JP6305071B2 - Electric car - Google Patents

Description

Embodiments described herein relate generally to an electric vehicle .

  Suppression control (wheel idling / re-adhesion control of wheels) for wheel slipping in an electric vehicle such as a railway vehicle is performed by the electric vehicle control device controlling the torque of the driven induction motor. For example, when wheel idling is detected based on a signal from a speed sensor of the electric motor, the wheel idling slip suppression control suppresses idling of the wheel by reducing the torque by vector control of the induction motor.

Yasuo Yasuoka and five others, “Experimental Consideration on Re-adhesion Control of Induction Motor Individually Driven Electric Locomotive”, IEEJ Transactions D (Journal of Industrial Application) January 2008, Vol. 128, No. 1,2008

  Conventional wheel idling / sliding suppression control focuses on maximizing the coefficient of friction between the wheel and the rail. For this reason, when a friction coefficient changes with the state of a wheel or a rail, the tangential force obtained may fall.

One of the problems to be solved by the present invention is to provide an electric vehicle capable of obtaining a larger tangential force.

An electric vehicle according to one embodiment includes a plurality of wheels, a plurality of electric motors, and an electric vehicle control device. The plurality of wheels are provided in a vehicle or a vehicle formation including a plurality of vehicles, are placed on a rail, and generate a tangential force with the rail by rotating. The plurality of motors includes a first motor that rotates a first wheel included in the plurality of wheels, and a second motor that rotates a second wheel included in the plurality of wheels and rotating at a reference speed. And including. The electric vehicle control device, as the speed of the first wheel is greater than the speed of the second wheel, driving a first control unit Ru by driving the first motor, the second electric motor A second control unit . The first control unit decreases the torque of the first motor as the sliding speed of the first wheel obtained by subtracting the speed of the second wheel from the speed of the first wheel increases. The torque of the first electric motor is controlled based on the function to be performed. The second control unit is configured to cancel the idling of the second wheel when the acceleration of the second wheel becomes a predetermined value or more and the second wheel idles. To control the torque.

FIG. 1 is a side view showing an electric vehicle according to the first embodiment. FIG. 2 is a block diagram showing a system including the electric vehicle control device of the first embodiment. FIG. 3 is a graph showing a function used by the torque control unit of the first embodiment and a sliding speed-tangential force characteristic. FIG. 4 is a side view showing an electric vehicle according to the second embodiment. FIG. 5 is a side view showing an electric vehicle according to the third embodiment. FIG. 6 is a block diagram showing a system including the electric vehicle control device of the third embodiment. FIG. 7 is a side view showing an electric vehicle according to the fourth embodiment. FIG. 8 is a block diagram showing a system including the electric vehicle control device of the fourth embodiment. FIG. 9 is a side view showing an electric vehicle according to the fifth embodiment.

  A first embodiment will be described below with reference to FIGS. 1 to 3. Note that a plurality of expressions may be written together for the constituent elements according to the embodiment and the description of the elements. It is not precluded that other expressions not described in the component and description are made. Furthermore, it is not prevented that other expressions are given for the components and descriptions in which a plurality of expressions are not described.

  FIG. 1 is a side view schematically showing an electric vehicle 10 according to the first embodiment. The electric vehicle 10 includes a vehicle 11. The vehicle 11 includes four pairs of wheels 21A, 21B, 21C, and 21D, four motors 22A, 22B, 22C, and 22D, four inverters 23A, 23B, 23C, and 23D, and four control devices 24A, 24B, and 24C. , 24D.

  In the first embodiment, the wheels 21A, 21B, and 21C are examples of first wheels. The wheel 21D is an example of a second wheel. Motors 22A, 22B, and 22C are examples of a first electric motor. The motor 22D is an example of a second electric motor.

  The wheel 21 </ b> A is located in the foremost (first) position in the traveling direction of the vehicle 11. The wheel 21 </ b> D is located at the rearmost (last) in the traveling direction of the vehicle 11. The wheel 21B and the wheel 21C are located between the wheel 21A and the wheel 21D.

  The wheels 21A, 21B, 21C, and 21D and the motors 22A, 22B, 22C, and 22D are attached to a bogie frame provided in the vehicle 11, respectively. The wheels 21A, 21B, 21C, and 21D are respectively coupled to the motor shafts of the corresponding motors 22A, 22B, 22C, and 22D through axles and gears.

  Wheels 21A, 21B, 21C, and 21D are driven by corresponding motors 22A, 22B, 22C, and 22D, respectively. The wheels 21 </ b> A, 21 </ b> B, 21 </ b> C, and 21 </ b> D are placed on the rail R, and generate a tangential force with the rail R by rotating.

  The motors 22A, 22B, 22C, and 22D are, for example, three-phase induction motors. The motors 22A, 22B, 22C, and 22D have, for example, rotation speed detectors (pulse generators), respectively. The rotation speed detector outputs signals related to the rotation speeds of the motor shafts of the motors 22A, 22B, 22C, and 22D.

  Inverters 23A, 23B, 23C, and 23D are power converters that output AC power (three-phase AC as an example). The inverters 23A, 23B, 23C, and 23D are, for example, so-called VVVF (Variable Voltage Variable Frequency) inverters that variably control the effective voltage and frequency of the output AC power.

  The inverters 23A, 23B, 23C, and 23D drive the corresponding motors 22A, 22B, 22C, and 22D by outputting the AC power, respectively. One inverter may drive the motors 22A, 22B, 22C, and 22D.

  The control devices 24A, 24B, 24C, and 24D control the corresponding inverters 23A, 23B, 23C, and 23D, respectively. The control devices 24A, 24B, 24C, and 24D are electrically connected to each other by lines 28 and 29.

