JP4083697B2 - Electric vehicle control device and electric vehicle control method - Google Patents

Description

  The present invention relates to a control device for an electric vehicle, and more specifically, to torque control of an electric motor in consideration of variation in axial load (also referred to as axial load movement).

  As electric cars, trains, electric cars, and the like are known. Hereinafter, trains (powered vehicles) will be described as typical examples. The train is accelerated and decelerated by the tangential force between the wheels and rails (also called adhesive force). If the generated torque of the electric motor is in the range of tangential force or less, adhesion running is performed, but if the tangential force is exceeded, idling or gliding (hereinafter referred to as “idling gliding”) occurs.

  In the case of idling, the control for reducing the generated torque of the electric motor to return to the sticking running, that is, the re-sticking control is performed (for example, refer to Patent Document 1).

Therefore, torque control that maintains effective adhesion performance and does not cause idling or rapid and optimum re-adhesion torque control after idling is required. However, in order to maintain the adhesion performance, it is necessary to obtain a tangential force. As a technique for estimating the tangential force coefficient, for example, the technique of Patent Document 2 is known.
JP 2002-44804 A Japanese Patent Laid-Open No. 11-252716

ここで、Ｆは車輪周引張力［Ｎ］、ｍは回転慣性質量［ｋｇ］、αは車輪周加速度［ｍ／ｓｅｃ²］、Ｗは軸重［Ｎ］である。 By the way, the tangential force coefficient is obtained by the following equation.

Here, F is the wheel circumferential tensile force [N], m is the rotational inertial mass [kg], α is the wheel circumferential acceleration [m / sec ² ], and W is the axial load [N].

ここで、正負の符号は進行方向と歯車回転方向との相対関係に応じて選択され、Ｆは当該軸の引張力［Ｎ］、ｈはレール面と牽引リンク間距離［ｍ］、ｌは台車内軸間距離［ｍ］、Ｈはレール面と連結器間距離［ｍ］、Ｌは前後台車牽引リンク間距離［ｍ］である。 The axle load W is obtained as the sum of the stationary wheel load W ₀ [N] and the axle load fluctuation ΔW [N]. The axle load variation ΔW is a change in axle load caused by a rotational moment acting on the vehicle body or the carriage when driving or braking the train. Conventionally, this axial load variation ΔW has been calculated by, for example, the following simplified formula.

Here, the positive and negative signs are selected according to the relative relationship between the traveling direction and the gear rotation direction, F is the tensile force [N] of the shaft, h is the distance between the rail surface and the traction link [m], and l is the table. The distance between the inner shafts [m], H is the distance between the rail surface and the coupler [m], and L is the distance between the front and rear truck tow links [m].

  As described above, the axle load variation changes in real time according to the driving / braking of the train. However, since each item of the formula (2) used in the past is a fixed value, the obtained axial load variation is also a fixed value. That is, the conventional motor torque control has not dynamically considered the axial load variation that changes in real time.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to realize more appropriate motor torque control by dynamically considering a change in axle load that changes in real time.

The first invention for solving the above problems is:
Force detecting means for detecting the force applied to the shaft spring (for example, the shaft spring displacement detector 40 in FIG. 6) ;
Axial weight calculating means (for example, an axial weight calculator 53 in FIG. 6) for calculating the axial weight from the force detected by the force detecting means and the motor torque and the stationary wheel weight ;
An electric vehicle control apparatus that performs torque control of an electric motor based on the axle weight calculated by the axle weight calculating means .

Further, the fifth aspect of the present invention detects a force applied to the shaft spring, and calculates a shaft weight from the detected force, motor torque, and stationary wheel weight (for example, a shaft weight calculation in FIG. 6). 53), and controls the electric motor torque based on the axle load calculated in the axle load calculating step .

According to the first or fifth invention, to detect a force in the axial spring, and the detected force and the motor torque, the torque control of dynamic motors based on axle load calculated from the static wheel load Is done. The moment acting when driving or braking the electric vehicle appears as a change in the axial load applied to the wheel, and this change in the axial load appears as a force applied to the shaft spring. Therefore, by dynamically detecting the force applied to the shaft spring and based on the detected force, it is possible to realize motor torque control that dynamically considers the axial load variation that changes in real time.

The second invention is a control device for an electric vehicle according to the first invention,
Tangential force coefficient calculating means for calculating a tangential force coefficient with axle load calculated by the axle load calculation means (e.g., mu operator 54 in FIG. 6) further comprises a, calculated by the tangential force coefficient calculation means An electric vehicle control device that performs torque control of an electric motor using a tangential force coefficient as one of control reference values.

The sixth invention is a method of controlling an electric vehicle according to the fifth invention,
Tangential force coefficient calculating step of calculating a tangential force coefficient with axle load calculated by the axle load calculating step (e.g., mu operator 54 in FIG. 6) comprises a tangent calculated by the tangential force coefficient calculating step It is an electric vehicle control device that performs torque control of an electric motor using a force coefficient as one of control reference values.

