JP5528154B2 - Electric vehicle control device - Google Patents

Description

  The present invention relates to an electric vehicle control apparatus that performs drive and vibration control of an electric vehicle, and particularly relates to improvement of vibration riding comfort.

  An example of a conventional electric vehicle control device is shown in FIGS. 3 to 7, and the conventional technique will be described with reference to FIG.

  When the driver operates the main controller 2 in the cab of the vehicle body 1, an acceleration command is output and input to the motor control device 3. The acceleration command input to the motor control device 3 is converted into a torque command by the torque controller 31. The torque command is input to the current controller 32, and a voltage command is generated so that the current flowing through the power conversion circuit 33 becomes a current corresponding to the torque command. At the same time, the current controller estimates the rotation speed of the electric motor 61 from the voltage command and the current flowing through the power conversion circuit 33. The power conversion circuit 33 uses the voltage between the current collector 4 and the rail 5 to apply a voltage equivalent to the voltage command to the electric motor 61 mounted on the carriage 6. (For example, Patent Document 1)

  FIG. 5 shows a view of the carriage 6 from above, and FIG. 6 shows a view of the carriage 6 seen from the side. Since the configuration is complicated when the cart 6 is viewed from the side, it is divided into three diagrams in FIG. 6, but all are incorporated in the same cart 6.

  The carriage 6 has two sets of traveling wheels 62, and the wheels 62 and the carriage frame 63 are coupled by a shaft spring 64 in the vertical direction and a longitudinal support device 65 in the front-rear direction. Further, the bogie frame 63 and the vehicle body 1 are coupled by an air spring 66 in the vertical direction and by a traction device 67 in the front-rear direction.

  The torque of the electric motor 61 is input to the drive device 69 via the joint 68. A small gear 691 of the driving device 69 is attached to a gear box 692. The small gear 691 meshes with a large gear 693 connected to the wheel 62 to rotate the wheel 62. At this time, the rotation of the gear box 692 is prevented by the suspension link 694 coupled to the carriage frame 63 in order to prevent the gear box 692 from rotating.

  The wheel 62 travels on the rail 5, but vibrates up and down due to the unevenness of the rail 5. The vertical vibration is absorbed by the shaft spring 64 and the air spring 66, but a part thereof is transmitted to the vehicle body 1. However, if the unevenness of the rail 5 is large, the vibration is not sufficiently attenuated and the vibration of the vehicle body 1 is also increased, resulting in a deterioration in riding comfort.

  The shaft spring 64 absorbs vibration between the carriage frame and the axle box. However, since the electric motor 61 is coupled to the carriage frame 63, the relative position between the electric motor 61 and the small gear 691 is shifted. Therefore, even if the relative position of the electric motor 61 and the small gear 691 is shifted by the joint 68, the torque is transmitted.

  Since there are a plurality of carts 6, electric motors 61, and wheels 62 with respect to one vehicle body 1, when distinction is necessary in the description, it is described as follows. Of the two carriages 6 mounted in one vehicle body 1, the front one is the front carriage 6F and the rear one is the rear carriage 6R. The four electric motors 61 are the first electric motor 611, the second electric motor 612, the third electric motor 613, and the fourth electric motor 614 in order from the front, and the four wheels 62 are the first wheel in order from the front. 621, the second wheel 622, the third wheel 623, and the fourth wheel 624. The motor 61 and the wheel 62 have the same number, and the first motor 611 and the first wheel 621, the second motor 612 and the second wheel 622 are in the front carriage 6F, the third motor 613 and the third wheel 623 are combined. The fourth electric motor 614 and the fourth wheel 624 are mounted on the front carriage 6R.

  As a form of vibration of the vehicle body 1, there is a vibration form called elastic vibration or bending vibration in which the vehicle body itself is deformed, in addition to a vibration shape called rigid body vibration in which the entire vehicle body vibrates. In particular, the vibration called the elastic primary vibration or bending primary vibration in which the vehicle body is deformed into a shape as shown in FIG. 7 has a natural frequency of about 8 to 10 Hz, which matches the frequency band that passengers feel sensitively, and therefore has a comfortable ride. Leads to deterioration. Further, since the natural frequency of the elastic primary vibration is close to the natural frequency of the vertical vibration of the bogie frame 63, the bogie frame 63 vibrates up and down due to the unevenness of the track, and the elastic primary vibration tends to increase. Therefore, if there are irregularities on the track, the primary elastic vibration increases and the ride comfort deteriorates.

  In order to suppress vibration of the vehicle body 1, an active suspension may be provided between the carriage frame 63 and the vehicle body 1. The active suspension detects a vibration of the vehicle body 1 and generates a force that suppresses the vibration of the vehicle body 1. (For example, Patent Document 2)

  In addition, a method has been proposed in which the vibration of the vehicle body 1 is indirectly suppressed by making the characteristics of the shaft spring 64 variable so as to control the vertical vibration of the carriage frame 63. (For example, Patent Document 3)

  However, vibration control by changing the characteristics of the active suspension and the shaft spring requires addition of new hardware or modification, and has a cost. On the other hand, as a technique for suppressing vibration using existing hardware, it is also possible to suppress vehicle body vibration using the torque of the electric motor 61. Details will be described with reference to FIGS.