  FIG. 2 is a block diagram illustrating an example of a system including an electric vehicle control device. As shown in FIG. 2, the control devices 24A, 24B, and 24C include speed calculation units 31A, 31B, and 31C, addition units 32A, 32B, and 32C, torque control units 33A, 33B, and 33C, an inverter control circuit 34A, 34B and 34C, respectively.

  The control device 24D includes a speed calculation unit 31D, a torque control unit 33D, and an inverter control circuit 34D. The torque control unit 33D includes an acceleration detection unit 36D, a torque throttle / return calculation unit 37D, a torque command pattern output unit 38D, and an addition unit 39D.

  As an example, each of the speed calculation units 31A, 31B, 31C, and 31D, the addition units 32A, 32B, and 32C, and the torque control units 33A, 33B, 33C, and 33D is programmed by a computer CPU (central processing unit). It is realized by operating according to (software, application). The program, data used in the program, and the like are stored (installed) in a storage unit such as an HDD (hard disk drive) of the computer.

  The speed calculation units 31A, 31B, 31C, and 31D are examples of wheel speed acquisition units. The speed calculation units 31A, 31B, 31C, and 31D respectively acquire signals related to the rotation speeds of the motors 22A, 22B, 22C, and 22D from the rotation speed detectors of the corresponding motors 22A, 22B, 22C, and 22D.

  The speed calculation units 31A, 31B, 31C, and 31D, based on the rotational speed signal, rotate the speeds of the wheels 21A, 21B, 21C, and 21D driven by the motors 22A, 22B, 22C, and 22D (wheel speeds V1, V2, V3, and V3). V4 [km / h]) is calculated. The wheel speed V4 is an example of a reference speed.

  The wheel speeds V1, V2, V3, and V4 are calculated from the rotational speeds of the motors 22A, 22B, 22C, and 22D that drive the wheels 21A, 21B, 21C, and 21D using, for example, a gear ratio. Further, the speed calculation units 31A, 31B, 31C, and 31D may calculate the rotational speed [rpm] and the angular speed [rad / s] of the wheels 21A, 21B, 21C, and 21D.

  The addition units 32A, 32B, and 32C subtract the wheel speed V4 acquired from the speed calculation unit 31D from the wheel speeds V1, V2, and V3 acquired from the speed calculation units 31A, 31B, and 31C, and are subtraction results. The difference between the wheel speeds V1, V2, V3 and the wheel speed V4 is calculated as the sliding speed Vs at the wheels 21A, 21B, 21C. The control device 24D sends a signal related to the wheel speed V4 to the control devices 24A, 24B, and 24C through the line 29.

  The torque control units 33A, 33B, and 33C are an example of a first control unit. The torque control units 33A, 33B, and 33C output signals related to the command torque Tr to the inverter control circuits 34A, 34B, and 34C using the sliding speed Vs in the wheels 21A, 21B, and 21C.

  More specifically, for example, the torque control unit 33A includes a torque reduction calculation unit 37A, a torque command pattern output unit 38A, and an addition unit 39A. The torque reduction calculation unit 37A calculates a torque reduction amount corresponding to the sliding speed Vs in accordance with a command signal from the switching unit 41 described in detail below. The torque reduction calculation unit 37A outputs a signal related to the torque reduction amount.

  The adding unit 39A performs a process of subtracting the torque reduction amount acquired from the torque reduction calculation unit 37A from the torque command value acquired from the torque command pattern output unit 38A, and outputs a final torque command Tr. The adder 39A outputs a signal related to the torque command Tr to the inverter control circuit 34A.

  The torque control units 33B and 33C have the same configuration as the torque control unit 33A and perform the same operation. For this reason, the detailed configuration of the torque control units 33B and 33C is omitted in FIG.

  FIG. 3 is a graph showing an example of the function F used by the torque control units 33A, 33B, and 33C and the sliding speed-tangential force characteristics (hereinafter referred to as characteristics) Cr1, Cr2, and Cr3. The function F defines the relationship between the sliding speed Vs of the wheels 21A, 21B, and 21C and the command torque Tr output from the torque control units 33A, 33B, and 33C, respectively.

  The torque controllers 33A, 33B, and 33C output a signal related to the command torque Tr according to the sliding speed Vs, as shown by the function F in FIG. The function F in the present embodiment is a monotonously decreasing function (in this embodiment, a linear function as an example) in which the command torque Tr decreases as the sliding speed Vs increases. The function F is not limited to this.

  For example, the torque controllers 33A, 33B, and 33C decrease the value of the command torque Tr as the sliding speed Vs that is the difference between the wheel speeds V1, V2, and V3 and the wheel speed V4 increases. In other words, the torque control units 33A, 33B, and 33C reduce (reduce) the command torque Tr according to the idling of the wheel 21A. On the other hand, the torque control units 33A, 33B, and 33C increase the value of the command torque Tr as the sliding speed Vs decreases. That is, the torque control units 33A, 33B, and 33C perform idling and re-adhesion control based on the sliding speed Vs.

  A characteristic Cr1 indicated by a solid line indicates that when water is present between the wheel and the rail R, the torque (a value obtained by multiplying the tangential force by the radius of the wheel) Tt and the sliding speed Vs when the water is at a predetermined temperature. Shows the relationship. On the other hand, a characteristic Cr2 indicated by a two-dot chain line indicates a relationship between the torque Tt and the sliding speed Vs when the temperature of water existing between the wheel and the rail R is higher than the temperature in the characteristic Cr1. The characteristic Cr3 indicates the relationship between the torque Tt and the sliding speed Vs when there is no water between the wheel and the rail R (the wheel and the rail R are dry).