  According to the second or sixth invention, the torque control of the electric motor is performed using the tangential force coefficient as one of the control reference values. The tangential force coefficient is dynamically calculated using a shaft weight calculated from the detected force applied to the shaft spring, the motor torque, and the stationary wheel weight. For this reason, the motor torque control which dynamically considers the axial load variation that changes in real time can be realized.

The third invention is the electric vehicle control device of the first invention, wherein
The tangential force coefficient calculating means for calculating a tangential force coefficient with axle load calculated (e.g., mu operator 54 in FIG. 6) by the axle load calculating means,
Idle running detection means (for example, idle running detection device 52 in FIG. 6) for detecting idle running of the drive wheel;
Holding means for holding the calculated tangential force coefficient at the start of detection of idling by the idling sliding detection means (for example, holding circuit 55 in FIG. 6);
And a control device for an electric vehicle that performs torque control of the motor during re-adhesion using the tangential force coefficient held by the holding means and the current force detected by the force detection means.

The seventh invention is a method of controlling an electric vehicle according to the fifth invention,
The tangential force coefficient calculating step (e.g., mu operator 54 in FIG. 6) for calculating a tangential force coefficient with axle load calculated by the axle load calculation step,
A holding step (for example, holding circuit 55 in FIG. 6) for holding the tangential force coefficient at the start of idling of the driving wheel;
Hints is a control method of an electric vehicle that performs torque control of the motor at the time of re-adhesive using current axle load which is calculated by the tangential force coefficient is held and the axle load calculating step by the holding step.

  According to the third or seventh invention, the axial load is calculated from the detected force and the motor torque applied to the current shaft spring and the stationary wheel load, and the tangential force coefficient is calculated using the calculated load. Calculated dynamically. On the other hand, when idling occurs, the tangential force coefficient at the start is maintained. Then, the re-adhesion control is performed using the retained tangential force coefficient and the force applied to the current shaft spring during the re-adhesion control. The tangential force coefficient at the start of idling is a value indicating the adhesion characteristics between the wheels and rails of the electric vehicle. For this reason, appropriate re-adhesion torque control can be realized.

A fourth aspect of the invention is the electric vehicle control device according to the first aspect of the invention.
The electric vehicle includes a plurality of drive shafts,
The force detection means and the axle load calculation means are provided for each of the drive shafts,
The calculated driving torque distribution of the drive shafts using the axle load calculated by the axle load calculating means, the obtained in accordance with a drive torque distribution of the electric vehicle that performs torque control of the electric motor that drives each of the drive shafts It is a control device.

The eighth invention is a method for controlling an electric vehicle of the fifth invention, comprising:
The electric vehicle is an electric vehicle having a plurality of drive shafts,
Each electric motor that drives each of the drive shafts according to the obtained drive torque distribution by obtaining a drive torque distribution of each of the drive shafts using each axle weight calculated by performing the axle load calculating step for each of the drive shafts. It is the control method of the electric vehicle which performs torque control of.

  Due to the relationship between the traveling direction of the electric vehicle and the arrangement position of each drive shaft (front / rear), the rotation direction of the motor gear that drives each drive shaft (whether it works in the direction of pressing the drive shaft), etc. The shaft load variation of each drive shaft is not the same and dynamically changes. According to the fourth or eighth aspect of the invention, the force applied to the shaft spring of each drive shaft is detected, and torque control is performed with torque distribution according to the detected force applied to the shaft spring of each drive shaft. Therefore, motor control by appropriate torque distribution can be realized across the plurality of drive shafts. Note that when the electric motors perform control to drive the respective drive shafts based on one electric power source, the total usable electric energy is limited, so the fourth or eighth invention is more suitable. It works suitably.

The force applied to the shaft spring dynamically detected, and the detected force and the motor torque, that based on axle load calculated from a stationary wheel load and dynamically considering axle load fluctuation that changes in real time Electric motor torque control can be realized.

The best mode for carrying out the present invention will be described below with reference to the drawings.
In the following, the case where the present invention is applied to a train will be described, but the application of the present invention is not limited to this.

[principle]
First, the principle of this embodiment will be described.
In an electric vehicle such as a train, a rotational moment is applied to the bogie and the vehicle body during driving / braking, causing variations in the axial load on each axis. This variation in axial load appears as a force applied to the shaft spring. Since the force applied to the shaft spring appears as a displacement of the shaft spring, this embodiment will be described as a displacement detection of the shaft spring as an example of the detection of the force applied to the shaft spring. In this embodiment, the axial spring displacement is detected, and the tangential force coefficient μ is calculated using the detected axial spring displacement. Then, torque control of the electric motor is performed based on the calculated tangential force coefficient μ.

