JP4628772B2 - Electric vehicle drive system and drive control method - Google Patents

Description

  The present invention relates to a railway vehicle drive system, and in particular, adjusts the generated torque force of an electric motor so as to suppress the back-and-forth motion peculiar to a train train composed of a plurality of vehicles, and uses the generated torque of the electric motor as a driving force to control a rail surface. The present invention relates to a railway vehicle drive system that adjusts the torque generated by an electric motor so as to effectively transmit the torque to the vehicle.

  In railway systems, trains are often composed of a plurality of vehicles to cope with mass transportation during rush hours. For example, urban commuter vehicles are operated with 8-10 trains, and Shinkansen vehicles are operated with 10-16 trains. In particular, in recent years, there are many examples of running a plurality of relatively short trains in order to secure an appropriate number of vehicles according to fluctuations in the number of passengers and a fine division / merging service according to the destination. .

  In a train train, each vehicle is connected by a shock absorber composed of a spring element and a damping element. When the entire train is viewed in large size, since it is a system in which mass points (vehicle mass) are coupled by a spring-damper, a knitting forward / backward swing mode corresponding to the number of vehicles is generated. For example, assuming a 10-volume knitting with a vehicle mass of 30 tons, a total of ten back-and-forth oscillating modes are generated, including a shaking mode in which the entire knitting is expanded and contracted at approximately 0.5 Hz.

  This back-and-forth swing mode occurs when there is a difference between changes in acceleration force and deceleration force of each vehicle. For example, when two knitting having different acceleration force and deceleration force characteristics are combined, a difference occurs in the acceleration force and deceleration force between the knittings at the start / end of acceleration or deceleration, so that it is easy to excite the forward / backward oscillation mode. In particular, when the damping ratio of the low-order mode (low frequency) is low and this matches the frequency range around 1 Hz, which is highly sensitive to human back-and-forth motion, the ride comfort is greatly impaired.

  Currently, the ride quality is prevented from deteriorating by adjusting the acceleration and deceleration characteristics between the trains as much as possible. Further, in some vehicles such as the Shinkansen, an inter-vehicle longitudinal damper (yaw damper) separate from the shock absorber is provided between the vehicles so that the vehicle converges in a short time even when the longitudinal oscillation mode occurs.

  When operating multiple knitting together, especially when each knitting drive control system is different, it is impossible to make the acceleration and deceleration characteristics completely the same, ensuring good riding comfort. There are some cases that cannot be done. Even if the knitting with the same control method is combined, there is a variation in mechanical characteristics such as shock absorbers in each knitting. It is difficult to prevent the ride comfort from deteriorating.

  In addition, the addition of the longitudinal motion damper is effective for suppressing the longitudinal motion mode, but an increase in cost due to the addition of hardware cannot be avoided.

An object of the present invention is to generate a torque generated by an electric motor so as to suppress variation in acceleration and deceleration characteristics between trains of a train set or between trains of combined trains, and to suppress back and forth fluctuations peculiar to trains. adjust the force, also by adjusting the torque force of the motor so as to effectively transmitted to the rail surface generated torque of the motor as a driving force, and to ensure a good riding comfort at low cost.

Electric vehicle drive system of the present invention, a speed detecting means for detecting a traveling speed of the plurality of vehicles are connected, respectively, between a plurality of vehicles coupled on the basis of the travel speed information detected by the speed detecting means Relative motion calculating means for detecting relative motion, a torque adjustment value for reducing the relative motion of the vehicle based on the relative motion information, and calculating the torque adjustment value to a drive control device for the motor for driving the vehicle And a stabilization controller that performs the above-described operation.
Furthermore, in the electric vehicle drive system of the present invention, the stabilization controller includes a filter that extracts relative motion information of a specific frequency from the relative motion information, and based on the relative motion information of the specific frequency, A torque adjustment value for reducing the relative motion at the specific frequency is output to a drive control device for the electric motor for driving the vehicle.
Furthermore, the electric vehicle drive system according to the present invention calculates the torque adjustment value to be output to the drive control device for the vehicle ahead in the traveling direction so as not to exceed the torque adjustment value output to the drive control device for the vehicle behind in the travel direction. It is characterized by being.
Furthermore, in the electric vehicle drive system of the present invention, the stabilization controller calculates a torque adjustment value for reducing the relative motion by proportional-integral control.