  When water exists between the wheel and the rail R, the torque control units 33A, 33B, and 33C control the command torque Tr based on the function F, so that the slip speed Vs and the command torque Tr are , The state of intersection P1, P2 (operation point) between the function F and the characteristics Cr1, Cr2 is obtained. That is, the sliding speed Vs and the command torque Tr (operating point) move on the function F and reach the intersection point P1 or the intersection point P2 depending on the temperature of water.

  In the function F, the command torque Tr when the sliding speed Vs is 0 km / h, that is, the value at the point P3 in FIG. 3, corresponds to the input command value input from the input operation unit such as the master controller (mass controller). This is a torque command value corresponding to the rotating speed of the motors 22A, 22B, and 22C. The input command value is, for example, a value indicating a notch position (stage). The torque command value is determined as a value corresponding to the rotating speed based on a function of the torque command value with respect to the rotating speed of the motors 22A, 22B, 22C, for example. A plurality of such functions are set for each input command value.

  When water exists between the wheels 21A, 21B, 21C and the rail R as described above, when the motors 22A, 22B, 22C are driven according to the input command value from the mascon, the wheels 21A, 21B, 21C Idle. The torque of the motors 22A, 22B, 22C converges to the state of the intersection P1 or P2 in FIG. 3 by being throttled according to the sliding speed Vs in the wheels 21A, 21B, 21C.

  On the other hand, when there is no water between the wheels 21A, 21B, 21C and the rail R as in fine weather, the sliding speed-tangential force characteristic is as shown by a characteristic Cr3 shown in FIG. For this reason, the wheels 21A, 21B, and 21C do not idle (slip speed Vs is 0 km / s), and the torques of the motors 22A, 22B, and 22C converge to the state of the intersection P3.

  When water exists between the wheels 21A, 21B, 21C and the rail R as described above, the torque control units 33A, 33B, 33C are continuously connected between the wheels 21A, 21B, 21C and the rail R. A command torque Tr that causes idling (a constant sliding speed Vs occurs) is output. That is, the sliding speed Vs is continuously increased from 0. In other words, the wheel speeds V1, V2, and V3 are made faster than the wheel speed V4.

  For example, the torque control units 33A, 33B, and 33C are configured so that the slip speed Vs (difference between the wheel speeds V1, V2, and V3 and the wheel speed V4) is within 5 km / h or within 10% of the wheel speed V4. The value of the command torque Tr is changed. In other words, the function F is a function in which the sliding speed Vs at the intersections P1 and P2 is 5 km / h or less or 10% or less of the wheel speed V4. The function F is not limited to this.

  The torque control unit 33D illustrated in FIG. 2 is an example of a second control unit. The acceleration detector 36D of the torque controller 33D acquires a speed signal related to the wheel speed V4 from the speed calculator 31D. The acceleration detection unit 36D obtains the rate of change (acceleration) of the wheel speed V4, and determines idling when the rate of change exceeds a predetermined value.

  The torque throttle / return operation unit 37D calculates and outputs the torque throttle amount or the return amount in accordance with the idling determination signal output by the acceleration detection unit 36D. For example, the torque throttle / return operation unit 37D has a function of the torque throttle amount or the return amount with respect to the change rate of the wheel speed V4, and outputs the torque throttle amount or the return amount according to the function.

  The torque command pattern output unit 38D outputs a torque command value corresponding to an input command value input from an input operation unit such as a mass control and the rotation speed of the motor 22D. The input command value is, for example, a value indicating a notch position (stage). For example, the torque command value is determined as a value corresponding to the rotation speed based on a function of the torque command value with respect to the rotation speed of the motor 22D. A plurality of such functions are set for each input command value.

  The adding unit 39D subtracts the output of the torque restricting / returning calculating unit 37D from the torque command value output from the torque command pattern output unit 38D, and outputs the final command torque Tr as a subtraction result. The adder 39D outputs the command torque Tr to the inverter control circuit 34D.

  The torque control unit 33D reduces the command torque Tr so as to cancel the idling of the wheel 21D when the wheel 21D is idling. For example, when the wheel 21D idles, the idling detection flag is set when the idling occurs and the command torque Tr is reduced (reduced) relatively steeply. When the wheel 21D re-adheres to the rail R, idling detection is canceled and the command torque Tr is returned by a first-order lag function of the time constant τ. That is, the torque control unit 33D performs idling re-adhesion control based on the acceleration. This method can more reliably re-adhere the wheel 21D and easily stabilize the wheel speed V4 of the wheel 21D.

  The wheel speed V4 of the wheel 21D is slower than the wheel speeds V1, V2, V3 of the wheels 21A, 21B, 21C. Therefore, the wheel speed V4 is used as a reference speed that gives the speed of the vehicle 11 (vehicle speed).

  The torque control unit 33D outputs the command torque Tr by the idling re-adhesion control based on the above-described acceleration so that idling does not occur in the wheel 21D (so that the sliding speed becomes zero). For this reason, the wheel speed V4 is basically equal to the vehicle speed.

  The inverter control circuits 34A, 34B, 34C, 34D control operations (on / off) of a plurality of semiconductor elements (for example, an IGBT (insulated gate bipolar transistor)) included in the inverters 23A, 23B, 23C, 23D. Inverter control circuits 34A, 34B, 34C, 34D are provided in the CPU, for example.

  The inverter control circuits 34A, 34B, 34C, and 34D control the corresponding inverters 23A, 23B, 23C, and 23D based on the acquired signal relating to the command torque Tr, and thus control the motors 22A, 22B, 22C, and 22D. . That is, the torque controllers 33A, 33B, 33C, and 33D indirectly drive the motors 22A, 22B, 22C, and 22D.

  As described above, the torque control units 33A, 33B, and 33C drive the motors 22A, 22B, and 22C so that the speed of the wheels 21A, 21B, and 21C exceeds the speed of the wheel 21D that rotates at the wheel speed V4. . That is, the wheels 21A, 21B, and 21C are continuously idled.