As shown in FIG. 1, the shaft spring is provided between the axle box 2 that supports the axle 1 and the carriage frame 4 that supports the vehicle at both ends of the axle 1. In the present embodiment, the length of the shaft spring 3, that is, the distance from the upper end portion of the shaft spring 3 in contact with the carriage frame 4 to the lower end portion in contact with the upper surface of the axle box 2 is measured using, for example, a distance sensor. The displacement of the shaft spring 3 is detected (calculated) by measuring and comparing the measured length with the reference length of the shaft spring 3. As another method for detecting the axial spring displacement, the lower end portion of the shaft spring is brought into contact with the shaft box through the load cell, and the measured value of the load cell is converted into the shaft spring displacement, or a strain gauge is applied to the shaft spring. For example, a method of pasting and converting the measured value of the strain gauge into the axial spring displacement may be used.
The axial load variation ΔW is obtained as follows using the axial spring displacement.

ここで、Ｄは車輪の直径［ｍ］、ａは電動機のノーズと支え軸受間の距離［ｍ］、Ｋｂは軸バネ係数［Ｎ／ｍｍ］、ＸＲ、ＸＬは、進行方向に向かって車軸の右側、左側に設けられている軸バネの変位［ｍｍ］、Ｆは引張力［Ｎ］である。但し、軸バネ変位ＸＲ、ＸＬは、軸バネが縮む方向を正（＋）とし、伸びる方向を負（−）とする。 (A) Hanging-type carriage In the case of a hanging-type carriage, the axle load variation ΔW is obtained by the following expression.

Here, D is the wheel diameter [m], a is the distance between the motor nose and the support bearing [m], Kb is the axial spring coefficient [N / mm], and XR and XL are the axles in the direction of travel. Displacement [mm] and F of tensile force [N] of the shaft spring provided on the right side and the left side. However, in the axial spring displacements XR and XL, the direction in which the axial spring contracts is positive (+), and the direction in which the axial spring is extended is negative (-).

  In Equation (3), the first term represents the force that the tensile force (wheel tensile force) acts directly on the axle, and the second term represents the force that acts on the axle via the shaft spring. The case where force is applied downward (that is, the direction in which the axle is pressed) is positive (+), and the case where force is applied upward is negative (-).

  Further, the sign of positive / negative (+/−) in the first term is selected according to the positional relationship between the axle and the electric motor with respect to the traveling direction. Specifically, when the electric motor is located behind the axle in the direction of travel, the tensile force F acts in the upward direction, so it is negative (−), and when the motor is located in front of the axle in the direction of travel. Becomes positive (+) because the tensile force works downward.

ここで、Ｇは大歯車と小歯車の歯車比、ｒは車輪の半径［ｍ］、τｅは電動機の発生トルク［Ｎｍ］である。 Among the specifications of the formula (3), the wheel diameter D, the distance a between the motor nose and the support bearing, and the spring coefficient Kb are fixed values determined by the specifications of the train, and the axial spring displacements XR, XL and tension The force F is a value that changes as the train travels. The axial spring displacements XR and XL can be obtained as detected values as described above, and the tensile force F is obtained by the following equation.

Here, G is the gear ratio between the large gear and the small gear, r is the wheel radius [m], and τe is the generated torque [Nm] of the motor.

ここで、Ｍは相互インダクタンス［Ｈ］、Ｌ２は二次インダクタンス［Ｈ］、Ｉｄ^*は磁束分電流指令値［Ａ］、Ｉｑは電動機トルク分電流［Ａ］である。 Of each item of the equation (4), the gear ratio G and the wheel radius r are fixed values determined by the specifications of the train. Further, the generated torque τe is a value that changes as the train travels, and is obtained by the following equation.

Here, M is a mutual inductance [H], L2 is a secondary inductance [H], Id ^* is a magnetic flux current command value [A], and Iq is a motor torque current [A].

Among the various items of the equation (5), the mutual inductance M and the secondary inductance L2 are fixed values determined by the specifications of the motor, and the magnetic flux component current command value Id ^* and the motor torque component current Iq are used for running the train. It is a value that changes accordingly. The electric motor torque component current Iq can be obtained as a measured value.

Thus, in the case of a hanging type carriage, the measured current shaft spring displacements XR, XL, electric motor torque component current Iq, magnetic flux component current command value Id ^* and each of the trains are obtained from the equations (2) to (5). The current axle load variation ΔW can be obtained from the specifications.

ここで、Ｆｗは歯車に伝わる力［Ｎ］である。 (B) Bogie Mount Type In the case of a bogie mount type train, the axle load variation ΔW is obtained by the following equation.

Here, Fw is a force [N] transmitted to the gear.

  In Equation (6), the first term represents the force acting on the axle via the shaft spring, and the second term represents the force acting on the axle directly by the tensile force, both of which are applied downward Is positive (+). Further, the sign of positive / negative (+/−) in the first term is selected according to the rotation direction of the motor gear that drives the axle.

ここで、ｒｂは大歯車のピッチ円半径［ｍ］、Ｆは車輪周引張力［Ｎ］である。 The force Fw transmitted to the gear changes as the train travels, and is obtained by the following equation.

