and is output to the axle rotation angle control torque calculation unit 22.

[0105]

[Equation 17] Here, Gb (s) is a compensation gain, and the centrifugal acceleration (which is inversely proportional to the radius of curvature) is considered in consideration of the left-right component of the gravitational acceleration generated by cant or the like from the vehicle body acceleration ab output from the vehicle body acceleration sensor 39. ) Can also be used as a coefficient for obtaining. In this case, Gb (s) is determined according to the cant amount of the curve for each point stored in advance in the control device of the present embodiment. In addition, by appropriately setting the compensation gain Gb (s), advance compensation can be performed, and a vibration damping action at the time of passing a straight line can be realized.

As a result, the left and right wheels are independently driven while being coordinated with each other, and the left and right wheels on the front and rear sides of the bogie are individually driven and controlled while being coordinated. In addition, the meandering of the wheels in the left-right direction, which is likely to occur when passing through a straight line at a high speed, can be suppressed, and the vibration in the left-right direction of the vehicle body can be suppressed, so that the riding comfort can be improved.

Next, an eleventh embodiment of the present invention will be described with reference to FIG. The vehicle running control device according to the eleventh embodiment includes a bogie front left and right wheel control device 101.
And a control device 102 for the rear left and right wheels of the bogie. The control device 101 for the front left and right wheels of the bogie is shown in FIG.
And a torque command setting unit 11F which receives a train speed V and calculates a torque command TrqrefF based on a speed-torque command pattern registered in advance, and has a configuration substantially the same as that of the first embodiment shown in FIG. Left and right wheel speed difference correction torque calculation unit 12 which receives the rotation speeds ωrL and ωrR of the wheels and calculates a left and right wheel speed difference correction torque ΔTrqF based on the difference between the rotation speeds, a radius of curvature r of the track and a train speed V And a left and right wheel speed difference control gain setting unit 13 for calculating the control gain G (s) of the right and left wheel speed difference correction torque calculation unit 12 by a calculation process described later, and a torque command calculated by the torque command setting unit 11. The left and right wheel speed difference correction torque ΔTrqF output from the left and right wheel speed difference correction torque calculation unit 12 is adjusted with respect to TrqrefF to obtain a left wheel torque command TrqrLF and a right wheel torque. The left and right wheel speed difference correction unit 14 that calculates the command TrqrRF, and the electric motors 16LF and 16RF of the front left wheel 15LF and the front right wheel 15RF respectively with a predetermined torque according to the left wheel torque command TrqrLF and the right wheel torque command TrqrRF, respectively. It is composed of electric motor driving devices 17LF and 17RF to be driven.

The control device 1 for the front left and right wheels of the bogie
No. 01 independently drives the left and right wheels 15LF and 15RF on the front side of the bogie while cooperating with each other by substantially the same operation as in the first embodiment.

On the other hand, the control device 102 for the left and right wheels on the rear side of the bogie
Has substantially the same configuration as that of the fourth embodiment shown in FIG. 6 and receives a train speed V as an input, and generates a torque command TrqrefR according to a torque command pattern set in advance corresponding to the input train speed. The torque command setting unit 11R to be output and the left and right wheel speed difference correction torque ΔTrqF calculated by the left and right wheel speed difference correction torque calculation unit 12 in the bogie front left and right wheel control device 101 are input, and the axle rotation angle command value θaref for the bogie is input. The axle rotation angle command value calculation unit 21-7 to be calculated and the axle rotation angle actual value θ for the bogie
a and the axle rotation angle command value θaref output from the axle rotation angle command value calculation unit 21-7. The axle rotation angle control is performed based on the difference between the axle rotation angle actual value θa and the axle rotation angle command value θaref. Axle rotation angle control torque calculator 22 for calculating torque ΔTrqR; torque command setting unit 1
By adding or subtracting the axle rotation angle control torque ΔTrqR output from the axle rotation angle control torque calculation unit 22 to the torque command TrqrefR output from the 1R,
An axle rotation angle control unit 23 that calculates final torque commands TrqrLR and TrqrRR for each rear right wheel, and a final torque command TrqrLR for each of the rear left wheel 15LR and rear right wheel 15RR output from the axle rotation angle control unit 23. , TrqrRR, the left wheel driving motor 16LR and the right wheel driving motor 16RR are driven by a predetermined torque, respectively.