  As the wheels 21A, 21B, and 21C continuously idle, friction heat is generated between the wheels 21A, 21B, and 21C and the rail R. For example, when water is interposed between the wheels 21A, 21B, 21C and the rail R due to rain, the temperature of the water rises due to the frictional heat.

  In general, the tangential force of the wheel is generated by the meshing of the convex portions formed on the respective surfaces due to the roughness of the surfaces existing on both the wheel and the rail. When water enters between the wheel and the rail, the engagement between the projections decreases, and the contact area between the wheel and the rail decreases. As a result, the frictional force between the wheel and the rail decreases, and the tangential force of the wheel decreases.

  Basically, the viscosity of water increases when the temperature is low, and the viscosity decreases when the temperature is high. For this reason, when temperature is low, the thickness of the water film which exists between a wheel and a rail becomes thick, and the meshing of the convex parts of a wheel and a rail decreases. Therefore, the contact area between the wheel and the rail is reduced, the friction coefficient (tangential force coefficient) between the wheel and the rail is lowered, and consequently the tangential force of the wheel is lowered.

  On the other hand, when the temperature of the water rises, the thickness of the water film existing between the wheel and the rail becomes thin, and the engagement between the convex portions of the wheel and the rail increases. Therefore, the contact area between the wheel and the rail is increased, the friction coefficient (tangential force coefficient) between the wheel and the rail is increased, and the tangential force of the wheel is increased.

  The tangential force coefficient is the ratio of the force at which the wheel kicks the rail (friction force between the wheel and the rail, tangential force) to the vehicle weight (wheel weight) applied to the wheel. The larger the tangential force coefficient, the greater the driving force for a given wheel load.

  As described above, when the temperature of the water between the wheels 21A, 21B, 21C and the rail R increases due to frictional heat, the viscosity of the water decreases. For this reason, the contact area between the wheels 21A, 21B, 21C, 21D and the rail R is increased, and the friction coefficient (tangential force coefficient) between the wheels 21A, 21B, 21C, 21D and the rail R is increased. Therefore, the tangential force of the wheels 21A, 21B, 21C, 21D is increased.

  For example, as shown in FIG. 3, for the same sliding speed Vs, the torque Tt of the characteristic Cr2 when the water temperature is high is higher than the torque Tt of the characteristic Cr1 when the water temperature is low. That is, the higher the temperature, the greater the torque Tt (tangential force) with respect to the sliding speed Vs.

  When the temperature of water between the wheels 21A, 21B, 21C and the rail R rises due to frictional heat, for example, the relationship between the sliding speed Vs and the torque Tt changes from the characteristic Cr1 to the characteristic Cr2. Thereby, the operating point of the sliding speed Vs and the command torque Tr moves from the intersection P1 to the intersection P2. The command torque Tr at the intersection P2 is higher than the command torque Tr at the intersection P1. Therefore, the tangential force of the wheels 21A, 21B, and 21C increases as the water temperature rises.

  As illustrated in FIG. 2, the torque control units 33A, 33B, and 33C may receive a command signal from the switching unit 41 and change the control content according to the command signal as an example.

  As described above, the torque control units 33A, 33B, and 33C drive the motors 22A, 22B, and 22C so that the wheel speeds V1, V2, and V3 always exceed the wheel speed V4. However, upon receiving the command signal, the torque control units 33A, 33B, and 33C drive the motors 22A, 22B, and 22C so that the wheel speeds V1, V2, and V3 are temporarily equal to the wheel speed V4, for example. To come.

  For example, on a sunny day when water does not adhere to the rail R, the driver of the electric vehicle 10 operates the switching unit 41 with an input device such as a controller. Alternatively, the switching unit 41 acquires external information such as weather information through the telecommunication line.

  In response to the operation or external information, the switching unit 41 outputs a command signal. Thereby, torque control part 33A, 33B, 33C makes wheel speed V1, V2, V3 equal to wheel speed V4. That is, idling between the wheels 21A, 21B, 21C and the rail R is suppressed.

  The torque controllers 33A, 33B, and 33C are not limited to this. For example, when the command signal is acquired, the motors 22A, 22B, and 22C may be driven so that the sliding speed Vs becomes smaller. For example, on a rainy day, the torque control units 33A, 33B, and 33C output a command torque Tr that causes the sliding speed Vs to be within 5 km / h. On the other hand, the torque control units 33A, 33B, and 33C that have acquired the command signal on a sunny day output the command torque Tr such that the sliding speed Vs is within 2 km / h.

  As described above, for example, by changing the control between a sunny day and a rainy day, excessive idling between the wheels 21A, 21B, 21C and the rail R is suppressed. However, even when the control change is not performed, as described above, the slip speed-tangential force characteristic curve in FIG. 3 rises on a clear day (for example, the characteristic moves from Cr1 to Cr3). For this reason, the sliding speed Vs becomes sufficiently small, and the occurrence of idling between the wheels 21A, 21B, 21C and the rail R is almost suppressed.

  In the first embodiment, the torque control units 33A, 33B, and 33C operate the motors 22A, 22B, and 22C so that the speed of the wheels 21A, 21B, and 21C exceeds the speed of the wheel 21D that rotates at the wheel speed V4. Drive. Thereby, frictional heat is generated between the wheels 21A, 21B, 21C and the rail R, and a larger tangential force can be obtained.

  The torque control unit 33D narrows down the command torque Tr so as to cancel the idling of the wheel 21D when the wheel 21D is idling. Thereby, it can suppress that the sliding speed Vs of wheel 21A, 21B, 21C becomes excessive with the idling of wheel 21D.