  When the torque of the electric motor 61 is generated, the small gear 691 of the driving device 69 tries to revolve around the large gear. However, since the small gear 691 is installed in the gear box 692, and the gear box 692 is coupled to the carriage frame 63 by the suspension link 694, a force is generated so as to suppress the revolution movement of the small gear 691. Since the reaction of this force is applied to the carriage frame 63, the carriage frame 63 receives the force by the torque of the electric motor 61.

  When torque is applied to the two motors 61 in the opposite directions, a force from the suspension link acts on the carriage frame 63 as shown in FIG. Since the cart frame is overlapped in the vertical direction by the force generated by the suspension link 694, the vertical motion of the cart frame can be controlled by applying reverse torque to the two motors 61.

  An acceleration sensor 631 is attached to each cart frame 63 to detect vertical vibration acceleration of the cart frame 63. The output of the acceleration sensor 631 is converted into the absolute speed of the carriage frame 63 by integration by the integrator 34. The output of the integrator 34 amplified by the proportional unit 35 is subtracted from one of the torque commands corresponding to the electric motor 61 of the corresponding carriage and added to the other.

  With this configuration, vibration torque proportional to the absolute vertical speed of the carriage frame 63 is superimposed on the two electric motors 61 in the opposite directions. The reverse vibration torque acts as the vertical force of the carriage frame 63 according to the principle shown in [0015]. When a force in the reverse direction proportional to the absolute vibration velocity of the carriage frame 63 is generated in the carriage frame 63, the vertical vibration of the carriage frame 63 can be suppressed.

  When the rail has irregularities, it is transmitted while being attenuated in the order of the wheel 62 → the shaft spring 64 → the carriage frame 63 → the air spring 66 → the vehicle body 1. Therefore, by suppressing the vibration of the bogie frame 63, vibration transmission to the vehicle body 1 is eliminated, and the vibration of the vehicle body 1 can be suppressed even if the rail has irregularities. In particular, the elastic primary vibration of the vehicle body 1 has a natural frequency close to that of the vertical vibration of the carriage frame 63. Therefore, the elastic primary vibration of the vehicle body 1 can be greatly reduced by suppressing the vibration of the carriage frame 63.

JP 2005-160245 A Japanese Patent Laid-Open No. 7-267085 Japanese Patent Laid-Open No. 2005-145312

  In an electric railway vehicle, a plurality of electric motors 61 are often connected in parallel and driven by a single power conversion circuit. Since the power conversion circuit 33 uses an expensive semiconductor element and takes up a lot of space, the number of power conversion circuits can be reduced by driving a plurality of motors 61 with one power conversion circuit 33. Can contribute to cost reduction and downsizing.

  However, when a plurality of electric motors 61 are connected in parallel by a single power conversion circuit 33, the torque of the electric motors 61 connected in parallel cannot be controlled independently. Therefore, different power conversion circuits 33 are required in order to generate a vertical force on the carriage frame by applying reverse torque to the two motors shown in [0016]. Therefore, the cost and space of the power conversion circuit become a problem.

According to the first aspect of the present invention, the vehicle body is mounted on two carriages having wheels, each of the two carriages has two electric motors, and each of the electric motors is independent via a drive device. In an electric vehicle that accelerates or decelerates by driving a wheel , a vibration component is superimposed on the torque of each of the motors, and the same vertical force is generated on the two carriages so that the upper and lower sides of the two carriages An electric vehicle control device characterized by indirectly suppressing vibrations of the vehicle body elastically deforming into a longitudinal symmetrical shape by suppressing vibrations.

According to the invention of claim 2 , of the two carriages on which the vehicle body is mounted, the electric motor that drives the front wheels of the front carriage and the electric motor that drives the front wheels of the rear carriage are electrically connected. A combination of the two sets of electric motors that are electrically connected in parallel with each other, and an electric motor that drives the rear wheels of the front carriage and an electric motor that drives the rear wheels of the rear carriage. electric vehicle control device according to claim 1, wherein the vibration torque in the reverse direction and controls to overlap to.

According to the invention of claim 3 , the vertical vibrations of the carts are generated by causing the two carts to generate a vertical force in the opposite direction in proportion to the sum of the absolute speeds of the vertical vibrations of the two carts. electric vehicle control device according to claim 1 or claim 2, wherein the performing suppression

  Even in a state where the electric motors are connected in parallel, the vibration of the vehicle body is suppressed by the electric motor torque.

