JP4903740B2 - Electric motor control method and electric motor control device - Google Patents

Description

  The present invention relates to an electric motor control method and the like that collectively control each n-axis (n ≧ 2) electric motor that drives an electric vehicle connected in parallel to a power supply line by vector control.

  As control of the electric motor of an electric vehicle, a technique is known in which vector control is performed on a plurality of electric motors connected in parallel to a power supply line. In collective control of a plurality of electric motors, control is generally performed based on the rotor speed (rotor angular frequency) of each electric motor and the feedback value of the inverter output current. This is because the rotor speed and the inflow current of each electric motor take almost the same value and the electric motor torque becomes almost the same value during the adhesion running (normal time).

  Moreover, the feed current (inverter output current) of the feed line in which the motors are connected in parallel is the sum of the inflow currents of the respective motors. Therefore, the current of each motor is substantially equal during adhesion running (normal time), but the load of each motor is unbalanced during idling / sliding. This will be specifically described. In the vector control, the amplitude (the length of the vector I), the magnetic flux component, and the torque component are controlled by using the feeding current that is the inverter output current, that is, the total current vector I as a control target. For example, in the case of 1C2M control, the current vectors input to the two motors are about ½ each of the total current vector I, and the values of the magnetic flux component and the torque component are substantially the same between the respective motors. However, when idling or gliding (hereinafter, collectively referred to as “idling gliding”) occurs in one motor, the load torque of the one motor decreases. Then, the torque component current of the motor that has slipped idly decreases so as to reduce the torque corresponding to the reduced load torque. This decrease in torque component current is distributed as an increase in the motor that is not idling. This is because the total current vector I is controlled to be constant.

If this phenomenon is left unattended, an excessive torque is applied to the motor that is not idling, and idling can be induced (rotation occurs). In other words, the other shafts are rotated by the influence of the idle running shaft, and the all-axis idle running can occur. Such a problem is as described in Patent Document 1, for example.
JP 2002-112404 A

  The present invention has been made in view of the above-described problems, and an object of the present invention is to propose a solution method based on a completely new control method for the accompanying rotation during idling.

The first invention for solving the above problems is:
An electric motor control method for collectively controlling, by vector control, each of the motors of the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
During power running, any of the n axes except the foremost axis in the direction of travel is used as the reference axis, and the forefront axis in the direction of travel is used as the monitoring axis. This is a motor control method that generates a follow-up prevention reduction command based on the difference between the two and reduces the torque component current command by the generated follow-up prevention reduction command and performs the vector control.

As another invention,
An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
A reference axis current detecting means for detecting a torque component current of a motor of a reference axis that is a predetermined axis from among the axes other than the foremost axis in the traveling direction among the n axes to be controlled;
Monitoring axis current detecting means for detecting the torque component current of the motor of the monitoring axis which is the foremost axis in the traveling direction among the n axes to be controlled;
A follow-up prevention pull-down command generation means for generating a follow-up prevention pull-down command based on a current difference between the torque component current detected by the reference shaft current detection means and the torque component current detected by the monitoring shaft current detection means during power running. When,
And a motor control device that performs the vector control by reducing the torque component current command by the generated rotation prevention reduction command.

  According to the first aspect of the invention, during power running, the foremost axis in the traveling direction among the n axes to be controlled is set as the monitoring axis, and any of the other axes is set as the reference axis. Then, a follow-up prevention reduction command is generated based on the difference between the torque component currents of the motors of the reference shaft and the monitoring shaft, and the command value corresponding to the follow-up prevention reduction command is reduced from the torque component current command to perform vector control. Done.

  During power running, axial load movement occurs in the vehicle and the carriage. According to the axial load movement at the time of power running, among the n-axes to be controlled in the electric vehicle or the carriage, the foremost axial load in the traveling direction is the smallest as compared with the other axes. Therefore, it can be said that the frontmost shaft in the traveling direction is most easily idling during power running between motors having substantially the same torque component current. Therefore, based on the current difference in torque component current between the monitoring axis and the reference axis, with the axis that is the foremost direction of the idling as the monitoring axis and the remaining axis as the reference axis, A follow-up prevention lowering command is generated. Of course, if there is no idling, the difference in torque component current between the monitoring axis and the reference axis is almost the same, and if the monitoring axis is idling, the torque component current of the monitoring axis decreases. On the other hand, since the torque component current of the reference shaft increases, the current difference increases. A follow-up prevention reduction command is generated using this characteristic.

  According to the first invention and the like, it is not necessary to detect whether each axis is idle, such as which axis is idle and which axis is non-idle. In addition, when the monitoring axis is idle, the torque component current of the reference axis may increase, causing rotation (induction of idle rotation). To prevent this rotation, each of the reference axis and the monitoring axis A follow-up prevention pull-down command can be generated from the difference in torque component currents of the motors, and the follow-up is prevented. Accordingly, it is possible to realize an epoch-making control method capable of suppressing accompanying rotation (induction of idling) by simple control.

The second invention is
An electric motor control method for collectively controlling, by vector control, each of the motors of the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
At the time of braking, any of the n axes excluding the rearmost axis in the traveling direction is set as a reference axis, the last axis in the moving direction is set as a monitoring axis, and the torque component current of each motor of the reference axis and the monitoring axis This is a motor control method that generates a follow-up prevention reduction command based on the difference between the two and reduces the torque component current command by the generated follow-up prevention reduction command and performs the vector control.

As another invention,
An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
A reference axis current detection means for detecting a torque component current of a motor of a reference axis that is a predetermined axis from among the axes other than the last axis in the traveling direction among the n axes to be controlled;
Monitoring axis current detecting means for detecting the torque component current of the motor of the monitoring axis that is the last axis in the traveling direction among the n axes to be controlled;
A follow-up prevention pull-down command generating means for generating a follow-up prevention pull-down command based on a current difference between the torque component current detected by the reference shaft current detection means and the torque component current detected by the monitoring shaft current detection means during braking. When,
And a motor control device that performs the vector control by reducing the torque component current command by the generated rotation prevention reduction command.