  The torque controllers 33A, 33B, and 33C each output a command torque Tr that causes the sliding speed Vs to be within 5 km / h. Alternatively, the torque controllers 33A, 33B, and 33C each output a command torque Tr that causes the sliding speed Vs to be within 10% of the wheel speed V4. As a result, it is possible to suppress the wear of the wheels 21A, 21B, 21C and the rail R due to the excessive slip speed Vs between the wheels 21A, 21B, 21C and the rail R.

  In the first embodiment, the wheel speed V4 is an example of the reference speed, but the reference speed is not limited to this. For example, the minimum value of the wheel speeds V1 to V4 (the slowest rotating speed of the wheels 21A, 21B, 21C, and 21D) may be set as the reference speed. In this case, the difference between the wheel speeds V1 to V4 and the reference speed is the slip speed Vs. Thereby, a more reliable vehicle speed can be obtained.

  In the first embodiment, the wheel 21 </ b> D located at the rearmost in the traveling direction of the vehicle 11 is an example of the second wheel. When the vehicle 11 accelerates, the vehicle weight is biased toward the back in the traveling direction, and the axial weight behind the traveling direction increases. For this reason, in general, the rear wheel 21D can obtain a larger tangential force than the other wheels 21A, 21B, and 21C.

  Furthermore, when the wheel 21A that is closer to the front in the traveling direction passes through the rail R, water adhering to the rail R is eliminated. For this reason, the wheel 21D at the rear in the traveling direction is prevented from idling and is easily controlled to obtain the reference speed.

  However, the second wheel is not limited to the wheel 21D. For example, the wheel 21A may be an example of the second wheel. In this case, the wheel speed V1, which is the reference speed, is obtained by reducing the torque of the wheel 21A having a small tangential force, and the wheels 21B, 21C, and 21D that can obtain a larger tangential force rotate at a speed that exceeds the wheel speed V1, respectively. To drive. Thereby, driving force can be earned. Note that the second wheel may be one of the wheels 21B and 21C, and is not limited to a wheel at a specific position.

  In the first embodiment, only the wheel speed V4 of the pair of wheels 21D is an example of the reference speed. However, the reference speed is not limited to this, and the rotation speed of the plurality of wheels may be an example of the reference speed. For example, not only the torque control unit 33D but also the torque control unit 33C may perform idling re-adhesion control based on acceleration, and the motor 22C may be driven so that the wheel speed V3 and the wheel speed V4 are equal. In this case, the vehicle speed V3 may be used as the reference speed.

  The second embodiment will be described below with reference to FIG. In the following description of the plurality of embodiments, components having the same functions as the components already described are denoted by the same reference numerals as those described above, and further description may be omitted. . In addition, a plurality of components to which the same reference numerals are attached do not necessarily have the same functions and properties, and may have different functions and properties according to each embodiment.

  FIG. 4 is a side view schematically showing the electric vehicle 10 according to the second embodiment. As shown in FIG. 4, the electric vehicle 10 of the second embodiment is a vehicle formation (train formation, formation) including a plurality of vehicles 11A, 11B, 11C, 11D, and 11E.

  The vehicle 11 </ b> A is located in the forefront (first position) in the traveling direction of the electric vehicle 10. The vehicle 11E is located at the rearmost (last) in the traveling direction of the electric vehicle 10. Vehicles 11B, 11C, and 11D are located between vehicles 11A and 11E. Vehicles 11A and 11E are accompanying vehicles, and vehicles 11B, 11C, and 11D are drive vehicles.

  The vehicle 11 </ b> A has four pairs of wheels 21 </ b> A and a first information control device 51. The vehicle 11E includes four pairs of wheels 21E and a second information control device 52. The wheels 21A and 21E are non-driven wheels and cannot be rotated by a motor or the like. The first information control device 51 and the second information control device 52 are electrically connected to lines 54 and 55 provided across the vehicles 11A, 11B, 11C, 11D, and 11E, respectively.

  Vehicles 11B, 11C, and 11D have four pairs of wheels 21B, 21C, and 21D, four motors 22B, 22C, and 22D, inverters 23B, 23C, and 23D, and control devices 24B, 24C, and 24D, respectively. In FIG. 4, the inverters 23 </ b> B, 23 </ b> C, and 23 </ b> D and the corresponding control devices 24 </ b> B, 24 </ b> C, and 24 </ b> D are integrally shown for simplification of the drawing.

  In the second embodiment, one inverter 23B, 23C, 23D drives the corresponding four motors 22B, 22C, 22D in parallel. As in the first embodiment, four inverters that individually drive the four motors 22B, 22C, and 22D may be provided.

  The control devices 24B, 24C, and 24D are electrically connected to each other via lines 54 and 55. That is, the lines 54 and 55 electrically connect the control devices 24B, 24C, and 24D, the first information control device 51, and the second information control device 52.

  In the second embodiment, the rotation speed of the wheel 21D is an example of a reference speed. The control device 24D performs idling / re-adhesion control based on the acceleration described above, and suppresses idling of the four pairs of wheels 21D. The rotating speed of the wheel 21D is slower than the rotating speed of the wheels 21B and 21C. For this reason, the rotation speed of the wheel 21 </ b> D is used as a reference speed that gives the speed of the electric vehicle 10 (vehicle speed).

  The control device 24D calculates the rotation speed of the wheel 21D from the signal related to the rotation speed of the motor 22D acquired from the motor 22D. The control device 24D outputs a signal related to the rotation speed (reference speed) of the wheel 21D to the control devices 24B and 24C, the first information control device 51, and the second information control device 52 through the line 54. To do.

  Similarly to the control device 24D, the control devices 24B and 24C send signals related to the rotation speed of the wheels 21B and 21C through the line 55 to the control device 24D, the first information control device 51, and the second information control. To the device 52 respectively.