The control device 102 for the rear left and right wheels of the bogie
Then, the axle rotation angle command value calculation unit 21-7 receives the right and left wheel speed difference correction torque ΔTrqF of the control device 101 for the front left and right wheels of the bogie, and obtains the axle rotation angle command value θaref based on the following equation. And outputs it to the axle rotation angle control torque calculation unit 22.

Θaref = −K · ΔTrqF where K is a positive constant.

The control device 1 for the left and right wheels on the rear side of the truck
02 is the axle rotation angle command value calculation unit 2 instead of the axle rotation angle command value calculation unit 21 in the fourth embodiment.
Except for using the axle rotation angle command value θaref output from 1-7, the operation is the same as that of the fourth embodiment, and finally the output from the torque command setting unit 11R in the axle rotation angle control unit 23. Inputting the torque command value TrqrefR and the axle rotation angle control torque ΔTrqR which is the output of the axle rotation angle control torque calculation unit 22, the left axle torque command Trqr
efLR and the right axle torque command TrqrefRR are calculated, and the drive of the bogie rear left and right wheels 15LR and 15RR is controlled based on them.

In the vehicle traveling control device according to the eleventh embodiment, the front left and right wheels 15 LF and 15 RF of the bogie are independently controlled while cooperating with each other, and the left and right wheels 15 LR and 15 RR of the rear bogie are also mutually controlled. Drive control is performed independently of each other while cooperating with each other.
R and 15RR cooperate with each other, so that the vehicle can smoothly pass through curves and suppress the lateral meandering of the wheels, which is likely to occur when passing through a straight line at high speed, so that the vehicle can vibrate in the horizontal direction. And the ride comfort can be improved.

Next, a twelfth embodiment of the present invention will be described with reference to FIG. The vehicle traveling control device according to the twelfth embodiment has a torque command setting unit that receives a train speed V and outputs a torque command Trqref in accordance with a torque command pattern set in advance corresponding to the input train speed V. And an axle rotation angle control torque calculation unit 24 that receives an input of the radius of curvature r of the track curve and calculates an axle rotation angle control torque ΔTrq based on an arithmetic expression described later.
By adding and subtracting the axle rotation angle control torque ΔTrq output from the axle rotation angle control torque calculation unit 24 to the torque command Trqref output from the torque command setting unit 11 as in the fourth embodiment, The axle rotation angle control unit 23 for calculating the final torque commands TrqrL and TrqrR for the wheels and the right wheel, and the final torque commands TrqrL and TrqrR for the left wheel 15L and the right wheel 15R output from the axle rotation angle control unit 23, respectively. On the basis of the motors 16L and 16R, the left wheel driving motor 16L and the right wheel driving motor 16R are driven by a predetermined torque.

In the vehicle traveling control apparatus of the twelfth embodiment having the above-described configuration, the torque command setting unit 11 performs the operation shown in FIG. According to the registered torque command pattern, a corresponding torque command Trqref is obtained and output to the axle rotation angle control unit 23.

In the axle rotation angle control torque calculating section 24 which is a feature of the twelfth embodiment, the radius of curvature r
(R is positive for a left turn and r is negative for a right turn), and the axle rotation angle control torque ΔTrq is calculated and output by the following equation.

ΔTrq = K / r Here, K is a constant, and is a positive value when the left and right wheels to be controlled are on the front side in the traveling direction of the bogie, and a negative value when the left and right wheels are on the rear side in the traveling direction. Take.

The radius of curvature r of the track is obtained from the curvature radius data for each point stored in advance by the control device based on the point signal from the ATS grounding element installed on the track, from the curvature radius of the corresponding point. This is a method to find the radius. However, the radius of curvature r is obtained by storing in advance the relationship between the cumulative distance traveled from a specific point on the track and the radius of curvature at that point in the control device and storing the relationship from the actual value of the cumulative travel distance. It is also possible to adopt a method of drawing out the radius of curvature.