  According to the second aspect of the invention, at the time of braking, the last axis in the traveling direction among the n axes to be controlled is set as the monitoring axis, and any of the other axes is set as the reference axis. . Then, a follow-up prevention reduction command is generated based on the difference between the torque component currents of the motors of the reference shaft and the monitoring shaft, and the command value corresponding to the follow-up prevention reduction command is reduced from the torque component current command to perform vector control. Done.

  Axial movement occurs in the vehicle and the carriage during braking. According to the axial load movement at the time of braking, among the n axes to be controlled in the electric vehicle or the carriage, the axial load at the rearmost in the traveling direction is the smallest compared to the other axes. Accordingly, it can be said that the motor with the same torque component current is in a state where the rearmost axis in the traveling direction is most likely to slide during braking. Therefore, based on the current difference in torque component current between the monitoring axis and the reference axis, with the rearmost axis in the traveling direction with the highest possibility of sliding as the monitoring axis, and any of the remaining axes as the reference axis, A follow-up prevention lowering command is generated. Of course, if there is no sliding, the difference in torque component current between the monitoring axis and the reference axis is almost the same, and if the monitoring axis slides, the torque component current of the monitoring axis decreases. On the other hand, since the torque component current of the reference shaft increases, the current difference increases. A follow-up prevention reduction command is generated using this characteristic.

  According to the second invention or the like, it is not necessary to detect whether each axis is sliding, such as which axis is the axis that has slid and which axis is the axis that is not slid. In addition, when the monitoring axis slides, the torque component current of the reference axis increases, which may cause rotation (induction of idling). To prevent the rotation, each of the reference axis and the monitoring axis A follow-up prevention pull-down command can be generated from the difference in torque component currents of the motors, and the follow-up is prevented. Therefore, it is possible to realize an epoch-making control method capable of suppressing accompanying (sliding induction) by simple control.

The third invention is the electric motor control method of the first or second invention,
An electric motor control method may be provided in which occurrence of slipping or sliding of the monitoring shaft is detected, and the follow-up prevention pull-down command is generated based on the difference in the torque component current at the time of detection.

  According to the third aspect of the invention, the follow-up prevention pull-down command is generated based on the difference in torque component current between the monitoring shaft and the reference shaft when the occurrence of slipping or sliding of the monitoring shaft is detected. During power running, the axis of the reference axis is larger than the monitoring axis due to the movement of the axis, so the reference axis can idle even if control based on the difference in torque component current when the monitoring axis is idle is continued. There is little nature. The same applies to braking. In addition, the difference in torque component current always changes, but since the follow-up prevention pull-down command is generated based on the difference in torque component current when the monitoring shaft is idling or sliding, the difference in torque component current varies. The fluctuation of the follow-up prevention pull-down command can be suppressed, and the possibility of unstable control can be effectively suppressed.

The fourth invention is:
An electric motor control method for collectively controlling, by vector control, each of the motors of the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
During power running, any axis of the n-axis except the foremost axis in the traveling direction is used as the reference axis, and the foremost axis in the traveling direction is used as the monitoring axis, and the difference in rotational speed between the reference axis and the monitoring axis. This is a motor control method for generating a follow-up prevention pull-down command on the basis of this and performing the vector control by lowering the torque-component current command by the generated follow-up prevention pull-down command.

As another invention,
An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
Reference axis speed detection means for detecting a rotation speed of a reference axis which is a predetermined axis from among the axes excluding the frontmost axis in the traveling direction among the n axes to be controlled;
Monitoring axis speed detecting means for detecting the rotation speed of the monitoring axis which is the foremost axis in the traveling direction among the n axes to be controlled;
An accompanying rotation reduction command generating means for generating an accompanying rotation reduction command based on a speed difference between the rotation speed detected by the reference shaft speed detection means and the rotation speed detected by the monitoring shaft speed detection means during power running; ,
And a motor control device that performs the vector control by reducing the torque component current command by the generated rotation prevention reduction command.

  According to the fourth aspect of the invention, at the time of power running, the foremost axis in the traveling direction among the n axes to be controlled is set as the monitoring axis, and any other axis is set as the reference axis. Then, a follow-up prevention reduction command is generated based on the difference between the rotation speeds of the reference shaft and the monitoring shaft, and the command value corresponding to the follow-up prevention reduction command is reduced from the torque component current command to perform vector control.

  During power running, axial load movement occurs in the vehicle and the carriage. According to the axial load movement at the time of power running, among the n-axes to be controlled in the electric vehicle or the carriage, the foremost axial load in the traveling direction is the smallest as compared with the other axes. Therefore, it can be said that the frontmost shaft in the traveling direction is most easily idling during power running between motors having substantially the same torque component current. Therefore, the frontmost axis in the direction of travel with the highest possibility of idling is used as the monitoring axis, and any of the remaining axes is used as the reference axis, based on the difference in rotational speed between the monitoring axis and the reference axis. A preventive reduction command is generated. Of course, if there is no idle rotation, the difference in rotational speed between the monitoring axis and the reference axis is almost zero, and in the situation where the monitoring axis is idle, the rotational speed of the monitoring axis increases while The difference increases because the rotational speed of the shaft decreases. A follow-up prevention reduction command is generated using this characteristic.

  According to the fourth invention and the like, it is not necessary to detect whether each axis is idle, such as which axis is idle and which axis is non-idle. In addition, when the monitoring axis is idle, the torque component current of the reference axis may increase, causing rotation (induction of idle rotation). To prevent this rotation, each of the reference axis and the monitoring axis From the difference in the rotation speeds, a follow-up prevention pull-down command can be generated, and the follow-up is prevented. Accordingly, it is possible to realize an epoch-making control method capable of suppressing accompanying rotation (induction of idling) by simple control. Needless to say, the rotational speed of the shaft may be an angular frequency, and the rotational speed and the angular frequency can be treated synonymously (technically equivalent).

The fifth invention is:
An electric motor control method for collectively controlling, by vector control, each of the motors of the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
During braking, any axis of the n-axis except the last axis in the traveling direction is used as a reference axis, and the last axis in the traveling direction is used as a monitoring axis, and the difference in rotational speed between the reference axis and the monitoring axis. This is a motor control method for generating a follow-up prevention pull-down command on the basis of this and performing the vector control by lowering the torque-component current command by the generated follow-up prevention pull-down command.