  Control devices 24B and 24C drive motors 22B and 22C, respectively, so that the speed of wheels 21B and 21C exceeds the speed of wheel 21D rotating at the reference speed. For this reason, the wheels 21B and 21C idle with respect to the rail R, respectively.

  The control devices 24B and 24C perform idling and re-adhesion control based on the above-described sliding speed. For example, the control devices 24B and 24C can control the command torque so that the sliding speed (difference between the speeds of the wheels 21B and 21C and the speed of the wheels 21D) is within 5 km / h or within 10% of the speed of the wheels 21D. Change each value.

  In 2nd Embodiment, the speed of the wheel 21D of one vehicle 11D of the electric vehicle 10 which is vehicle formation is an example of a reference | standard speed. Control devices 24B and 24C drive motors 22B and 22C, respectively, so that the speed of wheels 21B and 21C exceeds the speed of wheel 21D rotating at the reference speed. Thereby, frictional heat is generated between the wheels 21B and 21C and the rail R, and a larger tangential force can be obtained.

  In the second embodiment, the wheel 21D is an example of a second wheel. However, at least one of the wheels 21B and 21C may be an example of a second wheel. In this case, the speed of the wheels 21B and 21C is an example of the reference speed.

  In the second embodiment, the speed of the wheel 21D is an example of the reference speed, but the reference speed is not limited to this. For example, any one of the speeds of the wheels 21A, 21B, and 21C having the slowest rotation speed may be set as the reference speed. Thereby, a more reliable vehicle speed can be obtained.

  For example, the first and second information control devices 51 and 52 select the minimum value of the acquired speeds of the wheels 21B, 21C, and 21D as the reference speed. The first and second information control devices 51 and 52 output signals related to the reference speed to the control devices 24B, 24C, and 24D.

  In the second embodiment, the rotation speed of the four wheels 21D is an example of a reference speed. However, the four pairs of wheels 21D of the vehicle 11D may be individually driven by an inverter, and the pair of speeds in the four pairs of wheels 21D may be the reference speed. In this case, the other three pairs of the four pairs of wheels 21D are rotated at a speed exceeding the reference speed.

  A third embodiment will be described below with reference to FIGS. FIG. 5 is a side view schematically showing an electric vehicle 10 according to the third embodiment. As shown in FIG. 5, the electric vehicle 10 of the third embodiment is a vehicle formation (train formation, formation) including a plurality of vehicles 11A, 11B, 11C, 11D, and 11E.

  FIG. 6 is a block diagram illustrating an example of a system including the electric vehicle control device of the third embodiment. As shown in FIG. 6, the vehicles 11A and 11E have wheel speed detection devices 57 and 58, respectively. The wheel speed detection devices 57 and 58 are speed generators (tacho generators), for example.

  The wheel speed detection devices 57 and 58 detect the rotation speeds (wheel speeds) VA and VE of the wheels 21A and 21E, which are non-driven wheels, respectively. The wheels 21A and 21E are an example of second wheels.

  For example, the wheel speed detection devices 57 and 58 are attached to an axle to which the wheels 21A and 21E are coupled. The wheel speeds VA and VE of the wheels 21A and 21E that are non-driven wheels are basically equal to the speed (vehicle speed) of the electric vehicle 10 and are used as reference speeds that give the vehicle speed.

  The wheel speed detection device 57 outputs a signal related to the speed VA at which the wheel 21 </ b> A rotates to the first information control device 51. The wheel speed detection device 58 outputs a signal related to the speed VE at which the wheel 21E rotates to the second information control device 52.

  The first information control device 51 and the second information control device 52 select the smaller one of the wheel speeds VA and VE as the reference speed. The first and second information control devices 51 and 52 output signals related to the reference speed to the control devices 24B, 24C, and 24D through the line 55. That is, the control devices 24B, 24C, and 24D acquire the wheel speeds VA and VE detected by the wheel speed detection devices 57 and 58. The first and second information control devices 51 and 52 obtain both the wheel speeds VA and VE, so that redundancy is obtained and a reliable vehicle speed is obtained.

  Only one of the wheel speed detection devices 57 and 58 may be provided. That is, only one of the wheel speeds VA and VE may be detected, and only one of the detected wheel speeds VA and VE may be output as the reference speed.

  The control devices 24B, 24C, and 24D drive the motors 22B, 22C, and 21D so that the speeds of the wheels 21B, 21C, and 21D exceed the speeds of the wheels 21A and 21E that rotate at the wheel speeds VA and VE, respectively. For this reason, the wheels 21B, 21C, and 21D idle with respect to the rail R, respectively.

  The control devices 24B, 24C, and 24D respectively perform idling and re-adhesion control based on the above-described sliding speed. An example of the control of the control devices 24B, 24C, and 24D will be specifically described below.

  The speed calculators 31B, 31C, 31D of the control devices 24B, 24C, 24D output the rotation speeds (wheel speeds) VB, VC, VD of the wheels 21B, 21C, 21D, respectively. The adding units 32B, 32C, and 32D subtract the wheel speed VA or the wheel speed VE acquired from the first and second information control devices 51 and 52 from the wheel speeds VB, VC, and VD, and use the subtraction result as the wheel. It is calculated as the sliding speed Vs at 21B, 21C, 21D. The torque control units 33B, 33C, and 33D output signals related to the command torque Tr according to the slip speed Vs, for example, using the function F of FIG.

  The torque controllers 33B, 33C, 33D have a sliding speed Vs (difference between the wheel speed VB, VC, VD and the wheel speed VA or the wheel speed VE) within 5 km / h or within 10% of the speed of the wheel 21D. As described above, the value of the command torque Tr is changed.