The drive control method of the present invention is a drive control method for a knitted vehicle in which a plurality of vehicles are connected. The torque for calculating the relative motion speed between the vehicles from the speed detection result of the plurality of vehicles and reducing the relative motion speed. A torque adjustment value that causes the motor for driving the vehicle to be generated is calculated, and the motor is driven using the torque adjustment value.
Further, in the drive control method of the present invention, after calculating the relative motion speed between the vehicles, the relative motion speed of the specific frequency is extracted from the relative motion information, and the torque that reduces the relative motion speed of the specific frequency is calculated. A torque adjustment value to be generated in the vehicle driving electric motor is calculated.
Further, according to the drive control method of the present invention, the torque adjustment value used for driving control of the electric motor mounted on the front vehicle in the traveling direction exceeds the torque adjustment value used for driving control of the electric motor mounted on the rear vehicle in the traveling direction. It is calculated so that there is no.
Furthermore, the drive control method of the present invention is characterized in that the torque adjustment value is calculated by proportional-integral control.

The present invention calculates the driving force adjustment value of each electric vehicle and controls the driving force of each electric vehicle based on the speed difference between specific electric vehicles in order to suppress knitting back and forth fluctuations. Further, the driving force of each electric vehicle is controlled so as to follow the respective adhesion limit. Adjust the torque generated by the motor so as to suppress the forward / backward swinging characteristic of trains while allowing variation in acceleration and deceleration force characteristics between trains of trains or between trains of combined trains. By adjusting the generated torque force of the electric motor so that the generated torque of the electric motor is effectively transmitted to the rail surface as a driving force, a good riding comfort is ensured at low cost. That is, according to the present invention, as shown in FIG. 1, one knitting unit is constituted by the accompanying vehicle 1 and the electric vehicles 2a and 2b. The accompanying vehicle 1 and the electric vehicle 2a are coupled by a shock absorber 3a, and the electric vehicle 2a and the electric vehicle 2b are coupled by a shock absorber 3b. The accompanying vehicle 1 is a vehicle having no driving means, and has accompanying carts 4a and 4b. The electric vehicle 2a is a vehicle having driving means, and has electric carts 5a and 5b. The electric carts 5a and 5b are equipped with an electric motor (not shown), and the drive control device 6a drives the electric vehicle 2a by controlling the torque generated by the electric motor. The electric vehicle 2b is a vehicle having driving means, and has electric carts 5c and 5d. The electric carts 5c and 5d are equipped with an electric motor (not shown), and the drive control device 6b drives the electric vehicle 2b by controlling the torque generated by the electric motor. The adder / subtractor 7 is Va, which is an average value of the rotational speeds of the motors (not shown) equipped in the electric carts 5a, 5b, and Vb, which is an average value of the rotational speeds of the motors (not shown) equipped in the electric carts 5c, 5d. To calculate the relative motion speed ΔVab of the electric vehicles 2a and 2b. The stabilization controller 8 receives the relative motion speed ΔVab, calculates and outputs drive torque adjustment values ΔIqa and ΔIqb to the drive control devices 6a and 6b that reduce a specific frequency component of ΔVab.

According to the present invention, the torque generated by the electric motor is controlled so as to suppress the back-and-forth fluctuation peculiar to the train train while allowing variation in acceleration force and deceleration force characteristics between the trains of the train set or between the trains of the combined train. By adjusting the force and adjusting the generated torque force of the electric motor so that the generated torque of the electric motor is effectively transmitted to the rail surface as a driving force, it is possible to ensure good riding comfort at a low cost.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing an embodiment of an electric vehicle drive system of the present invention.

  One knitting unit is composed of the accompanying vehicle 1 and the electric vehicles 2a and 2b. The accompanying vehicle 1 and the electric vehicle 2a are coupled by a shock absorber 3b. Here, a description will be given in particular with a three-volume train as an example, but this does not limit the number of trains.

  The accompanying vehicle 1 is a vehicle having no driving means, and has accompanying carts 4a and 4b. The electric vehicle 2a is a vehicle having driving means, and includes electric carts 5a and 5b and a drive control device 6a. The electric carts 5a and 5b are equipped with an electric motor (not shown), and the drive control device 6a drives the electric vehicle 2a by controlling the torque generated by the electric motor. The electric vehicle 2b is a vehicle having driving means, and includes electric carts 5c and 5d and a drive control device 6b. The electric carts 5c and 5d are equipped with an electric motor (not shown), and the drive control device 6b drives the electric vehicle 2b by controlling the torque generated by the electric motor.

