JP5606043B2 - Electric vehicle drive system - Google Patents

Description

  The present invention relates to an electric vehicle drive system, and more particularly to improvement of vibration ride comfort.

  FIG. 8 to FIG. 11 show an example of a conventional electric vehicle drive system, and the conventional technique will be described based on this figure.

  When the driver operates the master controller 2 in the cab of the vehicle body 1, an acceleration command is output and input to the motor controller 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 applies a voltage equivalent to the voltage command to the electric motor 61 mounted on the carriage 6 by using the voltage of the current collector 4 and the voltage of the rail 5. (For example, Patent Document 1)

  Although a plurality of electric motors 61 can be controlled in parallel, here, a case where each electric motor 61 is driven by another power conversion circuit 33 as shown in FIG. 9 will be described. In that case, the current controller 32 and the power conversion circuit 33 corresponding to the electric motor 61 are prepared, and the torque command input to the current controller 32 is the same.

  FIG. 10 shows a view of the carriage 6 from above, and FIG. 11 shows a view 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. 11, 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, to prevent the gear box 692 from rotating, the gear box 692 is prevented from rotating by the suspension link 694 coupled to the carriage frame 63.

  The wheel 62 travels on the rail 5, but vibrates up and down due to the unevenness of the rail 5. Since the vertical vibration is absorbed by the shaft spring 64 and the air spring 66, the vibration transmitted to the vehicle body 1 is a part of the unevenness of the rail. 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.

  The vehicle body 1 also vibrates due to fluctuations in aerodynamic forces. In particular, since the variation in aerodynamic force is large when passing with another vehicle body 1 or passing through a tunnel, the vehicle body 1 vibrates and the ride comfort deteriorates.

  The carriage frame 63 performs not only the vertical direction but also a rotational movement called pitching in which the front and rear move in the reverse direction. When traveling on the uneven rail 5, the carriage frame 63 generates not only vertical vibration but also pitching vibration. When the pitching vibration is generated, the vibration is transmitted to the vehicle body via the traction device 67, so that the vibration of the vehicle body 1 is generated and the ride center is deteriorated. (For example, Non-Patent Document 1)

  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)

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

Effect of body of railroad car, bogie and special body / cart combination element on vibration ride comfort, Japan Society of Mechanical Engineers, Vol. 66, No. 645

  Since mounting the active suspension increases the cost, it is limited to some vehicles. Moreover, since energy is required to generate the force of the active suspension, an energy source is required, and energy consumption increases.

  In order to control the active suspension, a vibration sensor is required. If a vibration sensor is provided, cost increases and sensor wiring and power supply are required. In addition, there is a problem that control becomes impossible if there is a malfunction or malfunction of the sensor.

  Some existing trolleys are difficult to mount active suspensions, and it is difficult to change the characteristics of the shaft springs. In particular, since the electric cart has a complicated structure, it is often difficult to mount an active suspension, and vibration countermeasures are often not provided as compared to an accompanying cart without an electric motor.

  Therefore, it is not necessary to add or change hardware such as active suspension and variable characteristics of the shaft spring, and a method for improving the vibration riding comfort of the vehicle body is necessary. Also, a technique that can be easily realized with an electric cart is desirable.

According to the first aspect of the present invention, there is provided an electric vehicle in which a vehicle body is mounted on a carriage having wheels by being coupled with an air spring in the vertical direction , and the two electric motors loaded on the carriage each have a built-in gear. In the electric vehicle control apparatus that travels by independently driving the two sets of wheels via the driving device, the vertical vibration of the carriage is controlled by superimposing vibration torques in opposite directions on the two electric motors. An electric vehicle control device that indirectly controls vibration suppression of the vehicle body.

  According to the invention of claim 2, in the electric vehicle control device in which the two electric motors independently drive the two sets of wheels via the driving device, the vibration torques in the opposite directions are superimposed on the two electric motors. The electric vehicle control device according to claim 1, wherein the vehicle body vibration suppression control is performed indirectly by controlling vertical vibrations of the carriage.

According to the invention of claim 2, vertical vibration speed to be used for vertical vibration suppression of the bogie electrical of claim 1, characterized in that for calculating the difference in rotational speeds of two of the motor in the same carriage Car control device.