  In the third embodiment, the wheel speeds VA and VE of the wheels 21A and 21E of the vehicles 11A and 11E that are non-driven wheels are examples of the reference speed. Control devices 24B, 24C, and 24D drive motors 22B, 22C, and 22D, respectively, so that the speeds of wheels 21B, 21C, and 21D exceed the speeds of wheels 21A and 21E that rotate at the reference speed. Thereby, frictional heat is generated between the respective wheels 21B, 21C, 21D and the rail R, and a larger tangential force can be obtained.

  In the third embodiment, the four pairs of wheels 21A and 21E of the vehicles 11A and 11E are non-driven wheels. However, some of the four pairs of wheels 21A and 21E may be driven by an inverter, and some of the other four pairs of wheels 21A and 21E may be non-driven wheels. In this case, the rotational speed of some of 21A and 21E that are non-driven wheels is used as the reference speed. The other wheels 21A and 21E driven by the inverter are rotated at a speed that exceeds the speed of the non-driven wheels 21A and 21E.

  Hereinafter, a fourth embodiment will be described with reference to FIGS. FIG. 7 is a side view schematically showing an electric vehicle 10 according to the fourth embodiment. As shown in FIG. 7, the vehicle 11 of the electric vehicle 10 of the fourth embodiment includes four pairs of wheels 21A, 21B, 21C, and 21D, four motors 22A, 22B, 22C, and 22D, and four inverters 23A. , 23B, 23C, 23D, four control devices 24A, 24B, 24C, 24D, and a reference speed calculation unit 61. The reference speed calculation unit 61 is an example of a reference speed calculation unit.

  For example, the reference speed calculation unit 61 is realized by a CPU of a computer operating according to a program. The program, data used in the program, and the like are stored in a storage unit such as an HDD of the computer. The reference speed calculation unit 61 is electrically connected to the control devices 24A, 24B, 24C, and 24D through lines 28 and 29.

  FIG. 8 is a block diagram illustrating an example of a system including the electric vehicle control device of the fourth embodiment. As shown in FIG. 8, the control devices 24A, 24B, 24C, and 24D include speed calculation units 31A, 31B, 31C, and 31D, addition units 32A, 32B, 32C, and 32D, and torque control units 33A, 33B, and 33C, 33D and inverter control circuits 34A, 34B, 34C, 34D, respectively.

  The speed calculation units 31A, 31B, 31C, 31D send signals related to the rotation speeds (wheel speeds) V1, V2, V3, V4 of the wheels 21A, 21B, 21C, 21D to the reference speed calculation unit 61 through the line 28. Output each. The reference speed calculation unit 61 selects one of the slowest wheel speeds V1, V2, V3, and V4 as the reference speed. The reference speed calculation unit 61 outputs the reference speed to the addition units 32A, 32B, 32C, and 32D through the line 29.

  The slowest wheel speeds V1, V2, V3, V4 are basically equal to the speed of the vehicle 11 (vehicle speed). For this reason, one of the slowest wheel speeds V1, V2, V3, V4 used as the reference speed is an estimated value of the vehicle speed.

  For example, when the wheel speed V1 is slower than the other wheel speeds V2, V3, V4, the reference speed calculation unit 61 outputs the wheel speed V1 as the reference speed. The adding units 32B, 32C, and 32D subtract the wheel speed V1 from the wheel speeds V2, V3, and V4, calculate the slip speed Vs at the wheels 21B, 21C, and 21D, and output a signal related to the slip speed Vs. The torque control units 33B, 33C, and 33D output signals related to the command torque Tr according to the slip speed Vs, for example, using the function F of FIG.

  The adder 32A subtracts the wheel speed V1 output from the reference speed calculator 61 from the wheel speed V1 output from the speed calculator 31A. Therefore, the adding unit 32A outputs 0 km / h as the sliding speed Vs in the wheel 21A. For this reason, the torque control unit 33A does not reduce the command torque Tr.

  In this way, the torque control units 33B, 33C, and 33D make the motors 22B, 22C, and 22D so that the speed of the wheels 21B, 21C, and 21D exceeds the speed of the wheel 21A that rotates at the wheel speed V1 (reference speed). Drive each one. For this reason, the wheels 21B, 21C, and 21D idle with respect to the rail R, respectively.

  The torque control units 33A, 33B, 33C, and 33D perform the idling and re-adhesion control based on the above-described sliding speed by using the function F in FIG. The torque controllers 33A, 33B, 33C, and 33D change the value of the command torque Tr so that the sliding speed Vs is within 5 km / h or within 10% of the reference speed.

  In the fourth embodiment, any one of the slowest wheel speeds V1, V2, V3, and V4 is an example of the reference speed. Wheels other than the wheels 21A, 21B, 21C, and 21D rotating at the reference speed are rotated at a speed exceeding the reference speed. Thereby, frictional heat is generated between the wheels 21A, 21B, 21C, 21D and the rail R rotating at a speed exceeding the reference speed, and a larger tangential force can be obtained.

  Hereinafter, a fifth embodiment will be described with reference to FIG. FIG. 9 is a side view schematically showing an electric vehicle 10 according to the fifth embodiment. The electric vehicle 10 according to the fifth embodiment includes vehicles 11A and 11E that are accompanying vehicles, and vehicles 11B, 11C, and 11D that are driving vehicles.

  The control devices 24B, 24C, and 24D output the rotation speeds of the wheels 21B, 21C, and 21D to the first information control device 51 and the second information control device 52, respectively, through the line 55. The first information control device 51 and the second information control device 52 select the rotation speed of the slowest wheels 21B, 21C, 21D as the reference speed. The first information control device 51 and the second information control device 52 output signals related to the reference speed to the control devices 24B, 24C, and 24D through the line 54, respectively.

  The corresponding control devices 24B, 24C, and 24D drive the motors 22B, 22C, and 22D, respectively, so that the wheels other than the wheels 21B, 21C, and 24D that rotate at the reference speed rotate at a speed that exceeds the reference speed. For this reason, wheels other than the wheels 21B, 21C, and 21D rotating at the reference speed idle with respect to the rail R, respectively.