  The electric vehicles 2a and 2b are provided with an adder 7 and a stabilization controller 8.

  The adder / subtractor 7 is Va, which is an average value of the rotational speeds of the motors (not shown) equipped in the electric carts 5a, 5b, and Vb, which is an average value of the rotational speeds of the motors (not shown) equipped in the electric carts 5c, 5d. To calculate the relative motion speed ΔVab of the electric vehicles 2a and 2b. The stabilization controller 8 receives the relative motion speed ΔVab, calculates and outputs drive torque adjustment values ΔIqa and ΔIqb to the drive control devices 6a and 6b for reducing a specific frequency component of ΔVab.

  With these configurations, the longitudinal swing mode unique to the trained vehicle is detected by the relative motion speed ΔVab of the electric vehicles 2a, 2b, and the drive torque adjustment value ΔIqa, for reducing a specific frequency component of the relative motion speed ΔVab. By controlling the drive control devices 6a and 6b with ΔIqb, the forward / backward fluctuation is converged and the riding comfort can be improved.

  Further, in the present embodiment, a three-car train formed by the accompanying vehicle 1 and the electric vehicles 2a and 2b has been described as an example, but this does not define the ratio of both the accompanying vehicle and the electric vehicle. For example, the same configuration as described above can be adopted for a three-car train only for an electric vehicle that does not have an accompanying vehicle.

  FIG. 2 is a diagram showing a configuration of a drive control device in an embodiment of the electric vehicle drive system of the present invention.

  The drive control device includes an operation control device 9, a current command calculator 10, a vector control calculator 11, a PWM signal calculator 13, a PWM inverter 16, a rotation speed detector 18, and a speed calculator 19. is doing. The PWM inverter 16 is supplied with DC electric power from the DC power source 14 smoothed by the filter capacitor 15 and supplies three-phase AC power to the induction motor 17.

  The operation control device 9 outputs an operation command signal CMD for controlling acceleration by force or deceleration by braking. The current command calculator 10 receives an operation command signal CMD, drive torque adjustment values ΔIqa and ΔIqb, and a reference rotation speed signal Fr output from a speed calculator 19 described later, and outputs an excitation current command Idp and a torque current command Iqp. . The vector control calculator 11 receives the excitation current command Idp, the torque current command Iqp, the motor current detection values Iu, Iv, Iw from the current detectors 12a, 12b, 12c, and the reference rotation speed signal Fr output from the speed calculator 19. As a result, an inverter output voltage command Vp is output. The PWM signal calculator 13 receives the inverter output voltage command Vp as an input, and calculates a gate signal GP that drives the switching elements constituting the main circuit of the PWM inverter 16. The PWM inverter 16 converts DC power obtained from the DC power supply 14 via the filter capacitor 15 into three-phase AC power and supplies the power to the induction motor 17. The rotation speed detector 18 detects the rotation speed of the induction motor 17 and converts it into a reference rotation speed signal Fr in the speed calculator 19. In FIG. 2, two sets of the induction motor 17 driven by the PWM inverter and the rotation speed detector 18 for detecting the rotation speed are shown, but this defines the number of the induction motor 17 and the rotation speed detector 18. Instead, the induction motor 17 and the rotation speed detector 18 can be configured by one set, three sets, four sets,.

  With these configurations, the forward / backward vibration is converged by controlling the torque of the motor based on the drive torque adjustment values delta Iqa and Iqb for reducing a specific frequency component corresponding to the forward / backward vibration mode unique to the formation vehicle. The ride comfort can be improved.

  FIG. 3 is a diagram showing the state of occurrence of vehicle shaking in one embodiment of the electric vehicle drive system of the present invention.

  The organized vehicle is composed of three vehicles, an accompanying vehicle 1 and electric vehicles 2a and 2b. The accompanying vehicle 1 and the electric vehicle 2a are connected by a shock absorber 3a, and the electric vehicle 2a and the electric vehicle 2b are connected by a connector 3b.