Here, rb is the pitch circle radius [m] of the large gear, and F is the wheel circumferential tensile force [N].

  Of each item of equation (7), the pitch circle radius rb is a fixed value determined by the specification of the train. Further, the wheel circumferential tension force F is a value that changes as the train travels, and is obtained by the above-described equation (4).

As described above, in the case of the bogie mounting type, from the formulas (4) to (7), the measured current shaft spring displacements XR and XL, the electric motor torque component current Iq, the magnetic flux component current command value Id ^*, and each of the trains The current axle load variation ΔW is obtained from the specifications.

  In other words, the current axle load variation ΔW is obtained based on the detected current shaft spring displacements XR and XL and the motor torque component current Iq in both cases of the hanging type carriage and the carriage mounting type. . Then, based on the axial load variation ΔW, the tangential force coefficient μ is obtained from Equation (1).

  As described above, the current axial load variation ΔW is determined from the detected current shaft spring displacements XR and XL, and the current tangential force coefficient μ that changes as the vehicle travels is determined in real time.

[Test results]
Next, one test result based on the above-described principle is disclosed, and the effectiveness of the motor torque control using the tangential force coefficient μ based on the detected force (calculation / calculation from the current shaft spring displacement) applied to the shaft spring is demonstrated. explain.

  FIG. 2 is a diagram showing test results before and after detecting slipping when the Shinkansen train is run at a high speed test at about 330 [km / h]. In the figure, with the horizontal axis as a common time axis, the motor speeds (motor speeds) V1 and V2 for driving the first and second axes, the axial spring displacements XR1 and XL1 measured for the first axis, and the two axes The measured axial spring displacements XR2 and XL2 are shown.

  Next, tensile forces F1 and F2 and axial load fluctuations ΔW1 and ΔW2 were calculated for each of the uniaxial and biaxial axes from these axial spring displacements XR2, XL2, XR2, and XL2. Since the Shinkansen train is a bogie-mounted train, calculation was performed using equations (4) to (7). The calculation result is shown in FIG.

  In the figure, with the horizontal axis as a common time axis, the motor speeds V1 and V2 and the tensile forces F1 and F2 calculated for the 1 axis and 2 axes, respectively, and the 1 axis and 2 axes from the tension forces F1 and F2, respectively. The calculated axle load fluctuations ΔW1 and ΔW2 are shown.

Then, from these calculated tensile forces F1 and F2 and axial load fluctuations ΔW1 and ΔW2, the tangential force coefficient μ for each of the uniaxial and biaxial axes, that is, the tangential force coefficient μ in consideration of the axial load fluctuations is calculated according to the equation (1). Calculated. Further, in Equation (1), a tangential force coefficient in the case of W = W ₀ , that is, a tangential force coefficient μ ′ that does not take into account fluctuations in axial load was calculated. The calculation result is shown in FIG.

  In the figure, the horizontal axis is a common time axis, the motor speeds V1 and V2, the tangential force coefficient μ1 considering the fluctuation of the axial load calculated for one axis, the tangential force coefficient μ1 ′ not considering the axial load fluctuation, and 2 The tangential force coefficient μ2 calculated with respect to the shaft load and the tangential force coefficient μ2 ′ not considering the shaft load variation are shown.

  Further, for each of the first and second axes, the difference Δμ1 (= μ1′−μ1) between the tangential force coefficients μ1 and μ2 considering the axial load variation and the tangential force coefficients μ1 ′ and μ2 ′ not considering the axial load variation. , Δμ2 (= μ2′−μ2) was calculated. The calculation result is shown in FIG.

  In the figure, with the horizontal axis as a common time axis, the difference between the motor speeds V1 and V2 and the tangential force coefficient μ1 considering the axial load variation calculated for one axis and the tangential force coefficient μ1 ′ not considering the axial load variation. The difference Δμ2 between Δμ1, μ2 in consideration of the axial load variation calculated for the two axes, and the tangential force coefficient μ2 ′ not considering the axial load variation is shown.

  As shown in the figure, the difference between the tangential force coefficients Δμ1 and Δμ2, that is, the case where the axial load variation is not taken into consideration and the case where there is a difference of about 0.35% or less at the maximum are generated in the tangential force coefficient μ. I understand that. In addition, the difference between the tangential force coefficient Δμ1 and Δμ2 increases between the start of the idling and the detection time, and it can be seen that a considerably large axial load variation occurs during the idling.

  As shown in FIG. 4, the tangential force coefficients μ1 and μ2 fluctuate around 3.0%. That is, the difference Δμ1 and Δμ2 between the tangential force coefficients occupy about 10% of the tangential force coefficients μ1 and μ2. Therefore, it can be said that performing the torque control of the electric motor so as to improve the difference Δμ of the tangential force coefficient using the tangential force coefficient μ based on the spring shaft displacement is particularly effective in the re-adhesion control.