The axle rotation angle control unit 23 receives the torque command value Trqref output from the torque command setting unit 11 and the axle rotation angle control torque ΔTrq output from the axle rotation angle control torque calculation unit 24 and inputs the left axle. Torque command Trqr
efL and right axle torque command TrqrefR are calculated based on the following equation.

TrqrL = Trqref−ΔTrq TrqrR = Trqref + ΔTrq The torque command values of the left and right wheels are input to the respective motor driving devices 17L and 17R, and the left and right motors 16L and 16R
R is controlled so as to follow these torque commands TrqrL and TrqrR.

In the vehicle running control apparatus according to the twelfth embodiment, since the left and right wheels are independently driven and controlled while cooperating with each other, the vehicle can smoothly pass through a curved line and pass through a straight line at high speed. Therefore, it is possible to suppress the meandering of the wheels in the left-right direction, which is likely to occur when the vehicle is running, to suppress the vibration of the vehicle body in the left-right direction, and to improve the riding comfort.

Next, a thirteenth embodiment of the present invention will be described with reference to FIG. The vehicle travel control device according to the thirteenth embodiment differs from the vehicle travel control device according to the twelfth embodiment shown in FIG.
The present embodiment is characterized in that an axle rotation angle control torque calculating unit 24-1 shown in FIG. 18 is provided, and the other parts are common to the twelfth embodiment.

An axle rotation angle control torque calculation unit 24-1 shown in FIG.
That is, the vehicle body trolley rotation angle θb is input, the axle rotation angle control torque ΔTrq is obtained based on the following arithmetic expression, and output to the axle rotation angle control unit 23. Here, K is a positive constant.

(I1) When the left and right wheels are on the front side of the bogie on the front side in the traveling direction ΔTrq = K · θb (i2) When the left and right wheels are on the rear side of the bogie on the front side in the traveling direction ΔTrq = −K · θb (I3) When the left and right wheels are on the front side of the rear bogie in the traveling direction, ΔTrq = −K · θb (i4) When the right and left wheels are on the rear side of the rear bogie in the traveling direction, ΔTrq = K · θb According to the thirteenth embodiment as well, the front left and right wheels 15LF, 15RF of the bogie are independently driven and controlled while cooperating with each other.
Each of the 15RRs is independently driven and controlled while cooperating with each other.
F and the rear right and left wheels 15LR and 15RR of the bogie cooperate with each other, so that the vehicle can smoothly pass through a curved line and suppress the meandering of the wheels in the left-right direction that is likely to occur when passing through a straight line at high speed. Thus, vibration in the left and right directions of the vehicle body can be suppressed, and the riding comfort can be improved.

Next, a fourteenth embodiment of the present invention will be described with reference to FIG.
9 will be described. The vehicle traveling control device according to the fourteenth embodiment differs from the twelfth embodiment shown in FIG. 17 in that the axle rotation angle control torque calculation unit 24 shown in FIG. Part 24-
2 and the other parts are common to the twelfth embodiment of FIG.

The axle rotation angle control torque calculating section 24-2 shown in FIG. 19 calculates the strain x of each of the left and right body bogie springs 34L and 34R existing between the bogie 31 and the body 33.
With L and xR as inputs, an axle rotation angle control torque ΔTrq is obtained based on the following arithmetic expression and output to the axle rotation angle control unit 23. Here, in the following equation, V is the train speed, and K is a positive constant.

(J1) When the left and right wheels are on the front side in the traveling direction of the bogie

(Equation 18) (J2) When the left and right wheels are behind the traveling direction of the bogie

[Equation 19] As a result, the left and right wheels are controlled independently while cooperating with each other, and the left and right wheels on the front and rear sides of the bogie are independently controlled while being cooperated with each other. Further, the meandering of the wheels in the left-right direction, which is likely to occur when passing through a straight line at a high speed, can be suppressed, and the vibration of the vehicle body in the left-right direction can be suppressed, so that the riding comfort can be improved.