Considering the accompanying vehicle 1 and the electric vehicles 2a and 2b as mass points and the shock absorbers 3a and 3b as spring systems, the movement of the three mass points in the front-rear direction has three modes (primary mode, secondary mode, and tertiary mode). Can be described by Hereinafter, description will be made assuming that the mass of the accompanying vehicle 1 and the electric vehicles 2a and 2b is 30000 (kg) and the spring constants of the shock absorbers 3a and 3b are 2.7 × 10 ⁶ (N / m).

  The primary mode shown in FIG. 3A is a motion mode in which the associated vehicle 1 and the electric vehicles 2a and 2b move in the front-rear direction while maintaining the relative displacement and speed of each other. That is, in a normal driving state where the entire knitting is accelerated, meandering, and decelerating, the relative movement between the vehicles is excluded. In the primary mode, since there is no relative motion between the vehicles, the periodic relative motion as described in the secondary mode and the tertiary mode does not occur (that is, the relative motion of the cycle T1 = ∞).

  The secondary mode shown in FIG. 3B is an exercise mode in which the associated vehicle 1 and the electric vehicles 2a and 2b as a whole extend and contract in the front-rear direction. In the secondary mode, the electric vehicle 2a translates without being shaken as a node of motion. Hereinafter, the state of the exercise in the secondary mode will be described.

  (A) At time t = 0, the accompanying vehicles and the electric vehicles 2a and 2b are in the “state 0”.

  (B) Thereafter, the accompanying vehicle 1 and the electric vehicle 2b move in directions away from the electric vehicle 2a. At time t = (1/4) × T2, the electric vehicle 2a, the accompanying vehicle 1, and the electric vehicle 2a are moved. And the distance between the electric vehicle 2b is maximum, and the state shifts to “state 1”.

  (C) From the “state 1”, the accompanying vehicle 1 and the electric vehicle 2b move in a direction approaching the electric vehicle 2a, respectively, and at time t = (1/2) × T2, the electric vehicle 2a and the accompanying vehicle 1, The positional relationship between the electric vehicle 2a and the electric vehicle 2b returns to “state 0”.

  (D) Thereafter, the accompanying vehicle 1 and the electric vehicle 2b move in directions approaching the transmission vehicle 2a, respectively. At time t = (3/4) × T2, the electric vehicle 2a, the accompanying vehicle 1, and the electric vehicle 2a are moved. And the state of the electric vehicle 2b is minimum, and the state shifts to “state 2”.

  (E) From the “state 2”, the accompanying vehicle 1 and the electric vehicle 2b move in directions away from the electric vehicle 2a. At time t = T2, the electric vehicle 2a and the auxiliary vehicle 1, and the electric vehicle 2a and the electric vehicle are moved. The positional relationship of 2b returns to “state 0”.

The secondary mode is a motion that periodically repeats the above (a) to (e). Assuming that the mass of the associated vehicle 1 and the electric vehicles 2a and 2b is 30000 (kg) and the spring constant of the shock absorbers 3a and 3b is 2.7 × 10 ⁶ (N / m), the cycle T2 is T2≈0. .7 (s).

The tertiary mode shown in FIG. 3C is an exercise mode in which the electric vehicle 2a is shaken in the front-rear direction with respect to the accompanying vehicle 1 and the electric vehicle 2b. In the tertiary mode, the accompanying vehicle 1 and the electric vehicle 2b move in translation as a node of motion without being shaken. Hereinafter, the state of the exercise in the tertiary mode will be described.

  (A) At time t = 0, the accompanying vehicle 1 and the electric vehicles 2a and 2b are in the “state 0”.

  (B) Thereafter, the electric vehicle 2a moves in a direction away from the associated vehicle 1 and in a direction closer to the electric vehicle 2b, and at time t = (1/4) × T2, the electric vehicle 2a is electrically operated. The process proceeds to “state 1” where the distance between the vehicle 2a is the maximum and the distance between the electric vehicle 2b and the electric vehicle 2a is the minimum.

  (C) The electric vehicle 2a from “state 1” moves in a direction approaching the accompanying vehicle 1 and away from the electric vehicle 2b, and at time t = (1/2) × T2, the accompanying vehicle 1a moves. The positional relationship between the vehicle 1 and the electric vehicle 2a, and between the electric vehicle 2b and the electric vehicle 2a returns to “state 0”.