  Hereinafter, three specific examples of torque control using the tangential force coefficient μ based on the axial spring displacements XR and XL will be described in order.

[First embodiment]
FIG. 6 is a block diagram showing an outline of the main circuit configuration of the train in the first embodiment, and shows the components for one drive shaft. As shown in the figure, in the first embodiment, the main circuit of the train includes an electric motor 10, an inverter 20, a current sensor 30, an axial spring displacement detector 40, and an electric motor control device 50-1. Configured.

  The electric motor 10 is a main electric motor (main motor) that rotates the axle by being supplied with electric power from the inverter 20, for example, by the above-described hanging type or bogie mounting type, and is realized by, for example, a three-phase induction motor. .

The inverter 20 is supplied with overhead power via a pantograph and a converter. The inverter 20 adjusts the output voltage based on the U-phase, V-phase, and W-phase voltage command values Vu ^* , Vv ^* , and Vw ^* input from the vector control arithmetic unit 61 and applies them to the electric motor 10.

  The current sensor 30 is provided at the input end of the electric motor 10 and detects U-phase and V-phase current values Iu and Iv flowing into the electric motor 10.

  The shaft spring displacement detector 40 always detects the displacements XR and XL of the shaft springs provided at both ends of the axle. The detected shaft spring displacements XR and XL are output to the shaft load calculator 53.

  The electric motor control device 50-1 performs vector control of the electric motor 10, and is realized by a computer or the like including a CPU, a ROM, a RAM, and the like. Alternatively, the inverter 20 may be integrally configured as an inverter device. Further, the motor control device 50-1 includes a coordinate converter 51, an idling / sliding detection device 52, a shaft load calculator 53, a μ calculator 54, a holding circuit 55, a return torque calculator 56, and vector control. And an arithmetic device 61.

ここで、θはＵ相電流と二次鎖交磁束との成す角である。 The coordinate converter 51 performs d-q coordinate conversion on the current values Iu and Iv detected by the current sensor 30, and an excitation current component Id that is a d-axis component and a torque current component that is a q-axis component (motor torque component current). ) Convert to Iq. The converted current components Id and Iq are output to the idling / sliding detection device 52 and the axle load calculator 53. As a conversion formula from the current values Iu and Iv to the current components Id and Iq, for example, the following formula is known.

Here, θ is an angle formed by the U-phase current and the secondary flux linkage.

  The idling / sliding detecting device 52 determines whether or not the electric motor 10 is idling or sliding based on the current components Id and Iq input from the coordinate converter 51 (specifically, the wheels driven by the electric motor 10 are idling or Whether or not sliding is detected, and when idling or sliding is detected, an idling / sliding detection signal is output.

  The axial load calculator 53 always calculates the axial load W based on the axial spring displacements XR and XL detected by the axial spring displacement detector 40 and the torque current component Iq input from the coordinate converter 51. To do. The calculated axle load W is output to the μ calculator 54 and the return torque calculator 56.

Specifically, in the case of the “hanging type carriage”, the current command value Id ^* input from a current command value calculation device (not shown ⁾ and the torque current component Iq input from the coordinate converter 51 are used. Based on the equation (5), the generated torque τe is calculated. Next, based on the calculated generated torque τe, the tensile force F is calculated according to the equation (4). Based on the calculated tensile force F and the spring displacements XR and XL detected by the shaft spring displacement detector 40, the equation Axial load variation ΔW is calculated according to (3). Then, the current wheel load W according to the current shaft spring displacements XR and XL is calculated by adding the stationary wheel load W ₀ to the calculated shaft load fluctuation ΔW.

In the case of the “trolley mounting type”, the generated torque τe is calculated according to the equation (5) based on the current command value Id ^* and the torque current component Iq input from the coordinate converter 51. Next, based on the calculated generated torque τe, the tensile force F is calculated according to the equation (4). Based on the calculated tensile force F and the spring displacements XR and XL detected by the shaft spring displacement detector 40, the equation (6) Axial load variation ΔW is calculated according to equation (7). Then, the current wheel load W according to the current shaft spring displacements XR and XL is calculated by adding the stationary wheel load W ₀ to the calculated shaft load fluctuation ΔW.

  The μ calculator 54 always calculates the tangential force coefficient μ according to the equation (1) based on the axial load W input from the axial load calculator 53. The calculated tangential force coefficient μ is output to the holding circuit 55 and the return torque calculator 56.

  When the idling / sliding detection signal is input from the idling / sliding detection device 52, the holding circuit 55 retains the tangential force coefficient μ input from the μ calculator 54 at that time. That is, the tangential force coefficient μ at the time point when the idling is detected is held. The retained tangential force coefficient μ is output to the return torque calculator 56.

  The return torque calculator 56 generates a return torque command signal based on the axle load W input from the axle load calculator 53 and the tangential force coefficient μ input from the holding circuit 55. The generated return torque command signal is output to the vector control arithmetic unit 61.