  The vibration of the vehicle body can be suppressed without adding new hardware such as an active suspension.

It is a figure explaining the principle of the electric vehicle drive system which concerns on Example 1 of this invention. It is a figure explaining the principle of the electric vehicle drive system which concerns on Example 1 of this invention. It is an example of the control system of the electric vehicle drive system which concerns on Example 2 of this invention. It is an example of the control system of the electric vehicle drive system which concerns on Example 3 of this invention. It is an example of the control system of the electric vehicle drive system which concerns on Example 4 of this invention. It is a figure explaining the principle of the electric vehicle drive system which concerns on Example 4 of this invention. It is a figure explaining the principle of the electric vehicle drive system which concerns on Example 4 of this invention. It is an example of the electric vehicle drive system by a prior art. It is an example of the control system of the electric vehicle drive system by a prior art. It is an example of the top view of the trolley | bogie of the electric vehicle drive system by a prior art. It is an example of the side view of the trolley | bogie of the electric vehicle drive system by a prior art.

  Exemplary embodiments of an electric vehicle drive system according to the present invention will be explained 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.

  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 revolving motion of the small gear 691. Since the reaction of this force is applied to the carriage frame, the carriage frame 63 receives the force by the torque of the electric motor 61.

  Further, since the electric motor 61 is installed on the carriage frame 63, the reaction of the torque of the electric motor 61 is applied to the carriage frame 63 as a moment.

  As an example, FIG. 1 shows a case where reverse torque is applied to two electric motors 61. When torque is applied to the two motors 61 in the opposite directions, the reaction from the force from the suspension link and the torque of the motor 61 acts on the carriage frame 63 as shown in FIG. Of these, the torque reaction of the electric motor 61 works in the opposite direction and cancels out. However, it can be seen that the vertical movement of the bogie frame can be controlled by applying the torque in the opposite direction to the two electric motors 61 because they overlap in the vertical direction of the bogie frame by the force generated by the suspension link 694.

  As another example, FIG. 2 shows a case where torque in the same direction is applied to two electric motors 61. When torque in the same direction is applied, the reaction from the force from the suspension link 694 and the torque of the electric motor 61 acts on the carriage frame 63 as shown in FIG. Since these all act as moments in the pitching direction of the carriage frame 63, it can be seen that the pitching motion of the carriage frame 63 can be controlled by applying the same torque to the two motors.

  That is, the pitching vibration of the carriage frame 63 can be controlled by vibrating the torques of the two electric motors 61 in the same phase, and the vertical vibration of the carriage frame 63 can be controlled by vibrating in the opposite phase. Since the vehicle body 1 is coupled to the carriage frame 63 via the air spring 65, the vibration of the vehicle body 1 can be indirectly suppressed by controlling the vertical vibration of the carriage frame 63. Further, as indicated by [0012], since the pitching vibration of the bogie frame 63 is transmitted to the vehicle body via the traction device 67, the vibration of the vehicle body 1 can be indirectly suppressed by controlling the pitching vibration of the bogie frame 63.

  An embodiment of the second and third aspects of the invention will be described with reference to FIG. 3, but the same parts as those of the first embodiment will be omitted.

  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 [0033]. 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.

An embodiment of the invention of claim 4 will be described with reference to FIG. 4, but the same parts as those of the embodiment 1 will be omitted.

  A cart frame pitching sensor 632 is attached to each cart frame 63 to detect the pitching angle of the cart frame 63. The output of the carriage frame pitching sensor 632 is converted into a pitching angular velocity by integration by the integrator 34. A value obtained by amplifying the vertical acceleration of the vehicle body, which is an output of the integrator 34, by the proportional unit 35 is subtracted from both of the torque commands corresponding to the motor 61 of the corresponding carriage.

  With this configuration, vibration torque proportional to the pitching angular velocity of the carriage frame 63 is superimposed on the two electric motors 61 in the same direction. The vibration torque in the same direction acts as a moment in the pitching direction of the carriage frame 63 according to the principle shown in [0034]. When a moment in the reverse direction proportional to the pitching angular velocity of the carriage frame 63 is generated in the carriage frame 63, the pitching vibration of the carriage frame 63 can be suppressed.