  (B) Thereafter, the electric vehicle 2a moves in a direction approaching the associated vehicle 1 and away from the electric vehicle 2b. At time t = (3/4) × T2, the electric vehicle 2a is electrically operated. The process proceeds to “state 2” where the distance between the vehicle 2a is the minimum and the distance between the electric vehicle 2b and the electric vehicle 2a is the maximum.

  (E) From the “state 2”, the accompanying vehicle 1 and the electric vehicle 2b move away from the electric vehicle 2a. At time t = T2, the positional relationship between the electric vehicle 2a and the electric vehicle 2b is “state 0”. Return to.

The tertiary mode is a motion that periodically repeats the above (a) to (e). The period T3 is T3≈0 assuming that the mass of the associated vehicle 1 and the electric vehicles 2a and 2b is 30000 (kg) and the spring constant of the shock absorbers 3a and 3b is 2.7 × 10 ⁶ (N / m). .4 (s).

  As described above, the relative motion of the accompanying vehicle 1 and the electric vehicles 2a and 2b is determined by the vehicle mass and the shock absorber spring constant. Limited to three motion modes with periodicity. In the present invention, focusing on this motion mode, by limiting the position (vehicle) to which the control operation amount for suppressing the forward / backward movement of the train and the frequency characteristics thereof are limited, the forward / backward movement of the vehicle is effectively suppressed, Improves comfort.

  In addition, although the description has been given by taking as an example the train set with three cars formed by the accompanying vehicle 1 and the electric vehicles 2a and 2b, similarly, the train with four cars has four motion modes and the train with five cars. There are five motion modes, such as a longitudinal motion mode equal to the number of vehicles in the train. The present invention focuses on a specific motion mode that affects the ride comfort even in a train train composed of a large number of vehicles, and controls the relative motion speed ΔVab and the drive torque adjustment value ΔIqa so as to suppress this and improve the ride comfort. , ΔIqb, the same effect as the present embodiment can be realized.

  The configuration of the stabilization controller in one embodiment of the electric vehicle drive system of the present invention will be described with reference to FIG. The stabilization controller 8 includes a passband limiting filter 20a, a passband limiting filter 20b, a PI controller 21a, and a PI controller 21b. The output of the adder / subtractor 7 is input to the stabilization controller 8.

  The PI controller 21 includes a proportional term gain Kp, an integral term gain Ki, an integrator 22, and an adder 23.

  The adder / subtractor 7 is a difference between Va, which is an average value of the rotational speed of the electric motor equipped in the electric vehicle 2a (not shown), and Vb, which is an average value of the electric speed of the electric motor, equipped in the electric vehicle 2b (not shown). Is calculated to calculate the relative motion speed ΔVab of the electric vehicles 2a and 2b.

The passband limiting filter 20a receives a relative motion speed ΔVab as an input, and uses a relative frequency band limited around the frequency of the above-described third-order mode (2.5 (Hz), cycle T2 = 0.4 (s)). The motion speed component ΔVaf is passed through and output. The passband limiting filter 20b receives a relative motion speed ΔVab as an input, and uses a relative frequency band limited around the frequency of the second-order mode (1.4 (Hz), period T1 = 1.7 (s)). The motion speed component ΔVbf is passed through and output.

  The PI controller 21a receives a relative motion speed component ΔVaf with a limited frequency band as input, a signal (Kp1 · ΔVab) obtained by multiplying the relative motion speed component ΔVaf by a proportional term gain Kp1, and an integral term gain to the relative motion speed component ΔVaf. A signal obtained by integrating the signal (Ki1 · ΔVab) multiplied by Ki1 by the integrator 22a is added by the adder 23a to calculate and output the drive torque adjustment value ΔIqa.

  The P1 controller 21b receives a relative motion speed component ΔVbf with a limited frequency band as input, a signal (Kp2 · ΔVab) obtained by multiplying the relative motion speed component ΔVbf by a proportional term gain Kp2, and an integral gain Ki2 to the relative motion speed component ΔVbf. The signal obtained by multiplying the signal (Ki2 · ΔVbf) multiplied by the integrator 22b is added by the adder 23b to calculate and output the drive torque adjustment value ΔIqb.

  By adopting these configurations, focusing on the motion mode of the trained vehicle, by limiting the position (vehicle) to which the control operation amount is given and its frequency characteristics, it is possible to effectively suppress vehicle back and forth shaking, Can be improved.