As another invention,
An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
A reference axis speed detection means for detecting a rotation speed of a reference axis that is a predetermined axis from among the axes excluding the rearmost axis in the traveling direction among the n axes to be controlled;
Monitoring axis speed detecting means for detecting the rotation speed of the monitoring axis that is the last axis in the traveling direction among the n axes to be controlled;
A follow-up prevention pull-down command generation means for generating a follow-up prevention pull-down command based on a speed difference between the rotation speed detected by the reference shaft speed detection means and the rotation speed detected by the monitoring shaft speed detection means during braking; ,
And a motor control device that performs the vector control by reducing the torque component current command by the generated rotation prevention reduction command.

  According to the fifth aspect of the invention and the like, during braking, the rearmost axis in the traveling direction among the n axes to be controlled is set as the monitoring axis, and any other axis is set as the reference axis. Then, a follow-up prevention reduction command is generated based on the difference between the rotation speeds of the reference shaft and the monitoring shaft, and the command value corresponding to the follow-up prevention reduction command is reduced from the torque component current command to perform vector control.

  Axial movement occurs in the vehicle and the carriage during braking. According to the axial load movement at the time of braking, among the n axes to be controlled in the electric vehicle or the carriage, the axial load at the rearmost in the traveling direction is the smallest compared to the other axes. Accordingly, it can be said that the motor with the same torque component current is in a state where the rearmost axis in the traveling direction is most likely to slide during braking. Therefore, the last axis in the direction of travel with the highest possibility of sliding is set as the monitoring axis, and any of the remaining axes is set as the reference axis, and the rotation is based on the difference in rotational speed between the monitoring axis and the reference axis. A preventive reduction command is generated. Of course, in the situation where no sliding occurs, the difference in rotational speed between the monitoring axis and the reference axis is almost zero, and in the situation where the monitoring axis slides, the rotational speed of the monitoring axis increases while the reference axis The difference increases because the rotational speed of the shaft decreases. A follow-up prevention reduction command is generated using this characteristic.

  According to the fifth invention and the like, it is not necessary to detect whether each axis is sliding, such as which axis is the sliding axis and which axis is the non-sliding axis. In addition, when the monitoring axis slides, the torque component current of the reference axis increases, which may cause rotation (induction of idling). To prevent the rotation, each of the reference axis and the monitoring axis From the difference in the rotation speeds, a follow-up prevention pull-down command can be generated, and the follow-up is prevented. Accordingly, it is possible to realize an epoch-making control method capable of suppressing accompanying rotation (induction of idling) by simple control. Needless to say, the rotational speed of the shaft may be an angular frequency, and the rotational speed and the angular frequency can be treated synonymously (technically equivalent).

The sixth invention is the electric motor control method of the fourth or fifth invention,
An electric motor control method may be configured to detect the occurrence of slipping or sliding of the monitoring shaft and generate the follow-up prevention pull-down command based on the speed difference at the time of detection.

  According to the sixth aspect of the invention, the follow-up prevention pull-down command is generated based on the difference in rotational speed between the monitoring shaft and the reference shaft when the occurrence of slipping or sliding of the monitoring shaft is detected. During power running, the axle load of the reference axis is larger than the monitoring axis due to the axial load movement, so the reference axis runs idle even if control based on the difference in torque component current when the monitoring axis runs idle is continued. Less likely. The same applies to braking.

The seventh invention is the electric motor control method of the first or fourth invention,
An electric motor control method may be configured in which the reference axis is the rearmost axis in the traveling direction of the n axes.

  According to the seventh aspect, the reference axis is the rearmost axis in the traveling direction. According to the axial load movement at the time of power running, it can be said that among the n axes to be controlled in the electric vehicle or the carriage, the axial load at the rearmost in the traveling direction is the largest axis compared to the other axes. Therefore, the axis with the smallest axle weight is the monitoring axis, and the axis with the largest axle weight is the reference axis. As a result, the difference in torque component current between the monitoring axis and the reference axis during idling and the difference in rotational speed are clearly defined. As a result, the resolution of the control reference value is increased, and more accurate control can be realized.

The eighth invention is the electric motor control method of the second or fifth invention,
An electric motor control method may be configured in which the reference axis is the foremost axis in the traveling direction among the n axes.

  According to the eighth aspect of the invention, the reference axis is the foremost axis in the traveling direction. According to the axial load movement at the time of braking, it can be said that among the n axes to be controlled in the electric vehicle or the bogie, the axis weight at the forefront in the traveling direction is the largest as compared with the other axes. Therefore, the axis with the smallest axle weight is the monitoring axis, and the axis with the largest axle weight is the reference axis. As a result, the difference in torque component current between the monitoring axis and the reference axis during sliding and the difference in rotational speed are clear. As a result, the resolution of the control reference value is increased, and more accurate control can be realized.

The ninth invention is the electric motor control method of the third or sixth invention,
Until the re-adhesion of the monitoring shaft is detected, an electric motor control method for varying the follow-up prevention pull-down command according to the elapsed time from the detection of the occurrence of the slipping or sliding may be configured.

  According to the ninth aspect, the follow-up prevention pull-down command is varied according to the elapsed time from the detection of the occurrence of slipping or sliding until the re-adhesion of the monitoring shaft is detected. Therefore, for example, by increasing the command value of the follow-up prevention pull-down command in accordance with the elapsed time, it is possible to facilitate re-adhesion.

  ADVANTAGE OF THE INVENTION According to this invention, the epoch-making control system for suppressing accompanying (spinning induction | guidance | derivation and sliding induction | guidance | derivation) is realizable.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. However, embodiments to which the present invention can be applied are not limited thereto.
In the present embodiment, an embodiment will be described in which the present invention is applied to an electric motor control device for an electric vehicle including two moving wheel 2-axis carts. In addition, a description will be given assuming that so-called 1C2M, in which the motors for two axes in the carriage are controlled by one control device, is controlled by vector control using each motor as an induction machine. The numbers in the subscripts of the variables and coefficients in the mathematical formulas indicate the axis numbers (1-2), and the axis numbers are 1, 2 from the traveling direction side.

