JP3930460B2 - Electric vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to control of an electric motor for driving an electric vehicle, and more particularly to idling control of a VVVF inverter control device.
[0002]
[Prior art]
Conventionally, the control of the VVVF inverter device used as the control of the electric motor that drives the electric vehicle calculates the torque based on the operation command from the own shaft rotation frequency and the reference frequency of the motor to be controlled, and outputs the torque command signal to the motor. This is done by outputting.
The idling control in such a control system is performed by detecting the idling state from the deviation of the own shaft rotation frequency that has changed suddenly due to idling and the reference frequency, and outputting a torque command signal necessary for idling re-adhesion. Is common. (For example, refer to Patent Document 1).
[0003]
[Patent Document 1]
Japanese Patent Laid-Open No. 09-140003
[Problems to be solved by the invention]
In the idling control method as described above, idling detection is performed based on the fluctuation of the own shaft rotation frequency. For example, even if idling occurs on a certain axle, the other axles in the same vehicle are controlled by normal torque control. Drive as is.
Therefore, when the front shaft in the same carriage is idle, the movement of the axle load of the carriage fluctuates, the axle weight of the rear axis is reduced, and idling to the rear axis is easily induced.
This triggers the cart to cause a pitching action, and further causes slipping and lowers the vehicle running performance.
[0005]
The present invention has been made to solve the above problems, and when idling occurs, it is possible to avoid idling to other axles due to fluctuations in the amount of axle load movement, and to suppress pitching operation. An electric vehicle control device is provided.
[0006]
[Means for Solving the Problems]
In the electric vehicle control device according to the present invention, an electric motor that drives the electric vehicle;
An inverter that outputs alternating current of variable voltage and variable frequency to this motor;
Speed detecting means for detecting the rotational speed of the electric motor;
Based on the rotation speed detection value from the speed detection means and the idling detection information input from the control means in the other axis that is not the control target axis, the inverter is controlled to reduce the torque of the control target axis , And a control means for suppressing the pitching operation.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
Embodiment 1.
The basic configuration of the embodiment of the present invention will be described below with reference to FIG.
The configuration of FIG. 1 is a block diagram of a control device for driving and controlling an electric vehicle. Although not shown, a plurality of trains are connected in a normal train, and the operation / stop command and torque command are transmitted to each control target axis. Has been transmitted.
[0008]
During normal power running, the torque control unit 25 in the control circuit 14 calculates and outputs a power running output 26 corresponding to the operation command 21 and the reference frequency 22 or the own shaft frequency 23.
Here, when idling occurs on another axis that is not the control target axis, the other axis idling detection information 33 is input to the pitching suppression control unit 32, and the pitching suppression control unit 32 suppresses the pitching operation with respect to the output 26. A torque command 27 for performing control is output.
[0009]
Next, the operation of the electric vehicle control apparatus shown in FIG. 1 will be described.
As shown in FIG. 2, first, when the main motor FM1 of the control target shaft starts idling at time t1, an idling detection signal # 1 that detects this is input to the control circuit of the control target axis corresponding to the FM1, and the idling Re-adhesion control of FM1 is performed by torque command # 1 so as to reduce the torque for control.
[0010]
Conventionally, even if the idling control of FM1 is performed in this way, the other wheeled shaft FM2 in the same vehicle is also affected by the idling of FM1 to cause pitching of the carriage, and the axle load is reduced to cause idling. (Time t2).
In this case, as in the case of the above FM1, after the idling of FM2, idling detection signal # 2 corresponding to this is input to the control circuit corresponding to FM2, and idling control is performed by torque command # 2. Then, the amount of idling of FM2 becomes large, and the torque of torque command # 2 is greatly attenuated.
[0011]
However, in the configuration of the present invention, the signal # 1 detected by the FM1 in the idling state is input to the control circuit corresponding to the other shaft FM2 in the same vehicle at the same time as the control circuit corresponding to the FM1, and is input to the pitching suppression control unit. In response to the normal torque command, torque command # 2 ′ is output so as to reduce the torque in order to suppress pitching.