  The pitching natural frequency of the carriage frame 63 is about 10 Hz. It is mainly around this frequency that the motion of the carriage frame 63 is transmitted to the vehicle body 1 via the traction device 67 and causes a deterioration in riding comfort. By suppressing the pitching of the carriage frame 63, it is possible to prevent the deterioration of the vibration of the vehicle body 1 via the traction device 67.

  An embodiment of the invention of claims 5 to 7 will be described with reference to FIGS. 5 to 7, but the same parts as those of the embodiments 1 to 3 are omitted.

  FIG. 6 is a view when the carriage frame 63 moves upward. When the carriage frame 63 moves upward, the gear box 692 is pulled by the suspension link 694 and rotates. When the gear box 692 rotates, the small gear 691 installed in the gear box 692 rotates due to the planetary gear movement around the large gear 693. At this time, since the two small gears 691 in the same cart 6 rotate in the reverse direction, the rotational speeds of the two electric motors 61 in the same cart 6 also vary in the reverse direction.

  That is, it can be seen that the rotational speeds of the two electric motors 61 in the same carriage 6 are proportional to the vertical movement speed of the carriage frame 63. Since the rotation speed of the electric motor 61 is calculated in the current controller 31, the upper and lower positions of the carriage are calculated from the rotation speed difference calculated by the two current controllers 31 corresponding to the two electric motors 61 in the same carriage 6. Vibration can be detected.

  FIG. 7 is a view when the carriage frame 63 rotates in the pitching direction. For the same reason as [0045], the small gear 691 rotates. Further, since the stator of the electric motor 61 is installed on the carriage frame 63, it rotates together with the pitching of the carriage frame 63. Since the rotor of the electric motor 61 has the same rotation angle as that of the small gear 691, the electric motor 61 is the sum of the rotation of the carriage frame 63 and the rotation of the small gear 691. In this case, the two electric motors 61 have the same change, but the pitching vibration of the carriage frame 63 in question becomes a vibration state having a frequency near the natural frequency, so that the steady rotational speed is near the natural frequency. The vibration is superimposed.

  Therefore, as shown in FIG. 5, the vertical vibration speed component of the carriage frame 63 is extracted from the difference between the rotation speeds of the two motors 61 mounted on the same carriage 6, and the sum of the rotation speeds of the two motors 61 is obtained. Through the filter 36, the pitching vibration speed component of the carriage frame 63 is extracted from the stationary component removed. The method of the second embodiment is performed using the extracted vertical vibration component of the carriage frame 36, and the method of the third embodiment is performed using the pitching vibration speed component.

  The filter 36 can extract the pitching speed component of the carriage frame 63 by extracting only the vicinity of the natural frequency of the pitching vibration of the carriage frame 63 from the sum of the rotational speeds of the two electric motors 61.

  The present invention is effective for a drive system of an electric railway vehicle. In addition, it is extremely effective because it can be realized without changing the hardware of an existing vehicle.

DESCRIPTION OF SYMBOLS 1 Car body 2 Master controller 3 Motor controller 31 Torque controller 32 Current controller 33 Power conversion circuit 34 Integrator 35 Proportorator 36 Filter 4 Current collector 5 Rail 6 Carriage 61 Electric motor 62 Wheel 63 Carriage frame 631 Acceleration sensor
632 Bogie frame pitching sensor 64 Shaft spring 65 Front / rear 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 (2)

An electric vehicle in which a vehicle body is mounted on a carriage having wheels and coupled in the vertical direction with an air spring, and two electric motors loaded on the carriage are respectively connected to two sets via a drive device having a built-in gear . In an electric vehicle control device in an electric vehicle that travels by independently driving wheels,
An electric vehicle control device characterized by controlling vibrations of the vehicle body indirectly by controlling vertical vibrations of the vehicle by superimposing vibration torques in opposite directions on the two motors. 2. The electric vehicle control device according to claim 1 , wherein a vertical vibration speed of the carriage used for suppressing the vertical vibration of the carriage is calculated from a difference between rotational speeds of the two motors in the same carriage.

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