[First Embodiment]
FIG. 1 is a diagram schematically showing a configuration related to the first embodiment among circuit blocks of a main circuit of a train, and a motor control for controlling the two-axis motor in the carriage and the two-axis motor. It is the figure which showed the apparatus centered.
According to FIG. 1, the main circuit of the train related to the present embodiment includes the electric motor control device 1, electric motors IM_1 and IM_2 that are induction machines, an inverter 70, current sensors 81, 82, and 85, and a speed sensor 91. , 92.

The electric motors IM_1 and IM_2 are main electric motors (main motors) that rotate the axle by being supplied with electric power from the inverter 70, and are three-phase induction machines in the present embodiment. The speed sensors 91 and 92 detect and output the rotational speeds (angular frequencies) ω _{r_1} and ω _{r_2} of the electric motors IM_1 and IM_2, respectively. The current sensor 85 detects the U-phase and V-phase output currents Iu and Iv of the inverter 70, and the current sensors 81 and 82 respectively supply the U-phase and V-phase inflow currents I _{u_1} and I _{v_1 of} the electric motors IM_1 and IM_2. I _{u_2} and I _{v_2} are detected and output.

The inverter 70 is supplied with overhead power via a pantograph and a converter. Then, the output voltage is adjusted based on the voltage command values Vu ^* , Vv ^* , and Vw ^* of the U phase, V phase, and W phase input from the vector control arithmetic unit 20, and power is supplied to the motors IM_1 and IM_2.

  The electric motor control device 1 including the vector control arithmetic device 20 performs vector control on the electric motors IM_1 and IM_2. The electric motor control device 1 is realized by a computer or the like including a CPU, a ROM, a RAM, and the like. For example, the motor control device 1 is mounted as a part of various control devices as a control board, or an inverter device including the inverter 70 is integrated. Configured as In addition to the vector control arithmetic unit 20, the electric motor control device 1 includes a follow-up prevention pull-down command generation unit 10, a re-adhesion control device 30, and addition / subtraction units 51 and 53.

The re-adhesion control device 30 is a known re-adhesion control device, and the current sensors 81 and 82 using the rotating magnetic field position θ (magnetic flux phase) calculated by the vector control calculation device 20 by integrating the inverter angular frequency ω. Based on the difference between the torque component currents of the electric motor IM_1 and the electric motor IM_2 converted by the coordinate conversion unit, the coordinate conversion unit for converting the U-phase and V-phase currents of the inflow current of the electric motor detected in Step 1 into dq axis coordinates. An idle running detector that detects idle _running and a command that generates a reduction command I _{q_S} that lowers and re- _{adheres the} torque component current command value Iq ^* input to the vector control arithmetic unit 20 according to the detection of the idle running. And is configured. The configuration of the re-adhesion control device 30 can be realized by the configuration disclosed in, for example, Japanese Patent Application Laid-Open No. 2002-281606.

In addition, as a structure of the re-adhesion control apparatus 30, it does not generate | occur | produce the detection and reduction | decrease command of idling based on the torque component electric current of each electric motor IM_1, IM_2, but each electric motor IM_1 detected by the speed sensors 91 and 92. The rotation speeds ω _{r — 1} and ω _{r — 2 of} IM — ₂ are compared with a reference speed (target speed) ω _m, and it is detected that idling has occurred when the reference speed ω _m exceeds a predetermined value (for example, a value equivalent to 0.2 km / h). Thus, the reduction command I _{q_S} may be generated.

Around prevent reductions command generating unit 10 take includes a coordinate conversion unit 110, a subtraction unit 121 and 123, a switching unit 130, a holder 140, an idling skid detection unit 150, a re-adhesive detection unit 160, _{K 1} set A unit 170 and a multiplication unit 180 are provided.

Here, in order to understand the principle of this embodiment, a schematic operation of the follow-up prevention pull-down command generation unit 10 will be described. First, at the time of power running, a current difference ΔI obtained by subtracting the torque component current of the first axis electric motor IM_1 in the forefront in the traveling direction from the torque component current of the electric motor IM_2 in the second axis at the rearmost in the moving direction among the two controlled axes. _Control using _{q_r} is performed. Specifically, when the occurrence of idling (more precisely, idling because of powering) is detected, a current difference ΔI _{q_r} at the time of detection is held, and this is multiplied by a predetermined coefficient K _{1 Is} a reduction command from the torque component current command value Iq ^* as a _follow-up prevention reduction command _{Iq_R} .

  During power running, axial load movement occurs in the vehicle and the carriage. According to the axial load movement at the time of power running, among the n-axes to be controlled in the electric vehicle or the carriage, the foremost axial load in the traveling direction is the smallest as compared with the other axes. In the present embodiment, since the two axes in the carriage are objects to be controlled, the axial weight of the front-side first axis is less than that of the rear-side second axis. Since the torque component currents of the electric motors IM_1 and IM_2 are substantially the same during the adhesion running, it can be said that the first axis which is the foremost axis in the traveling direction is most likely to idle during power running. Therefore, using the first axis with high possibility of idling as the monitoring axis and the second axis on the rear side as the reference axis, the current difference is obtained by subtracting the torque component current of the monitoring axis from the torque component current of the reference axis. . Since the axial weight of the reference axis is larger than the monitoring axis, the current difference is always a positive value. Of course, if there is no idling, the current difference in torque component current between the monitoring axis and the reference axis is substantially the same, so there is no current difference. Then, a follow-up prevention pull-down command is generated using the current difference when the idling is detected. As a result, when the first shaft runs idle, the torque component current distribution between the first shaft and the second shaft becomes unbalanced, and the effect of suppressing the phenomenon of causing the idle running of the second shaft works. .