[0012]
In this case, compared to the torque command # 2, the torque command # 2 ′ by the pitching suppression control has a fluctuation in the amount of axial load movement because the torque of the FM2 is reduced to suppress the pitching before the idling of the own shaft FM2. Induction of idling due to can be avoided, and torque reduction can be minimized as shown in # 2 ′.
In the torque command # 2 ′ of FIG. 2 , the torque is reduced stepwise with respect to the narrowing target value for suppressing pitching, but it is also possible to reduce the torque with a time constant with a first order delay. .
[0013]
As described above, by providing a pitching suppression means for performing a torque command based on the slip detection information from the other shaft that is not the control target shaft, when the slip on the other shaft occurs, whether or not the own shaft slips Regardless of the torque control, it is possible to avoid the occurrence of slipping due to fluctuations in the amount of axial load movement, and by minimizing the torque reduction during driving, it is stable even in an environment where continuous slipping occurs. Vehicle travel is possible.
[0014]
Embodiment 2. FIG.
FIG. 3 shows, as a second embodiment of the present invention, a configuration diagram in a vehicle control system in which main motors 12A to 12D as shown in FIG. 4 are individually controlled by inverter devices 11A to 11D. .
The control circuits 14A to 14D in FIG. 3 correspond respectively to the control circuits 14 shown in FIG. 1, and the own shaft frequency 23 in FIG. 1 corresponds to the PG sensors 13A to 13D that detect the rotation speeds of the main motors in FIG. 1 corresponds to the outputs 23A to 23D from the other axis, and the idling detection information 33 on the other axis in FIG. 1 corresponds to 33A to 33D transmitted between the control circuits 14A to 14D in FIG.
[0015]
During normal power running, each torque control unit in the control circuits 14A to 14D outputs power running torque commands 27A to 27D corresponding to the control target shaft.
Here, when idling occurs in another axis that is not the control target axis, for example, when idling occurs in the main motor 12A of the INV1, the information is detected by the control circuit 14A, and idling control is performed by the torque command 27A of the own axis. At the same time, the other axis idling detection information 33A is output to other control circuits (in this case, control circuits 14B to 14D) in the same carriage or the same vehicle as the other axis idling detection information 33A. The torque commands 27B to 27D, which are input to the pitching suppression control unit within ~ 14D and perform control for suppressing the pitching operation, are output.
[0016]
As described above, in the individually controlled vehicle control system, the pitching suppression control is performed from the slip detection information of the other axis that is not the control target axis in the same vehicle or the same vehicle, regardless of whether or not the own axis is idle. Further, induction of idling due to the amount of axial load movement can be avoided, and stable vehicle running can be achieved even in an environment where idling occurs continuously by minimizing the reduction in torque during running.
[0017]
Embodiment 3 FIG.
FIG. 5 shows a configuration diagram of a vehicle control system in which the main motors 12E to 12H as shown in FIG. 6 are controlled by the inverter devices 11E and 11F for each carriage, respectively, as a third embodiment of the present invention. Is.
The control circuits 14E and 14F in FIG. 5 correspond to the control circuit 14 shown in FIG. 1, and the own shaft frequency 23 in FIG. 1 corresponds to the PG sensors 13E to 13H that detect the rotation speeds of the main motors in FIG. 1 corresponds to the outputs 23E to 23H from FIG. 1, and the other-axis idling detection information 33 in FIG. 1 corresponds to 33E and 33F transmitted between the control circuits 14E and 14F in FIG.
[0018]
During normal power running, the respective torque control units in the control circuits 14E and 14F calculate and output power running torque commands 27E and 27F corresponding to the control target shaft.
Here, when idling occurs on the driving wheel shaft of another truck that is not the control target, for example, when idling occurs in the main motor 12G, the information is detected by the control circuit 14F, and idling control is performed by the torque command 27F of the own shaft. At the same time, the other axle idling detection information 33F is output to another carriage in the same vehicle, and this other axle idling detection information 33F is input to the pitching suppression control unit in the control circuit 14E to suppress the pitching operation. The controlled torque command 27E is output.