  The configuration of the current command calculator 10 in the embodiment of the drive system of the present invention will be described with reference to the drawings. The current command calculator 10 includes an excitation current command generator 24, a torque current command generator 25, a selector 27, and an adder 27.

  The excitation current command generation unit 24 receives the reference rotation speed signal Fr and the operation command signal CMD, and calculates and outputs an excitation current command Idp corresponding to the characteristics of the induction motor (not shown). The torque current command generator 25 receives the reference rotational speed signal Fr and the operation command signal CMD, and calculates and outputs a torque current command Iqp0 corresponding to the characteristics of the induction motor (not shown) and the driving torque characteristics of the vehicle.

  The selector 26 receives the drive torque adjustment value ΔIqa or the drive torque adjustment value ΔIqb and the operation command signal CMD, and inputs the drive torque adjustment value ΔIqa or the drive torque adjustment value ΔIqb according to the command of the operation command signal CMD. Alternatively, a zero value is selected and a torque current command addition value ΔIqp0 is output. The input driving torque adjustment value ΔIqa or the driving torque adjustment value is ΔIqb, or the condition for selecting the zero value is a vehicle back-and-forth movement, particularly during a certain period of time when starting braking (acceleration) or starting braking (decelerating). It is conceivable that the drive torque adjustment value ΔIqa or the drive torque adjustment value ΔIqb is output only during a period during which the occurrence of the occurrence of the occurrence of the trouble occurs, and a zero value is output during other periods.

  The adder 27 adds the torque current command value Iqp0 output from the torque current command generator 25 and the torque current adjustment value ΔIqp0 output from the selector 26, and outputs the torque current command value Iqp.

  With these configurations, normal control (acceleration) can be achieved by performing control only during a certain period of time at the start of braking (acceleration) and braking (during deceleration), where vehicle back and forth is likely to occur. The influence on the operation of the brake (during deceleration) can be minimized, effectively suppressing the vehicle back and forth shaking and improving the ride comfort.

FIG. 6 is a diagram showing torque distribution of the electric vehicle in one embodiment of the electric vehicle drive system of the present invention.
With reference to the graph of FIG. 6, “torque current” that is an upper limit value of a torque current command necessary for maintaining a constant acceleration force with respect to “boarding rate” that is an index of the number of passengers riding on the vehicle The relationship of “command limit value” will be described. These define the upper limit value of Iqp, which is the output of the torque current command generator 26a (electric vehicle 2a) and the torque current command generator 26b (electric vehicle 2b). Here, the case where there is the electric vehicle 2a at the front in the traveling direction and the electric vehicle 2b at the rear in the traveling direction has been described. Even in such a case, the concept of distinguishing between the front in the traveling direction and the rear in the traveling direction is the same.

  The torque distribution method is changed between a normal time (other than rainy weather) and a rainy weather, and the switching is performed based on information of the operation command signal CMD.

  Normally, the relationship between the boarding rate and the torque current command limit value is the same in the electric vehicle 2a in the front in the traveling direction and the electric vehicle 2b in the rear in the traveling direction. When the boarding rate is equivalent to an empty vehicle, the torque current command limit value is Iqp_max. When the boarding rate is an intermediate value, the torque current command value is changed proportionally according to the boarding rate.

  On the other hand, in the case of rain, the idling / sliding is performed by providing the following difference in the relationship between the boarding rate and the torque current command limit value between the electric vehicle 2a at the front in the traveling direction and the electric vehicle 2b at the rear in the traveling direction. Reduce the frequency of occurrences.

  For the electric vehicle 2b at the rear in the traveling direction, a torque current command limit adjustment value a set in advance is added compared to the normal time. Here, the torque current command limit adjustment value a is set in advance with an upper limit of 10% of the normal torque current command limit value. By adding the torque current command limit adjustment value a, the torque limit value Iqp_max is reached at the boarding rate M. In this case, the upper limit of the torque current command limit value is Iqp_max, and the torque current command limit value is set. The torque current command limit value is set so as not to exceed Iqp_max as a whole.

  For the electric vehicle 2a at the rear in the traveling direction, the torque current command limit adjustment value a set in advance is subtracted from the normal time. However, the torque current command value is changed proportionally according to the boarding rate so that the torque current command limit value becomes Iqp_max from the point at which the boarding rate reaches M to the point at which the boarding rate reaches full. .