During braking, the operation is the reverse of that during power running. That is, at the time of braking, the current difference ΔI obtained by subtracting the torque component current of the second-axis motor IM_1 at the rearmost direction in the traveling direction from the torque component current of the first-axis motor IM_1 at the forefront direction in the two control target axes. _Control using _{q_s} is performed. Specifically, when the occurrence of idling (more precisely, because it is during braking) is detected, the current difference ΔI _{q_s} at the time of detection is held, and this is multiplied by a predetermined coefficient K _{1 Is} a reduction command from the torque component current command value Iq ^* as a _follow-up prevention reduction command _{Iq_R} . This is because the axial load movement at the time of braking is the least in the traveling direction in the n-axis to be controlled in the electric vehicle or carriage, compared to the other axes.

The operation of each component of the accompanying rotation reduction command generation unit 10 will be described. The coordinate conversion unit 110 uses the rotating magnetic field position θ (magnetic flux phase) calculated by the vector control arithmetic unit 20 by accumulating the inverter angular frequency ω to detect U of the motor inflow current detected by the current sensors 81 and 82. This is a coordinate conversion unit that converts phase-phase and V-phase currents into dq-axis coordinates, and outputs the converted torque component current as needed. From the U-phase current I _{u_1} and the V-phase current I _{v_1 of} the electric motor IM_1, the torque component current I _{q_1} is calculated and output. Further, U-phase current _{I u_2} motor IM_2, to calculate the torque component current _{I Q_2} from V-phase current _{I v_2} outputs. Since the conversion into the dq axis coordinates is known, detailed description thereof is omitted.

Subtraction unit 121 calculates a current difference [Delta] I _{Q_r} between the torque component current _{I Q_2} and the torque component current _{I Q_1} by subtracting the torque component current _{I Q_1} from the torque component current _{I Q_2} output from the coordinate conversion unit 110 outputs To do. Subtraction unit 123 calculates a current difference [Delta] I _{Q_s} between the torque component current _{I Q_1} and the torque component current _{I Q_2} by subtracting the torque component current _{I Q_2} from the torque component current _{I Q_1} output from the coordinate conversion unit 110 outputs To do.

_Whether the switching unit 130 uses the current difference ΔI _{q_r} calculated by the addition / subtraction unit 121 or the current difference ΔI _{q_s} calculated by the addition / subtraction unit 123 as the current difference used to generate the _follow-up prevention reduction command generation I _{q_R} . Is a switching device for switching between. Specifically, a notch command and a braking command, which are control commands for a cab or the like, are input, and whether the current driving state is a power running state, a braking state, or other (for example, coasting state) When the power running state is selected, the current difference ΔI _{q_r} calculated by the addition / subtraction unit 121 is switched as the output current difference ΔI _q . When the braking state is set, the current difference ΔI calculated by the addition / subtraction unit 123 is switched. _Switching is _performed as a current difference ΔI _q for outputting _{q_s} .

Each time the idling / sliding detection signal _SK is input from the idling / sliding detection unit 150, the retaining unit 140 again retains and retains the current difference ΔI _q input from the switching unit 130 at the time when the detection signal _SK is input. Output current difference ΔI _q is output.

The idling / sliding detector 150 compares the rotational speeds ω _{r — 1} and ω _{r — 2} of the electric motors IM_1 and IM_2 detected by the speed sensors 91 and 92 with a reference speed (target speed) ω _m . Then, it is detected that idling has occurred when the reference speed ω _m exceeds a predetermined value (for example, a value equivalent to 0.2 km / h), and a detection signal _SK is output. The reference speed ω _m is the traveling speed of the train. For example, the reference speed ω _m may be obtained from a speed signal obtained from the driver's cab or the peripheral speed of the driven shaft of the T car. It may be determined as a minimum value at the time, a maximum value at the time of braking, or the like.

The re-adhesion detection unit 160 compares the rotational speeds ω _{r — 1} and ω _{r — 2} of the electric motors IM_1 and IM_2 detected by the speed sensors 91 and 92 with a reference speed (target speed) ω _m . After enter the detection signal S _K from slipping skid detection unit 150, the rotation speed from the reference speed omega _m predetermined value (e.g., per hour 0.1km equivalent value) to below the threshold above is re-adhesive with that it has decreased detection, and outputs a detection signal _{S S.}

The K ₁ setting unit 170 sets a coefficient K ₁ for generating the _follow-up prevention reduction command I _{q_R} by multiplying the current difference ΔI _q held by the holding unit 140. Specifically, the coefficient K ₁ is set to a predetermined value after the detection signal S _K is input from the idling / sliding detection unit 150 and before the detection signal S _S is input from the re-adhesion detection unit 160. Then, “0” is set to the coefficient K ₁ during other periods. This is because, if idling does not occur, no follow-up can occur in the first place, so the coefficient K _{1 is set} to “0” to eliminate the _follow-up prevention _pull- down command I _{q_R} .

After the detection signal _SK is input from the idling / sliding detection unit 150, the set value is changed according to the elapsed time from when the detection signal _SK is input. Figure 2 shows an example of setting the coefficient K ₁ with respect to the elapsed time. According to FIG. 2, after the idling skid occurs, the coefficient _{K 1} until elapsed time _{T 1} is passed as the value Ya (> 0), the elapsed time _{T 1} after the the value Yb (> Ya), further the elapsed time _{T 2} after the elapse of a value Yc (> Yb). In the state where idling is occurring, the load of each motor is unbalanced, and thus the torque component current can vary greatly. In particular, in the initial stage from the time when the idling occurs, it is remarkable that the amount of fluctuation increases with the elapsed time. If the torque command I _q ^* can be appropriately reduced at the time of this initial stage, the accompanying rotation can be effectively suppressed. Therefore, by increasing the coefficient K ₁ depending on the elapsed time from the idle sliding time of occurrence, brought increased around prevention cuts command I _{Q_r} ^* command value, to act so as to lower the torque lowered command Iq ^*.

The multiplication unit 180 generates a _follow-up prevention reduction command I _{q_R} ^* by multiplying the current difference ΔI _q held by the holding unit 140 by the coefficient K ₁ set by the K ₁ setting unit 170.