[0019]
As described above, even in the vehicle control system of the trolley control, the pitching suppression control is performed from the slip detection information of other trolleys that are not controlled in the same vehicle. By minimizing the above, stable vehicle travel is possible even in an environment where idling occurs continuously.
[0020]
Embodiment 4 FIG.
FIG. 7 shows a configuration diagram of the fourth embodiment of the present invention.
In FIG. 7, the other-axis idling detection information 33 takes in the reference speed (reference frequency) 22 and the other-axis rotation frequency 35, monitors these deviations, and detects idling when the deviation exceeds the set value. The idling is detected by the frequency deviation monitoring unit 34, and is input to the pitching suppression control unit 32 inside the control circuit.
[0021]
The frequency deviation monitoring unit 34 calculates the reference speed and the rotation frequency of the other axis, but the present invention is not limited to this, and the acceleration signal of the reference speed and the rotation frequency of the other axis is acquired. The same effect can be obtained by calculating with.
[0022]
Further, although the embodiment of the present invention has been described with the control device for an electric vehicle traveling on a railway, the present invention is not limited to this, and for example, the present invention is applied to a control device in an electric vehicle traveling on a road. However, the same effect can be obtained.
[0023]
【The invention's effect】
As described above, the present invention
An electric motor for driving an electric vehicle;
An inverter that outputs alternating current of variable voltage and variable frequency to this motor;
Speed detecting means for detecting the rotational speed of the electric motor;
Based on the rotation speed detection value from the speed detection means and the idling detection information input from the control means in the other axis that is not the control target axis, the inverter is controlled to reduce the torque of the control target axis , By providing control means for suppressing the pitching operation,
Torque control is performed regardless of whether or not the own shaft is idling, so induction of idling due to fluctuations in the axle load movement amount can be avoided, and in an environment where idling occurs continuously by minimizing torque reduction. In this case, stable running is possible.
[Brief description of the drawings]
FIG. 1 is a block diagram of a control apparatus showing an example of Embodiment 1 of the present invention.
FIG. 2 is a time chart showing an operation during idling control in the first embodiment.
FIG. 3 is a system configuration diagram of a control device showing an example of Embodiment 2 of the present invention;
FIG. 4 is a configuration diagram showing an electric vehicle system with individual motor control according to a second embodiment.
FIG. 5 is a system configuration diagram of a control device showing an example of Embodiment 3 of the present invention.
FIG. 6 is a configuration diagram showing an electric vehicle system for truck motor control according to a third embodiment.
FIG. 7 is a block diagram of a control device showing an example of Embodiment 4 of the present invention.
[Explanation of symbols]
11A to 11F: Inverter control device for controlling each axis, 12A to 12H: Main motor for each axis,
13A to 13H: Speed sensor for each axis, 14, 14A to 14F: Control circuit,
15: Reference frequency calculation unit, 21: Operation command,
22: Reference frequency detected or calculated (output from 15),
23, 23A-23H: the main motor frequency of its own shaft, 24: frequency deviation monitoring unit,
25: Torque control unit, 26: Output signal from torque control unit,
27, 27A to 27F: torque command, 32: pitching suppression control unit,
33, 33A to 33F: idling detection information of other axis, 34: other axis frequency deviation monitoring unit,
35: Main motor frequency of the other shaft.

Claims (4)

An electric motor for driving an electric vehicle;
An inverter that outputs alternating current of variable voltage and variable frequency to this motor;
Speed detecting means for detecting the rotational speed of the electric motor;
Based on the rotation speed detection value from the speed detection means and the idling detection information input from the control means in the other axis that is not the control target axis, the inverter is controlled to reduce the torque of the control target axis , An electric vehicle control device comprising control means for suppressing a pitching operation. The control means includes
When idling occurs in the motor of the controlled shaft , the information is detected,
2. The control apparatus for an electric vehicle according to claim 1, wherein the control device outputs the non-slip detection information of the other axis to the control unit of the other axis that is not the control target axis .   3. The electric vehicle control device according to claim 1, wherein the electric motors for driving the electric vehicle are individually controlled.   3. The electric vehicle control device according to claim 1, wherein an electric motor for driving the electric vehicle is controlled for each carriage.

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