Next, a fifteenth embodiment of the present invention will be described with reference to FIG. The vehicle traveling control device according to the fifteenth embodiment differs from the vehicle traveling control device according to the twelfth embodiment shown in FIG.
The axle rotation angle control torque calculator 24 having the configuration shown in FIG.
-3, and the other parts are common to the twelfth embodiment shown in FIG.

The axle rotation angle control torque calculating section 24-3 shown in FIG.
Bogie rotation angular velocity ω with respect to the ground reference axis output from 5
J and the train speed V are input, the axle rotation angle control torque ΔTrq is determined by the following equation, and is output to the axle rotation angle control unit 23. Here, K is a positive constant.

(K1) When the left and right wheels are on the front side in the traveling direction of the bogie

(Equation 20) (K2) When the left and right wheels are behind the traveling direction of the bogie

(Equation 21) As a result, the left and right wheels are controlled independently while cooperating with each other, and the left and right wheels on the front and rear sides of the bogie are independently controlled while being cooperated with each other. Further, the meandering of the wheels in the left-right direction, which is likely to occur when passing through a straight line at a high speed, can be suppressed, and the vibration of the vehicle body in the left-right direction can be suppressed, so that the riding comfort can be improved.

Next, a sixteenth embodiment of the present invention will be described with reference to FIG. The vehicle traveling control device according to the sixteenth embodiment differs from the vehicle traveling control device according to the twelfth embodiment shown in FIG.
Axle rotation angle control torque calculator 24 having the configuration shown in FIG.
-4, and the other parts are common to the twelfth embodiment shown in FIG.

As shown in FIG. 21, the vehicle body 33 is supported by the bogie 31 by the left and right body bogie springs 34L, 34R. The vehicle body 33 is provided with an acceleration sensor 39 for detecting acceleration in the left-right direction. Therefore, the axle rotation angle control torque calculation unit 24-4 uses the acceleration sensor 39
From the vehicle body lateral acceleration ab and the train speed V as inputs, and the axle rotation angle control torque ΔTrq
And outputs it to the axle rotation angle control unit 23.

[0133]

(Equation 22) Here, Gc (s) is a compensation gain, and the centrifugal acceleration (which is inversely proportional to the radius of curvature) is considered in consideration of the left-right component of the gravitational acceleration generated by the cant or the like from the vehicle body acceleration ab output from the vehicle body acceleration sensor 39. ) Can also be used as a coefficient for obtaining. In this case, Gc (s) is determined according to the cant amount of the curve for each point stored in advance in the control device of the present embodiment. In addition, by setting this compensation gain Gc (s) appropriately, advance compensation can be performed, and a vibration damping action at the time of straight line passing can be realized.

Thus, since the left and right wheels are independently controlled while being coordinated with each other, the vehicle can smoothly pass through a curved line and meander the wheels in the left and right direction, which is likely to occur when passing through a straight line at high speed. , Vibration of the vehicle body in the left-right direction can be suppressed, and the riding comfort can be improved.

[0135]

As described above, according to the present invention, the left and right wheels can be independently driven while the left and right wheels cooperate with each other to smoothly travel on the curved portion of the track. It can also suppress the meandering of the wheels, which is likely to occur when traveling on a straight part, and reduce the wear of the flange due to the deviation in the left and right direction.In addition, it suppresses the vibration of the vehicle in the left and right direction when passing through a straight line The ride comfort can be improved.

[Brief description of the drawings]

FIG. 1 is a block diagram of a control circuit according to a first embodiment of the present invention.

FIG. 2 is a functional block diagram of a torque command setting unit in the embodiment.

FIG. 3 is a functional block diagram of a left and right wheel speed difference control gain setting unit in the embodiment.

FIG. 4 is a block diagram of a control circuit according to a second embodiment of the present invention.

FIG. 5 is a functional block diagram of a left and right wheel speed difference control gain setting unit according to a third embodiment of the present invention.

FIG. 6 is a block diagram of a control circuit according to a fourth embodiment of the present invention.