Then, the addition / subtraction unit 51 subtracts the command value based on the _follow-up prevention reduction command I _{q_R} ^* generated by the _follow-up prevention reduction command generation unit 10 from the torque command I _q ^* , and the addition / subtraction unit 53 re- _adheres A command _obtained by subtracting the command value by the reduction command I _{q_S} ^* generated by the control device 30 is input to the vector control arithmetic device 20.

Next, a description will be given of a simulation result for idling at the time of power running, which is performed with respect to the effect of the follow-up prevention reduction command I _{q_R} ^* .
FIGS. 3 and 4 are diagrams showing the state of each shaft speed, each shaft current, and each shaft torque before and after the torque command I _q ^* is reduced using the _follow-up prevention reduction command I _{q_R} ^* . 3 and 4, (a) shows the speed of each axis, (b) shows the current of each axis, and (c) shows the torque of each axis. The torque command I _q ^* was lowered from the time point “6 seconds” by the _follow-up prevention reduction command I _{q_R} ^* . Further, a view when the 3 generated around prevention cuts command _{I Q_r} ^* take as the coefficient _K 1 = 0.25, around prevention cuts command _{I Q_r} ^* brought 4 as the coefficients _K 1 = 0.5 It is a figure at the time of producing | generating. Note that the torque command is not reduced by the re-adhesion control device 30 in order to clarify the effect of the _follow-up prevention reduction command I _{q_R} ^* . In addition, the simulation was performed without considering the factor of axial load movement.

As can be seen from FIGS. 3 (a) and 4 (a), the second shaft is in an adhesive running state even after "2 seconds" when the first shaft has started idling. The rotation speed of the first axis has decreased to the same speed as the second axis from “6 seconds” because the torque command I _q ^* is reduced by the _follow-up prevention reduction command I _{q_R} ^*. This is because the effect of re-adhesion has occurred.

3 (b) (c) and FIG. 4 (b) (c) are compared with each other, the torque command I _q ^* is reduced by the _follow-up prevention reduction command I _{q_R} ^* from the “6 seconds” time point. It can be seen that the biaxial torque component current and torque are reduced. The rate of decline faster for the coefficient _K 1 = 0.5 than the coefficient _K 1 = 0.25, also the larger the coefficient _K 1 = 0.5 than the decrease amount coefficient _K 1 = 0.25. As a result, by increasing the coefficient K _1, it can be said that the co-rotation can be more reliably prevented. However, in the simulation result with coefficient K ₁ = 0.5 in FIG. 4 (c), the torque of the second shaft that is traveling in adhesion is greater than the value before “2 seconds” when the first shaft starts idling. It can be considered that the reduction of the torque command I _q ^* by the _follow-up prevention reduction command I _{q_R} ^* is in an excessively effective state.

However, the results of FIGS. 3 and 4 are examples of simulation results. When applying the coefficients K ₁ to control reality, 3, in consideration of the function and effect of the drag motion preventing reductions command I _{Q_r} ^* of this embodiment as shown in FIG. 4, vehicle or bogie type or the like It will be designed to an appropriate value according to.

Also briefly be described coefficient K _1. Coefficient _{K 1} is equivalent to the difference _{I Q_2} -I _{Q_1} torque component current of each axis. Therefore, the following formula is approximately established.
I _q ^* −K ₁ · ΔI _q = I _q ^* −0.5 · ΔI _q
Here, ΔI _q is a difference in torque component current between the first axis and the second axis. The difference between the torque component currents is multiplied by “0.5”. When the torque component current is “0.5”, the reduction amount of the torque component current is ½ of the torque component current difference (the increase in the torque component current of the adhesive shaft). This is because it corresponds to (min).

[Second Embodiment]
Next, a second embodiment will be described. The second embodiment is different from the first embodiment in that the _follow-up prevention reduction command I _{q_R} ^* is generated using the speed difference Δω instead of the current difference ΔI _q . In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted. The detection results by the speed sensors 91 and 92 will be described as rotational speeds ω _{r — 1} and ω _{r — 2.} However, it is a matter of course that the rotor angular frequency may be used, and the rotational speed and the rotor angular frequency are treated synonymously. Yes (technically equivalent). In that case, in the following description, “rotational speed” may be changed to “rotor angular frequency” and “speed difference Δω” may be changed to “angular frequency difference Δω”.

FIG. 5 shows a main circuit configuration according to the second embodiment. Structurally, the motor control device 2 of the second embodiment does not include the coordinate conversion unit 110, the addition / subtraction units 122 and 124 instead of the addition / subtraction units 121 and 123, the switching unit 131 instead of the switching unit 130, the holding portion 141 in place of the holding portion 140, the point having the _{K 2} setting unit 171 instead of _{K 1} setting unit 170, differs from the motor control apparatus 1 of the first embodiment.

The adder / subtractor 122 subtracts the rotational speed ω _{r_1} of the first axis electric motor IM_1 detected by the speed sensor 91 from the rotational speed ω _{r_2 of} the second axis electric motor IM_2 detected by the speed sensor 92 to obtain a speed difference _{Δω_r.} Is calculated and output. Subtraction unit 124, the speed difference by subtracting the rotational speed omega _{r_2} motor IM_2 of the second shaft Δω detected by the speed sensor 92 from the rotational speed omega _{r_1} motor IM_1 of the first shaft detected by the speed sensor 91 _{_S} Is calculated and output.

The switching unit 131 inputs the notch command and the braking command, determines whether the current driving state is a power running state, a braking state, or other (for example, coasting state), and in the power running state switching the speed difference [Delta] [omega for outputting a speed difference [Delta] [omega _{_r} calculated by subtraction unit 122 in some cases, when a braking state switch as a speed difference [Delta] [omega for outputting a speed difference [Delta] [omega _{_s} calculated by subtraction unit 124 .

That is, at the time of power running, the speed difference obtained by subtracting the rotation speed of the monitoring axis from the rotation speed of the reference axis using the first axis having a high possibility of idling as the monitoring axis and the second axis on the rear side as the reference axis is used. Thus, a _follow-up prevention reduction command I _{q_R} ^* is generated. At the time of braking, the second axis having a high possibility of sliding is set as the monitoring axis, the first axis on the front side is set as the reference axis, and the speed difference obtained by subtracting the rotation speed of the monitoring axis from the rotation speed of the reference axis is used. A _follow-up prevention reduction command I _{q_R} ^* is generated.