  Specifically, the tensile force F satisfying the equation (1) is calculated based on the axial load W input from the axial load calculator 53 and the tangential force coefficient μ input from the holding circuit 55. Next, based on the calculated tensile force F, a generated torque τe that satisfies the equation (4) is calculated, and a torque current component Iq that satisfies the equation (5) is calculated based on the calculated generated torque τe.

  That is, the torque current component Iq calculated here corresponds to the limit torque current component Iq that can be adhered and traveled with the current axle load W. Therefore, the return torque calculator 56 outputs a value slightly smaller than the calculated torque current component Iq to the vector control calculator 61 as a return torque command signal.

The vector control arithmetic unit 61 includes an idling / sliding detection signal input from the idling / sliding detector 52, a return torque command signal input from the return torque calculator 56, and a current command input from a current command calculator not shown. Based on the values Id ^* and Iq ^* , voltage command values Vu ^* , Vv ^* and Vw ^* for the inverter 20 are calculated. The calculated voltage command values Vu ^* , Vv ^* , Vw ^* are output to the inverter 20.

Specifically, the voltage command value is calculated on the basis of the current command values Id ^* and Iq ^* while the idling detection signal is not input from the idling detection device. When an idling command signal is input, that is, when idling occurs, voltage command values Vu ^* , Vv ^* , Vw ^* are generated so as to reduce the torque generated by the electric motor 10, and then based on the return torque command signal. Re-adhesion control for generating voltage command values Vu ^* , Vv ^* and Vw ^* is performed so as to raise (return) the generated torque.

  In this way, the motor control device 50-1 always calculates the current tangential force coefficient μ based on the current shaft spring displacements XR and XL detected by the shaft spring displacement detector 40, and this calculated current Based on the tangential force coefficient μ, re-adhesion control is performed when slipping is detected. That is, the torque control of the electric motor 10 is performed in consideration of the axial load fluctuation that fluctuates in real time.

[Second Embodiment]
FIG. 7 is a block diagram showing an outline of the main circuit configuration of the train in the second embodiment. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  According to the figure, in the second embodiment, the motor control device 50-2 includes a coordinate converter 51, a shaft load calculator 53, a μ calculator 54, a torque command signal correction device 57, and a vector control calculation. And a device 62.

Based on the tangential force coefficient μ input from the μ calculator 54, the torque command signal correction device 57 corrects the torque current command value Iq ^* input from a current command value calculation device (not shown), thereby correcting the corrected torque command. Output as a signal.

Specifically, the maximum torque command signal corresponding to the tangential force coefficient μ input from the μ calculator 54 is compared with the torque component current command value Iq ^* . If the torque component current command value Iq ^* is equal to or less than the maximum torque command signal, the torque component current command value Iq ^* is directly output as a correction torque signal, and the torque component current command value Iq ^* exceeds the maximum torque command signal. In this case, the maximum torque command signal is output as a corrected torque command signal.

  Here, the “maximum torque command signal” is associated with the tangential force coefficient μ, and is the maximum value of the torque command signal that does not cause idling in the corresponding tangential force coefficient μ. This maximum torque command signal is prepared in advance as, for example, a data table associated with the tangential force coefficient μ or a function expression having the tangential force coefficient μ as a variable.

The vector control arithmetic unit 62, based on the corrected torque command signal input from the torque command signal correction device 57 and the input magnetic flux component current command value Id ^* , the voltage command values Vu ^* , Vv ^* , Vw ^* for the inverter 20 ^. Is calculated. The calculated voltage command values Vu ^* , Vv ^* , Vw ^* are output to the inverter 20.

  As described above, the motor control device 50-2 always calculates the current tangential force coefficient μ based on the current shaft spring displacements XR and XL detected by the shaft spring displacement detector 40, and calculates the current Torque control is performed so as not to cause idling based on the tangential force coefficient μ. That is, the torque control of the electric motor 10 is performed in consideration of the axial load fluctuation that fluctuates in real time.

[Third embodiment]
FIG. 8 is a block diagram showing an outline of the main circuit configuration of the train in the third embodiment. In the third embodiment, the same components as those in the first and second embodiments described above are denoted by the same reference numerals, and detailed description thereof is omitted. The third embodiment is different from the first and second embodiments in that one motor control device controls two drive shafts (more specifically, each motor that drives each shaft).

  According to the figure, in the third embodiment, the main circuit of the train is a single-axis inverter 20a, a two-axis inverter 20b, shaft spring displacement detectors 40a and 40b, an electric motor controller 50-3, It is configured with.

The one-axis inverter 20a and the two-axis inverter 20b are not connected in accordance with the voltage command values Vu ^* , Vv ^* , and Vw ^* input from the one-axis vector control arithmetic device 63a and the two-axis vector control arithmetic device 63b, respectively. Electric power is applied to the 1-axis motor and 2-axis motor that drive the 1-axis and 2-axis shown in the figure.