  That is, the absolute value of the addition value of the torque current command limit value of the electric vehicle 2b at the rear in the traveling direction and the subtraction value of the torque current command limit value of the electric vehicle 2a at the front in the traveling direction are always equal at each boarding rate. Set as follows.

  As described above, torque distribution is controlled by the electric vehicle 2a and the electric vehicle 2b at the front in the advancing direction to suppress the occurrence of idling and gliding in the rain, and torque current command adjustments ΔIqpa and ΔIqpb which are the operation amounts of the vehicle longitudinal swing control. Can be reliably transmitted to the rail surface as a driving force, effectively suppressing vehicle back and forth shaking and improving ride comfort.

The block diagram which shows one Embodiment of the drive system of the electric vehicle of this invention. The figure which shows the structure of the drive control apparatus in one Embodiment of the drive system of the electric vehicle of this invention. The figure which shows the mode of generation | occurrence | production of the vehicle shake in one Embodiment of the drive system of the electric vehicle of this invention. The figure which shows the structure of the stabilization controller in one Embodiment of the drive system of the electric vehicle of this invention. The figure which shows the structure of the electric current command calculator in one Embodiment of the drive system of this invention. The figure which shows the torque distribution of the electric vehicle in one Embodiment of the drive system of the electric vehicle of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Accompanying vehicle, 2 ... Electric vehicle, 3 ... Buffer, 4 ... Accompanying cart, 5 ... Electric vehicle, 6 ... Drive control apparatus, 7 ... Adder / subtractor, 8 ... Stabilization controller, 9 ... Operation control apparatus, 10 DESCRIPTION OF SYMBOLS ... Current command calculator, 11 ... Vector control calculator, 12 ... Current detector, 13 ... PWM signal calculator, 14 ... DC power supply, 15 ... Filter capacitor, 16 ... PWM inverter, 17 ... Induction motor, 18 ... Speed detection , 19 ... speed calculator, 20 ... pass band limiting filter, 21 ... PI controller, 22 ... integrator, 23 ... adder, 24 ... excitation current command generator, 25 ... torque current command generator, 26 ... addition vessel.

Claims (8)

Speed detecting means for detecting the traveling speeds of a plurality of vehicles connected to each other ;
A relative motion calculating means for detecting relative motion between a plurality of vehicles connected based on the traveling speed information detected by the speed detecting means;
A stabilization controller that calculates a torque adjustment value for reducing the relative movement of the vehicle based on the relative movement information, and outputs the torque adjustment value to a drive control device for the electric motor for driving the vehicle. Electric vehicle drive system characterized by The electric vehicle drive system according to claim 1,
The stabilization controller includes a filter that extracts relative motion information of a specific frequency from the relative motion information, and a torque adjustment value that reduces the relative motion of the vehicle at the specific frequency based on the relative motion information of the specific frequency. Is output to the drive control device of the electric motor for driving the vehicle . In the electric vehicle drive system according to claim 1 or 2 ,
A drive system for an electric vehicle, wherein the torque adjustment value output to the drive control device for the preceding vehicle in the traveling direction is calculated so as not to exceed the torque adjustment value output to the drive control device for the rear vehicle in the traveling direction. . In the electric vehicle drive system according to any one of claims 1 to 3 ,
The electric vehicle drive system, wherein the stabilization controller calculates a torque adjustment value for reducing the relative motion by proportional-integral control . In a drive control method for a knitted vehicle in which a plurality of vehicles are connected,
The relative motion speed between the vehicles is calculated from the speed detection results of the plurality of vehicles,
Calculating a torque adjustment value for causing the motor for driving the vehicle to generate a torque that reduces the relative motion speed;
A drive control method comprising driving the electric motor using the torque adjustment value. The drive control method according to claim 5, wherein
After calculating the relative speed of motion between the vehicles,
Extracting a relative motion speed of a specific frequency from the relative motion information,
A drive control method, comprising: calculating a torque adjustment value that causes the motor for driving the vehicle to generate a torque that reduces the relative motion speed of the specific frequency. The drive control method according to claim 5 or 6,
The torque adjustment value used for the drive control of the electric motor mounted on the preceding vehicle in the traveling direction is calculated so as not to exceed the torque adjustment value used for the drive control of the electric motor mounted on the rear vehicle in the traveling direction. Drive control method. The drive control method according to any one of claims 5 to 7,
The torque control value is calculated by proportional integral control.

Images