Holding portion 141, like the holding section 140, every time of inputting the detection signal S _K from slipping skid detection unit 150, re-hold the speed difference Δω which is input from the switching section 131 when it is the input, The held speed difference Δω is output.

Similar to the K ₁ setting unit 170, the K ₂ setting unit 171 sets the coefficient K ₂ for generating the _follow-up prevention reduction command I _{q_R} by multiplying the current difference ΔI _q held by the holding unit 141. However, even after the detection signal S _K from slipping skid detection unit 150 is input, the coefficient K ₂ to the previous period of the detection signal from the readhesion detection unit 160 S _S is input is set to a predetermined value, the other than the period is set to "0" to the coefficient _{K 2.} This is because, if idling is not occurring, no rotation can occur in the first place, so that the coefficient K _{2 is set} to “0” to eliminate the _rotation prevention _pull- down command I _{q_R} . An example of a coefficient K ₂ set shown in FIG.

About the structure which concerns on 2nd Embodiment, the simulation with respect to idling at the time of power running was performed similarly to 1st Embodiment. The results will be described below.
FIG. 7 and FIG. 8 are diagrams showing the state of each shaft speed, each shaft current, and each shaft torque before and after the torque command I _q ^* is reduced using the _follow-up prevention reduction command I _{q_R} ^* . 7 and 8, (a) shows the speed of each axis, (b) shows the current of each axis, and (c) shows the torque of each axis. Started. 7 (a), (b), (c), and FIG. 8 (a), the result of lowering the torque command I _q ^* by the _follow-up prevention lowering command I _{q_R} ^* from the “6 seconds” time point. the shows, FIG. 8 (b), shows the result of reduction of the torque command _I ^{q *} brought by rotation preventing cuts command _{I Q_r} ^* from "4 seconds" time for (c). Further, a view if FIG. 7 is generated around prevention cuts command _{I Q_r} ^* take as the coefficient _K 2 = 25, when the FIG. 8 has generated around prevention cuts command _{I Q_r} ^* take as the coefficient _K 2 = 50 FIG. In addition, the simulation was performed without considering the factor of the axial load movement without reducing the torque command by the re-adhesion control device 30.

As can be seen from FIGS. 7 (a) and 8 (a), the second shaft is in an adhesive running state even after the start of idling of the first shaft. After the torque command I _q ^* is reduced by the _follow-up prevention reduction command I _{q_R} ^* , the rotation speed of the first shaft is reduced to a speed equivalent to that of the second shaft.

When FIGS. 7B and 7C are respectively compared with FIGS. 8B and _8C , the torque component current of the second shaft is reduced by the reduction of the torque command I _q ^* by the _follow-up prevention reduction command I _{q_R} ^*. It can be seen that the torque is decreasing. The rate of decline faster for the coefficient _K 2 = 50 than the coefficient _K 2 = 25, also is larger coefficient _K 2 = 50 than the decrease amount coefficient _K 2 = 25. As a result, by increasing the coefficient K _2, it can be said that the co-rotation can be more reliably prevented.

Here, briefly described coefficient K _2. Factor K ₂ is equivalent to the torque component current increase in adhesive axis per unit speed. The torque component current increase amount is calculated by subtracting the torque component current target value (corresponding to the command value) I _qref from the actual torque component current I _q obtained from the motor inflow current during powering. Therefore, the following formula is approximately established.
^{_{I q * -K 2 · Δω =}} I q * - (I qref_2 / ω S_2) · Δω S
Here, I _{qref_2} is the torque component current target value of the second axis that is the adhesion axis during powering, ω _{S_2} is the slip frequency of the second axis, and Δω _S is the slip frequency of the first and second axes. Is the difference.

[Modification]
Although two embodiments have been described above, the embodiments to which the present invention can be applied are not limited to the above-described embodiments. For example, the present invention may be applied to 1C4M control for controlling each axis of two carriages for one vehicle.

  In this case, during power running, the first axis forward in the traveling direction is the monitoring axis, and any of the second to fourth axes is the reference axis, and the fourth axis at the rearmost in the traveling direction is used during braking. It is preferable to perform the same control as in the above-described embodiment using the monitoring axis and any one of the first to third axes as a reference axis. Due to the movement of the axle load, the first axle in the forefront direction of the first to fourth axes is minimal when compared to other axes when powering, and the last in the advancing direction when braking. This is because the axial weight of the fourth axis on the other side is minimized compared to the other axes. However, the axis weight of the fourth axis is maximum compared to other axes during power running, and the axis weight of the first axis is maximum compared to other axes during braking. The reference axis is more suitable. Note that the present embodiment may be applied to a vehicle including three or more carts as long as a plurality of electric motors are controlled collectively.

Further, in the above-described embodiment, the accompanying rotation reduction command generation units 10 and 11 have been described as including the idling / sliding detection unit 150 and the re-adhesion detection unit 160, but the same circuit unit is provided as the re-adhesion control device 30. Therefore, the configuration may be such that the idling control signal S _SK and the re-adhesion detection signal S _S are input from the re-adhesion control device 30 and used.