  The shaft spring displacement detectors 40a and 40b respectively detect shaft spring displacements XR1, XL1 and 2 and shaft spring displacements XR2 and XL2 about one axis. The detected shaft spring displacements XR1 and XL1 are output to the axle load calculator 53a, and the shaft spring displacements XR2 and XL2 are output to the axle load calculator 53b.

  The motor control device 50-3 performs vector control of the single-axis motor and the two-axis motor, and includes coordinate converters 51a and 51b, axle load calculators 53a and 53b, μ calculators 54a and 54b, A torque distribution calculation device 58, a one-axis vector control calculation device 63, and a two-axis vector control calculation device 63b are provided.

  The coordinate converters 51a and 51b are respectively detected by current sensors (not shown) and applied to the single-axis motor from the single-axis inverter 20a, the current values Iu1, Iv1, and the dual-axis inverter 20b to the dual-axis motor. Are converted into current components Id1, Iq1, Id2, and Iq2 of d-axis and q-axis. The converted current components Id1 and Iq1 are output to the axle load calculator 53a, and the current components Id2 and Iq2 are output to the axle load calculator 53b.

  The axle load calculators 53a and 53b are respectively uniaxial and biaxial based on the axial spring displacements XR1 and XL1 input from the axial spring displacement detector 40a and XR2 and XL2 input from the axial spring displacement detector 40b. The axial weights W1 and W2 are calculated. The calculated shaft weight W1 is output to the μ calculator 54a, and the shaft weight W2 is output to the μ calculator 54b.

  The μ calculators 54a and 54b respectively calculate the tangential force coefficient μ1 for one axis and the tangential force coefficient μ2 for the axis based on the shaft weights W1 and W2 input from the axle load calculators 53a and 53b, respectively. . The calculated tangential force coefficients μ 1 and μ 2 are output to the torque distribution calculation device 58.

The torque distribution calculation device 58 is based on the tangential force coefficients μ1 and μ2 input from the μ calculators 54a and 54b and the two-axis collective torque command signal Iq ^* input from a current command value calculation device (not shown). A uniaxial torque command signal for the two axes and a biaxial torque command signal for the two axes are generated. Specifically, for example, the uniaxial torque command signal and the biaxial torque signal are generated so as to cause the uniaxial motor and the biaxial motor to generate torque at a ratio corresponding to the input tangential force coefficients μ1 and μ2. . In addition, a two-axis collective magnetic flux command signal Id ^* is input from the current command value calculation device, and a one-axis magnetic flux command signal for one axis, two in consideration of the previously generated one-axis torque command signal and two-axis torque command signal. A biaxial magnetic flux command signal for the axis is generated. The generated one-axis torque command signal and one-axis magnetic flux command signal are output to the one-axis vector control arithmetic device 63a, and the two-axis torque command signal and two-axis magnetic flux command signal are output to the two-axis vector control arithmetic device 63b. The

The single-axis vector control arithmetic unit 63a is configured to output voltage command values Vu ^* , Vv ^* , Vw for the single-axis inverter 20a based on the single-axis torque command signal and the single-axis torque command signal input from the torque distribution calculation unit 58. ^{* Is} generated. The generated voltage command signals Vu ^* , Vv ^* , Vw ^* are output to the single-axis inverter 20a.

Based on the biaxial torque command signal and the biaxial magnetic flux command signal input from the torque distribution computing device 58, the biaxial vector control arithmetic device 63b is connected to voltage command values Vu ^* , Vv ^* , Vw for the biaxial inverter 20b. ^{* Is} generated. The generated voltage command signals Vu ^* , Vv ^* , Vw ^* are output to the two-axis inverter 20b.

  In this way, the motor control device 50-3 always calculates the current tangential force coefficient μ based on the current shaft spring displacements XR and XL detected by the shaft spring displacement detector 40, and this calculated current The torque distribution of each axis is controlled based on the tangential force coefficient μ. That is, the torque control of the electric motor is performed in consideration of the axial load fluctuation that fluctuates in real time. In addition, when the motor control device 50-3 of the third embodiment drives a single-shaft motor and a two-shaft motor using a single power source, the total amount of power is limited. The torque control of each electric motor according to the force coefficients μ1 and μ2 is extremely effective.

[Modification]
The application of the present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the spirit of the present invention.

(A) Number of Axle Springs In each of the above-described embodiments, the case where the axle is provided with one axle spring at each of the left and right ends of each axle has been illustrated and described, but a plurality of axle springs are provided respectively. The same applies to the case. In this case, in the formula (3) or the formula (6), the spring coefficient Kb is a spring coefficient in the case where the plurality of shaft springs are virtually regarded as one shaft spring, and a representative one of the shaft springs. The displacement may be measured, and the tangential force coefficient μ may be obtained using the measured displacements as the axial spring displacements XR and XL.

(B) Power supply from the inverter to the motor In addition, in each of the above-described embodiments, the inverter 20 is applied to one shaft, but is applied to two or more shafts (motors) in a lump. It's also good.