It is a figure explaining an example of the electric vehicle control apparatus which concerns on Example 1 of this invention. It is an example of the control system of the electric vehicle control apparatus which concerns on Example 1 of this invention. It is a figure explaining an example of the electric vehicle control apparatus by a prior art. It is an example of the control system of the electric vehicle control apparatus by a prior art. It is an example of the top view of the trolley | bogie of an electric vehicle control apparatus. It is an example of the side view of the trolley | bogie of an electric vehicle control apparatus. It is a figure explaining the elastic primary vibration of the vehicle body of an electric vehicle. It is a figure explaining the principle of body vibration suppression using electric motor torque It is an example of the control system of the electric vehicle control apparatus by a prior art.

  Exemplary embodiments of an electric vehicle control device according to the present invention will be described below in detail with reference to the drawings.

  An embodiment of the invention of claim 1 will be described with reference to FIGS. 1 and 2, but the same parts as those of the prior art will be omitted.

  The first electric motor 611 of the front carriage 6F and the third electric motor 613 of the rear carriage 6R are electrically connected in parallel and driven by the first power conversion circuit 331. Similarly, the second electric motor 612 of the front carriage 6F and the fourth electric motor 614 of the rear carriage 6R are electrically connected in parallel and driven by the second power conversion circuit 332.

  The sum of the outputs of the acceleration sensor 631 mounted on the bogie frame 63 of the front bogie 61F and the acceleration sensor 631 mounted on the bogie frame 63 of the front bogie 61R is taken and integrated by the integrator 34, whereby the two bogie frames 63 are integrated. The sum of the absolute speed is obtained. The output of the integrator 34 amplified by the proportional unit 35 is subtracted from the torque command and input to the first current controller 321, and the addition is input to the second current controller 322. The first current controller 321 controls the current flowing through the first power conversion circuit 331, the second current controller 322 controls the current flowing through the second power conversion circuit 332, and the motors connected to the respective power conversion circuits 33 are controlled. The torque is controlled to match the input of the current controller 32.

  With the above configuration, the vertical force in the opposite direction is generated in the two bogie frames 63 in proportion to the sum of the vertical speeds of the bogie frames 63 of the two carts 6.

  Since the elastic primary vibration is the shape of the front-rear line target, it can be suppressed by generating a vertical force in the same phase in the front and rear. That is, by generating a force in the same direction on the front and rear bogie frames 63, the elastic primary vibration is suppressed.

  In order to suppress the vertical vibration of the carriage, it is sufficient that a force proportional to the absolute vertical speed of the carriage frame 63 can be generated. The elastic primary vibration is vibrated by the sum of the vertical movements of the two bogie frames 63. That is, since it is only necessary to suppress the sum of the vertical speeds of the two truck frames 63, a force proportional to the sum of the vertical absolute speeds of the two truck frames 63 may be generated.

  With this configuration, up to now four power conversion circuits are required to suppress vehicle vibration with the torque of the electric motor, but vibration suppression can be realized with two power conversion circuits.

  The present invention is effective for a drive system of an electric railway vehicle. Moreover, since it can implement | achieve without the hardware change of the existing vehicle and the number of power conversion circuits can also be suppressed, it is very effective.

DESCRIPTION OF SYMBOLS 1 Car body 2 Main controller 3 Motor controller 31 Torque controller 32 Current controller 321 1st current controller 322 2nd current controller 33 Power conversion circuit 331 1st power conversion circuit 332 2nd power conversion circuit 34 Integrator 35 Proportionator 36 Filter 4 Current collector 5 Rail 6 Cart 6F Front cart 6R Rear cart 61 Motor 611 First motor 612 Second motor 613 Third motor 614 Fourth motor 62 Wheel 621 First wheel 622 Second wheel 623 Third wheel 624 4th wheel 63 bogie frame 631 acceleration sensor 64 shaft spring 65 longitudinal support device 66 air spring 67 traction device 68 joint 69 drive device 691 small gear 692 gear box 693 large gear 694 suspension link

Claims (3)

The vehicle body is mounted on two carriages having wheels, and two electric motors are provided in the two carriages, and each of the electric motors independently drives the wheels via a driving device, thereby accelerating and decelerating. In the electric vehicle , the vibration component is superimposed on the torque of each of the electric motors, and the same vertical force is generated on the two carriages to suppress the vertical vibrations of the two carriages. An electric vehicle control device characterized by indirectly suppressing vibration that elastically deforms into a longitudinal symmetry. Of the two carriages on which the vehicle body is mounted, an electric motor that drives the front wheels of the front carriage and an electric motor that drives the front wheels of the rear carriage are electrically connected in parallel, and the front carriage An electric motor that drives the rear wheels and an electric motor that drives the rear wheels of the rear carriage are electrically connected in parallel, and a reverse vibration torque is superimposed on the combination of the two electrically connected motors. The electric vehicle control device according to claim 1 , wherein the electric vehicle control device controls the electric vehicle. The vertical vibrations of the carts are suppressed by causing the two carts to generate a vertical force in the opposite direction in proportion to the sum of the absolute speeds of the vertical vibrations of the two carts. The electric vehicle control device according to claim 1 or 2 .

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