The circuit block diagram of the main circuit of the train in 1st Embodiment. Diagram illustrating an example of setting the coefficient K _1. The figure which shows the simulation result which concerns on 1st Embodiment. The figure which shows the simulation result which concerns on 1st Embodiment. The circuit block diagram of the main circuit of the train in 2nd Embodiment. It illustrates an example of a coefficient K ₂ setpoint. The figure which shows the simulation result which concerns on 2nd Embodiment. The figure which shows the simulation result which concerns on 2nd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1, 2 Electric motor control device 10,11 Follow-up prevention pull-down command generation part 110 Coordinate conversion part 121,123 Addition / subtraction part 130,131 Switching part 140,141 Holding part 150 Sliding slip detection part 160 Re-adhesion detection part 170 K ₁ setting part 171 K ₂ setting unit 20 Vector control arithmetic unit 70 Inverter IM_1, 2 Electric motor

Claims (13)

An electric motor control method for collectively controlling, by vector control, each of the motors of the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
One of the n axes except the foremost axis in the traveling direction is used as a reference axis, and the foremost axis in the traveling direction is used as a monitoring axis, and torque component currents of the motors of the reference axis and the monitoring axis are detected. And
When the monitoring shaft is idling during power running, a follow-up prevention pull-down command is generated based on a difference in torque component current between the reference shaft and the monitor shaft , and the generated anti-turn-down command torque component current Performing the vector control by lowering the command ;
An electric motor control method including : An electric motor control method for collectively controlling, by vector control, each of the motors of the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
One of the n axes excluding the last axis in the traveling direction is used as a reference axis, and the last axis in the traveling direction is used as a monitoring axis, and torque component currents of the motors of the reference axis and the monitoring axis are detected. And
When the monitoring shaft is idling during braking, a follow-up prevention pull-down command is generated based on a difference between torque component currents of the reference shaft and the monitor shaft , and the generated follow-up prevention pull-down command component torque component current Performing the vector control by lowering the command ;
An electric motor control method including : The occurrence of idling of the monitoring shaft is detected, the difference in the torque component current at the time of the detection is held, and the follow-up prevention reduction command after the detection is generated based on the held difference in the torque component current The motor control method according to claim 1 or 2. An electric motor control method for collectively controlling, by vector control, each of the motors of the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
detecting any rotation speed of each of the reference axis and the monitoring axis by using any one of the n axes excluding the foremost axis in the traveling direction as a reference axis and using the foremost axis in the traveling direction as a monitoring axis ;
When the monitoring shaft is idling during power running, a rotation prevention pull-down command is generated based on a difference in rotational speed between the reference shaft and the monitoring shaft , and a torque component current corresponding to the generated rotation prevention reduction command is generated. Performing the vector control by lowering the command ;
An electric motor control method including : An electric motor control method for collectively controlling, by vector control, each of the motors of the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
detecting any rotation speed of each of the reference axis and the monitoring axis by using any one of the n axes except the last axis in the traveling direction as a reference axis and the last axis in the traveling direction as a monitoring axis ;
When the monitoring shaft slips idle during braking, a follow-up prevention pull-down command is generated based on a difference in rotational speed between the reference shaft and the monitor shaft , and the generated anti-turn-down command torque component current Performing the vector control by lowering the command ;
An electric motor control method including : The occurrence of idling of the monitoring shaft is detected, the speed difference at the time of the detection is held, and the follow-up prevention pull-down command after the detection is generated based on the held speed difference. The electric motor control method as described.   The motor control method according to claim 1, wherein the reference axis is the rearmost axis in the traveling direction of the n-axis.   The motor control method according to claim 2 or 5, wherein the reference axis is the foremost axis in the traveling direction of the n-axis. 4. The follow-up prevention pull-down command is varied so as to gradually increase the pull-down amount in accordance with an elapsed time from the detection of the occurrence of the idling until the re-adhesion of the monitoring shaft is detected. Or the electric motor control method of 6. An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
A reference axis current detecting means for detecting a torque component current of a motor of a reference axis that is a predetermined axis from among the axes other than the foremost axis in the traveling direction among the n axes to be controlled;
Monitoring axis current detecting means for detecting the torque component current of the motor of the monitoring axis which is the foremost axis in the traveling direction among the n axes to be controlled;
When the monitoring shaft is idling during power running, a follow-up prevention pull-down command is issued based on the current difference between the torque component current detected by the reference shaft current detection means and the torque component current detected by the monitoring shaft current detection means. A follow-up prevention reduction command generating means for generating
And a motor control device that performs the vector control by reducing the torque component current command by the generated follow-up prevention reduction command when the monitoring shaft slips idle during power running . An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
A reference axis current detection means for detecting a torque component current of a motor of a reference axis that is a predetermined axis from among the axes other than the last axis in the traveling direction among the n axes to be controlled;
Monitoring axis current detecting means for detecting the torque component current of the motor of the monitoring axis that is the last axis in the traveling direction among the n axes to be controlled;
When the monitoring shaft slips idle during braking, a follow-up prevention pull-down command is issued based on the current difference between the torque component current detected by the reference shaft current detection means and the torque component current detected by the monitoring shaft current detection means. A follow-up prevention reduction command generating means for generating
And a motor control device that performs the vector control by reducing the torque component current command by the generated follow-up prevention reduction command when the monitoring shaft slips idle during braking . An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
Reference axis speed detection means for detecting a rotation speed of a reference axis which is a predetermined axis from among the axes excluding the frontmost axis in the traveling direction among the n axes to be controlled;
Monitoring axis speed detecting means for detecting the rotation speed of the monitoring axis which is the foremost axis in the traveling direction among the n axes to be controlled;
When the monitoring shaft is idling during power running, a follow-up prevention pull-down command is issued based on the speed difference between the rotation speed detected by the reference shaft speed detection means and the rotation speed detected by the monitoring shaft speed detection means. A follow-up prevention reduction command generation means for generating;
And a motor control device that performs the vector control by reducing the torque component current command by the generated follow-up prevention reduction command when the monitoring shaft slips idle during power running . An electric motor control device that collectively controls, by vector control, each of the motors in the n-axis (n ≧ 2) in the electric vehicle or the carriage connected in parallel to the power supply line,
A reference axis speed detection means for detecting a rotation speed of a reference axis that is a predetermined axis from among the axes excluding the rearmost axis in the traveling direction among the n axes to be controlled;
Monitoring axis speed detecting means for detecting the rotation speed of the monitoring axis that is the last axis in the traveling direction among the n axes to be controlled;
When the monitoring shaft slips idle during braking, a follow-up prevention pull-down command is issued based on the speed difference between the rotation speed detected by the reference shaft speed detection means and the rotation speed detected by the monitoring shaft speed detection means. A follow-up prevention reduction command generation means for generating;
And a motor control device that performs the vector control by reducing the torque component current command by the generated follow-up prevention reduction command when the monitoring shaft slips idle during braking .

Images