FIG. 7 is an explanatory diagram showing an axle rotation angle in the embodiment.

FIG. 8 is a block diagram of a control circuit according to a fifth embodiment of the present invention.

FIG. 9 is an explanatory diagram of an axle rotation angle command value calculation unit in the embodiment.

FIG. 10 is an explanatory diagram of an axle rotation angle command value calculation unit according to a sixth embodiment of the present invention.

FIG. 11 is an explanatory diagram of a rotation angle between a body bogie and an axle rotation angle in the embodiment.

FIG. 12 is an explanatory diagram of an axle rotation angle command value calculation unit according to a seventh embodiment of the present invention.

FIG. 13 is an explanatory diagram of an axle rotation angle command value calculation unit according to an eighth embodiment of the present invention.

FIG. 14 is an explanatory diagram of an axle rotation angle command value calculation unit according to a ninth embodiment of the present invention.

FIG. 15 is an explanatory diagram of an axle rotation angle command value calculation unit according to a tenth embodiment of the present invention.

FIG. 16 is a block diagram of a control circuit according to an eleventh embodiment of the present invention.

FIG. 17 is a block diagram of a control circuit according to a twelfth embodiment of the present invention.

FIG. 18 is an explanatory diagram of an axle rotation angle control torque calculation unit according to a thirteenth embodiment of the present invention.

FIG. 19 is an explanatory diagram of an axle rotation angle control torque calculator according to a fourteenth embodiment of the present invention.

FIG. 20 is an explanatory diagram of an axle rotation angle control torque calculator according to a fifteenth embodiment of the present invention.

FIG. 21 is an explanatory diagram of an axle rotation angle control torque calculator according to a sixteenth embodiment of the present invention.

FIG. 22 is a block diagram of a conventional example.

[Explanation of symbols]

11 Torque command setting unit 12 Left and right wheel speed difference correction torque calculation unit 13, 13-1 to 13-2 Left and right wheel speed difference control gain setting unit 14 Left and right wheel speed difference correction unit 15L, 15R Wheel 16L, 16R Motor 17L, 17R Motor Drive unit 21, 21-1 to 21-6 Axle rotation angle command value calculation unit 22 Axle rotation angle control torque calculation unit 23 Axle rotation angle control unit 24, 24-1 to 24-4 Axle rotation angle control torque calculation unit 31 Bogie 32 Axle 33 Body 34L, 34R Spring between body bogies 35 Gyro sensor 36L, 36R Follower wheel 37 Axle 38 Follower truck 39 Acceleration sensor

Continued on the front page (72) Inventor Noboru Nagai 38-8 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Shintaro Oe 38-8 Hikaricho, Kokubunji-shi, Tokyo 38 Japan Railway Technical Research Institute (72) Inventor Yosuke Nakazawa 1 Toshiba-cho, Fuchu-shi, Tokyo Toshiba Corporation Fuchu Plant (56) References JP-A-55-153204 (JP, A) JP-A-63-133804 (JP, A) JP-A-8-242506 (JP, A) JP-A-8-268277 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 1/00-15 / 42

Claims (16)