(C) Electric vehicle to be applied In the above-described embodiment, the case where the present invention is applied to a train has been described. However, the present invention is also applicable to other electric vehicles such as an electric vehicle. In this case, the suspension corresponds to an axial spring, and the tangential force coefficient μ is detected by detecting the displacement of the suspension.

[Appendix]
The embodiment has been described on the assumption that there is a moment of the vehicle body and the carriage through the shaft spring as a moment acting on the wheel shaft in addition to the tensile force by the electric motor. However, as a member for connecting the carriage and the wheel shaft, a shaft other than the shaft spring can be used. Since there is a damper, in order to perform more precise control, it is necessary to consider the moment through this shaft damper. However, the shaft spring generates a force proportional to the displacement, whereas the shaft damper generates a force proportional to the displacement speed. Therefore, it is considered that the shaft damper actually functions (actually acts on the wheel shaft) when a large vibration (for example, a large vibration from a rail joint) occurs. Therefore, it is considered that the fluctuation of the axial load used for torque control in normal traveling is sufficient based on only the displacement of the axial spring.

The figure for demonstrating the detection of the displacement of an axial spring. The figure which shows the measured axial spring displacement XR, XL. The figure which shows the tensile force F computed from FIG. 2, and axial load fluctuation | variation (DELTA) W. FIG. 4 is a diagram showing a tangential force coefficient μ calculated from FIG. 3. 4 is a diagram showing the difference Δμ of the tangential force coefficient. The main circuit block diagram of the train in 1st Example. The main circuit block diagram of the train in 2nd Example. The main circuit block diagram of the train in 3rd Example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Electric motor 20 Inverter 30 Current sensor 40 Axle spring displacement detector 50-1, 50-2, 50-3 Electric motor control device 51 (51a, 51b) Coordinate converter 52 Idling sliding detection device 53 (53a, 53b) Axle load calculation 54 (54a, 54b) μ calculator 55 holding circuit 56 return torque calculator 57 torque command signal correction device 58 torque distribution calculation device 61, 62, 63a, 63b vector control calculation device

Claims (8)

Force detecting means for detecting the force applied to the shaft spring ;
A shaft weight calculating means for calculating a shaft weight from the force and motor torque detected by the force detecting means and a stationary wheel weight ;
An electric vehicle control apparatus that performs torque control of an electric motor based on the axle weight calculated by the axle weight calculating means . The apparatus further comprises tangential force coefficient calculating means for calculating a tangential force coefficient using the axial weight calculated by the axial weight calculating means, and the tangential force coefficient calculated by the tangential force coefficient calculating means is used as one of control reference values. The electric vehicle control device according to claim 1, wherein torque control of the electric motor is performed. The tangential force coefficient calculating means for calculating a tangential force coefficient with axle load calculated by the axle load calculating means,
An idling / sliding detecting means for detecting idling or sliding of the driving wheel (hereinafter referred to as “idling / sliding”);
Holding means for holding the tangential force coefficient calculated by the tangential force coefficient calculating means at the start of detection of idling by the idling sliding detection means;
The motor torque control at the time of re-adhesion is performed using a tangential force coefficient held by the holding means and a current force detected by the force detection means. Electric car control device. The electric vehicle includes a plurality of drive shafts,
The force detection means and the axle load calculation means are provided for each of the drive shafts,
Characterized in that the determined drive torque distribution of the drive shaft, torque control of the electric motor that drives each of the drive shafts in accordance with a drive torque distribution was determined using the axle load calculated by the respective axle load calculation means The control apparatus for an electric vehicle according to claim 1. A shaft weight calculating step of detecting a force applied to the shaft spring and calculating a shaft weight from the detected force and motor torque and a stationary wheel weight;
A method for controlling an electric vehicle, comprising: controlling torque of an electric motor based on the axle weight calculated in the axle weight calculating step . Includes a tangential force coefficient calculating step of calculating a tangential force coefficient with axle load calculated by the axle load calculation step, the motor tangential force coefficient calculated by the tangential force coefficient calculating step as one of the control reference value 6. The method for controlling an electric vehicle according to claim 5, wherein torque control is performed. The tangential force coefficient calculating step of calculating a tangential force coefficient with axle load calculated by the axle load calculation step,
Holding step for holding the tangential force coefficient at the start of idling of the driving wheel;
Hints, to claim 5, characterized in that the torque control of the electric motor at the time of re-adhesive using current axle load which is calculated by the tangential force coefficient and the axle load calculating step held by the holding step The electric vehicle control method described. The electric vehicle is an electric vehicle having a plurality of drive shafts,
Each electric motor that drives each of the drive shafts according to the obtained drive torque distribution by obtaining a drive torque distribution of each of the drive shafts using each axle weight calculated by performing the axle load calculating step for each of the drive shafts. 6. The method for controlling an electric vehicle according to claim 5, wherein torque control is performed.

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