  The control devices 24B, 24C, and 24D respectively perform idling and re-adhesion control based on the above-described sliding speed. The control devices 24B, 24C, and 24D set the command torque values so that the slip speeds of the wheels 21B, 21C, and 21D rotating at a speed exceeding the reference speed are within 5 km / h or within 10% of the reference speed, respectively. Change.

  In the fifth embodiment, any one of the slowest speeds of the wheels 21B, 21C, and 21D is an example of the reference speed. Wheels other than the wheels 21B, 21C, and 21D rotating at the reference speed are rotated at a speed exceeding the reference speed. Thereby, frictional heat is generated between the wheels 21B, 21C, 21D and the rail R rotating at a speed exceeding the reference speed, and a larger tangential force can be obtained.

  According to at least one embodiment described above, the first control unit is configured so that the speed of the first wheel exceeds the speed of the second wheel rotating at a predetermined reference speed. The first electric motor that rotates is driven. Thereby, a larger tangential force can be obtained.

Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.
The contents of the claims at the beginning of the application are added below.
[1]
The speed of the first wheel provided in the vehicle or the vehicle formation including the plurality of vehicles is higher than the speed of the second wheel provided in the vehicle or the vehicle formation and rotating at a predetermined reference speed. A first controller that drives a first electric motor that rotates a first wheel and reduces torque of the first electric motor according to idling of the first wheel;
An electric vehicle control device comprising:
[2]
The second electric motor that rotates the second wheel is driven so that the second wheel rotates at the reference speed, and the idling of the second wheel is eliminated when the second wheel idles. The electric vehicle control device according to [1], further including a second control unit that reduces the torque of the second electric motor.
[3]
The electric vehicle control device according to [1], wherein the number of the first wheels is larger than the number of the second wheels.
[4]
The electric vehicle control device according to [1], wherein the second wheel is a non-driven wheel.
[5]
[1] The electric vehicle control device according to [1], further comprising a reference speed calculation unit that calculates the reference speed based on speeds of a plurality of wheels including the first wheel and the second wheel.
[6]
The electric vehicle control device according to [1], wherein the first control unit drives the first electric motor so that a difference between a speed of the first wheel and the reference speed is within 5 km / h.
[7]
[1] The electric vehicle according to [1], wherein the first control unit drives the first electric motor so that a difference between a speed of the first wheel and the reference speed is within 10% of the reference speed. Control device.
[8]
Further comprising a plurality of wheel speed acquisition units for respectively acquiring the speeds of the plurality of wheels;
The electric vehicle control device according to [5], wherein the reference speed calculation unit calculates the reference speed based on the speeds of the plurality of wheels acquired from the plurality of wheel speed acquisition units.
[9]
A wheel speed detection device for detecting the speed of the second wheel;
A plurality of control devices each having the first control unit and acquiring the speed of the second wheel from the wheel speed detection device;
The electric vehicle control device according to [4], further comprising:
[10]
[1] The electric vehicle control device according to [1], further including a switching unit that controls the first control unit so that a difference between the speed of the first wheel and the reference speed changes.

  DESCRIPTION OF SYMBOLS 10 ... Electric vehicle 11, 11A, 11B, 11C, 11D, 11E ... Vehicle, 21A, 21B, 21C, 21D, 21E ... Wheel, 22A, 22B, 22C, 22D ... Motor, 24A, 24B, 24C, 24D ... Control Devices 31A, 31B, 31C, 31D ... speed calculation unit, 33A, 33B, 33C, 33D ... torque control unit, 41 ... switching unit, 51 ... first information control device, 52 ... second information control device, 57 , 58... Wheel speed detecting device, 61.

Claims (7)

A vehicle, or a plurality of wheels that are provided in a vehicle formation including a plurality of vehicles, are mounted on a rail, and generate a tangential force between the rail by rotating; and
A plurality of first motors that rotate first wheels included in the plurality of wheels, and a second motor that rotates second wheels included in the plurality of wheels and rotating at a reference speed . An electric motor,
As the speed of the first wheel is greater than the speed of the second wheel, a first control unit Ru by driving the first electric motor, and a second control unit for driving the second electric motor An electric vehicle control device comprising:
Equipped with,
The first control unit decreases the torque of the first motor as the sliding speed of the first wheel obtained by subtracting the speed of the second wheel from the speed of the first wheel increases. Controlling the torque of the first motor based on the function to
The second control unit is configured to cancel the idling of the second wheel when the acceleration of the second wheel becomes a predetermined value or more and the second wheel idles. Control the torque of the
Electric car.   The electric vehicle according to claim 1, wherein the number of the first wheels is larger than the number of the second wheels.   The electric vehicle according to claim 1, further comprising: a reference speed calculation unit that selects, as the second wheel, the wheel that rotates at the slowest speed among the plurality of wheels.   2. The electric vehicle according to claim 1, wherein the first control unit drives the first electric motor so that a difference between a speed of the first wheel and the reference speed is within 5 km / h.   2. The electric vehicle according to claim 1, wherein the first control unit drives the first electric motor so that a difference between a speed of the first wheel and the reference speed is within 10% of the reference speed. . The electric vehicle control device further includes a plurality of wheel speed acquisition units that respectively acquire the speeds of the plurality of wheels,
The reference speed calculation unit selects the second wheel from the plurality of wheels based on the speeds of the plurality of wheels acquired from the plurality of wheel speed acquisition units.
The electric vehicle according to claim 3 . The electric vehicle control device further includes a switching unit that controls the first control unit such that a difference between a speed of the first wheel and the reference speed changes according to an operation or external information. 1 electric car.

Images