(57) [Claims] 1. A vehicle travel control device of a left and right wheel independent drive system, comprising: a train speed input; and a torque command setting unit for outputting a torque command according to a preset torque command pattern corresponding to the input train speed. And a left and right wheel speed difference correction torque calculation unit that receives the rotation speed of each of the left and right wheels as input and calculates a speed difference correction torque based on the input rotation speed difference of each of the left and right wheels, a track curvature radius and a train speed. A left and right wheel speed difference control gain setting unit that sets and outputs a control gain of the left and right wheel speed difference correction torque calculation unit in accordance with the track curvature radius and the train speed, and the torque command setting. The right and left wheel speed difference correction torque output by the left and right wheel speed difference correction torque calculation unit with respect to the torque command output from the unit. Therefore, the left and right wheel speed difference correction unit that calculates the final torque command of each of the left wheel and the right wheel, and the left wheel and right wheel based on the final torque command of each of the left and right wheels output from the left and right wheel speed difference correction unit A vehicle traveling control device comprising a left wheel driving device and a right wheel driving device for driving each wheel. 2. The right and left wheel speed difference correction torque according to whether the left and right wheels to be controlled are front or rear of the bogie with respect to the traveling direction of the train, instead of the right and left wheel speed difference control gain setting unit. 2. The vehicle travel control device according to claim 1, further comprising a left and right wheel speed difference control gain setting unit that sets and outputs a control gain of the calculation unit. 3. The left and right wheel speed difference control gain setting unit receives a left and right acceleration of a vehicle or a bogie and a train speed as inputs, and outputs the left and right wheels according to the left and right acceleration of the vehicle or the bogie and the train speed. The vehicle travel control device according to claim 1, further comprising a left / right wheel speed difference control gain setting unit that sets and outputs a control gain of a speed difference correction torque calculation unit. 4. A torque command setting unit for inputting a train speed and outputting a torque command according to a torque command pattern set in advance corresponding to the input train speed in a vehicle drive control device of a left and right wheel independent drive system. An axle rotation angle command value calculation unit that calculates an axle rotation angle command value for the bogie using the track curvature radius as an input; an axle rotation angle actual value for the bogie and the axle rotation output from the axle rotation angle command value calculation unit An angle command value is input, an axle rotation angle control torque calculation unit that calculates an axle rotation angle control torque based on the difference between the axle rotation angle actual value and the axle rotation angle command value, and an output from the torque command setting unit. The axle rotation angle control torque output by the axle rotation angle control torque calculation unit is adjusted in response to the An axle rotation angle control unit that calculates final torque commands for the wheels and the right wheel, and a left wheel and a right wheel that are driven based on the final torque commands for the left and right wheels output from the axle rotation angle control unit. A vehicle traveling control device comprising a left wheel driving device and a right wheel driving device. 5. When the left and right wheels to be controlled are behind the bogie with respect to the traveling direction of the train instead of the axle rotation angle command value calculating unit, the front side of the bogie with respect to the traveling direction of the train. Axle rotation angle command value calculating unit for calculating the rotation angle command value of the rear axle with respect to the bogie according to the rotation angle of the front axle with respect to the bogie with the input of the rotation angle of the wheel axle and the bogie. The vehicle travel control device according to claim 4, further comprising: 6. An axle rotation angle for inputting a rotation angle of a bogie relative to a vehicle body instead of the axle rotation angle instruction value calculation unit and calculating a rotation angle instruction value of an axle relative to the bogie based on the rotation angle between the vehicle bodies. The vehicle travel control device according to claim 4, further comprising a command value calculation unit. 7. A difference between a distortion amount of a spring between left and right body bogies and a distortion amount of a spring between right and left body bogies instead of the axle rotation angle command value calculation unit. 5. The vehicle travel control device according to claim 4, further comprising an axle rotation angle command value calculation unit that calculates a rotation angle command value of the axle with respect to the bogie. 8. An axle rotation angle for calculating an axle rotation angle command value for a bogie based on an output of a gyro sensor mounted on a vehicle body or a bogie and a train speed, instead of the axle rotational angle command value calculating unit. The vehicle travel control device according to claim 4, further comprising a command value calculation unit. 9. Instead of the axle rotation angle command value calculation unit, the rotation angle of the driven wheel in the formation with respect to the axle bogie is input, and the rotation angle command value of the axle of the driving wheel with respect to the bogie based on the axle rotation angle of the driven wheel. 5. The vehicle travel control device according to claim 4, further comprising an axle rotation angle command value calculation unit that calculates the rotation angle command value. 10. A lateral acceleration and a train speed of a vehicle body or a bogie are input instead of the axle rotation angle command value calculating unit, and according to the lateral acceleration and the train speed,
5. The vehicle travel control device according to claim 4, further comprising an axle rotation angle command value calculation unit that calculates an axle rotation angle command value for the bogie. 11. A vehicle travel control device of a left and right wheel independent drive system, wherein a train speed is input for left and right wheels in front of a bogie with respect to a traveling direction of a vehicle, and preset in accordance with the input train speed. A first torque command setting unit that outputs a first torque command in accordance with the specified torque command pattern; and a rotation speed of each of the left and right wheels as inputs. A left and right wheel speed difference correction torque calculation unit for calculating a speed difference correction torque, and a track curvature radius and a train speed as inputs, and the left and right wheel speed difference correction torque calculation unit corresponding to the track curvature radius and the train speed. A left and right wheel speed difference control gain setting unit that sets and outputs a control gain of the first and second torque command setting units; and a first torque command output from the first torque command setting unit. The left and right wheel speed difference correction torque calculating section calculates the final torque command of each of the left wheel and the right wheel by adjusting the left and right wheel speed difference correcting torque output by the right and left wheel speed difference correcting torque calculating portion. A left wheel driving device and a right wheel driving device for driving the front left wheel and the front right wheel based on the final torque commands of the left wheel and the right wheel output from the unit, respectively, and the bogie in the traveling direction of the vehicle. A second torque command setting unit that receives a train speed as an input, and outputs a second torque command according to a torque command pattern that is set in advance according to the input train speed, The right and left wheel speed difference correction torque output from the left and right wheel speed difference correction torque calculation unit is input, and the axle rotation angle finger is set according to the left and right wheel speed difference correction torque. An axle rotation angle command value calculation unit for calculating a value, an axle rotation angle command value output from the axle rotation angle command value calculation unit and an axle rotation angle actual value for the bogie are input, and these axle rotation angle actual values are An axle rotation angle control torque calculation unit that calculates an axle rotation angle control torque based on a difference between the axle rotation angle command values; and a second axle command output from the second torque command setting unit. An axle rotation angle control unit that calculates a final torque command for each of the left wheel and the right wheel by adjusting the axle rotation angle control torque output by the rotation angle control torque calculation unit; and a left output from the axle rotation angle control unit. A vehicle driving system including a left wheel driving device and a right wheel driving device for driving the rear left wheel and the rear right wheel based on the final torque commands of the wheels and the right wheels, respectively. Row control unit. 12. A torque command setting section for inputting a train speed and outputting a torque command according to a torque command pattern set in advance corresponding to the input train speed, in a vehicle drive control device of a left and right wheel independent drive system. An axle rotation angle control torque calculation unit that calculates and outputs an axle rotation angle control torque corresponding to the orbital curvature radius, and a torque command output from the torque command setting unit. On the other hand, an axle rotation angle control unit that calculates a final torque command for each of the left wheel and the right wheel by adjusting the axle rotation angle control torque output by the axle rotation angle control torque calculation unit; and Drive unit that drives each of the left and right wheels based on the final torque command for each of the left and right wheels output from the The vehicle travel control device comprising a right wheel drive unit. 13. An axle rotation angle for inputting a rotation angle of a bogie relative to a vehicle body instead of the axle rotation angle control torque calculation unit, and calculating and outputting an axle rotation angle control torque based on the rotation angle between the vehicle bodies. The vehicle travel control device according to claim 12, further comprising a control torque calculation unit. 14. A difference between these left and right body bogie distortions, wherein a distortion amount of a left body bogie bogie spring and a distortion amount of a right body bogie spring are input instead of the axle rotation angle control torque calculating section. 13. The vehicle travel control device according to claim 12, further comprising: an axle rotation angle control torque calculation unit that calculates and outputs an axle rotation angle control torque corresponding to the above. 15. An axle rotation angle control for calculating and outputting an axle rotation angle control torque based on an output of a gyro sensor mounted on a vehicle body or a bogie and a train speed, instead of the axle rotation angle control torque calculation unit. 13. The vehicle travel control device according to claim 12, further comprising a torque calculation unit. 16. An axle rotation angle control torque for a bogie according to the left-right acceleration and the train speed in response to the left-right acceleration and the train speed of the vehicle or the bogie instead of the axle rotation angle control torque calculation unit. 13. The vehicle travel control device according to claim 12, further comprising an axle rotation angle control torque calculation unit that calculates and outputs the following.