JP7071822B2 - Electric vehicle control device and electric vehicle control system - Google Patents

Description

Embodiments of the present invention relate to an electric vehicle control device and an electric vehicle control system.

In railroad vehicles, the wheels may slip when the adhesive force of the wheels to the rails decreases. Wheel slipping can be detected, for example, based on the amount of change in the rotational speed of the motor connected to the wheel. When this slipping is detected, the torque current of the motor is reduced for a certain period of time. As a result, the adhesive strength is restored and the idling state or the sliding state is eliminated.

Japanese Unexamined Patent Publication No. 2016-92954

With respect to the idling and sliding of the wheels, in the above-mentioned conventional coping method, the torque current of the motor is uniformly increased or decreased when the rotation speed of the motor changes. Therefore, although it is possible to detect the slipping of the wheels, the measures for suppressing the slipping of the wheels themselves are insufficient.
Therefore, it is an object of the present invention to provide an electric vehicle control device and an electric vehicle control system capable of suppressing idling and sliding of wheels.

According to one embodiment, the electric vehicle control device provides re-adhesion control to reduce and then increase the torque current of the motor driving the wheels when the wheels of the electric vehicle traveling on the rail slip. conduct. This electric vehicle control device has a speed detection unit that detects the rotation speed, and when the amount of change exceeds the threshold value again in the middle of re-adhesion control, the degree of adhesion of the wheel to the rail at the time when the threshold value is exceeded is determined. It includes an adjusting unit that calculates the indicated adhesion coefficient and adjusts the torque current based on the calculation result, and a driving unit that drives the electric motor based on the actual torque current adjusted by the adjusting unit.

It is a block diagram which shows the simplified structure of the electric vehicle control device which concerns on 1st Embodiment. It is a flowchart which shows the operation procedure of the electric vehicle control device which concerns on 1st Embodiment. It is a figure which shows the change of a speed signal and a torque current. It is a block diagram which shows the simplified structure of the electric vehicle control device which concerns on 2nd Embodiment. It is a flowchart which shows the operation procedure of the electric vehicle control device which concerns on 2nd Embodiment. It is a figure which shows the change of a creep amount and torque current. It is a block diagram which shows the simplified structure of the electric vehicle control system which concerns on 3rd Embodiment. It is a flowchart which shows the operation procedure of the electric vehicle control system which concerns on 3rd Embodiment.

Hereinafter, embodiments according to the present invention will be described with reference to the drawings. The present embodiment is not limited to the present invention.

(First Embodiment)
FIG. 1 is a block diagram showing a simplified configuration of the electric vehicle control device according to the first embodiment. The electric vehicle control device 1 shown in FIG. 1 can be incorporated in, for example, a VVVF (Variable Voltage Variable Frequency) inverter that drives the electric motor 101.

The electric motor 101 is connected to the wheels 111 of the electric vehicle traveling on the rail 121. Although one electric motor 101 is connected to the electric vehicle control device 1 in FIG. 1, a plurality of electric motors 101 may be connected to each other.

The electric vehicle control device 1 shown in FIG. 1 includes a speed detection unit 11, an adjustment unit 12, a drive unit 13, a storage unit 14, and a filter 15.

The speed detection unit 11 detects the rotation speed of the electric motor 101. In this embodiment, a speed sensor (not shown) is installed in the motor 101. The speed detection unit 11 detects the rotation speed of the electric motor 101 based on the speed signal output from the speed sensor.

The adjusting unit 12 calculates the amount of change in the rotational speed of the electric motor 101 detected by the speed detecting unit 11. This amount of change corresponds to acceleration when detecting idling of the wheel 111, and corresponds to deceleration when detecting sliding. The adjusting unit 12 adjusts the torque current of the electric motor 101 based on this amount of change.

The drive unit 13 drives the electric motor 101 based on the torque current adjusted by the adjustment unit 12. The drive unit 13 includes, for example, an inverter circuit that converts DC power into AC power by using PWM (Pulse With Modulation) control.

The storage unit 14 stores various data such as the calculated data of the adjustment unit 12. The filter 15 is provided between the adjusting unit 12 and the storage unit 14. The filter 15 is composed of, for example, a rate of change limiter or a filter circuit in which a predetermined time constant is set, and removes noise components included in the calculated data output from the adjusting unit 12.

Hereinafter, the operation of the electric vehicle control device 1 according to the present embodiment will be described with reference to FIGS. 2 and 3. FIG. 2 is a flowchart showing an operation procedure of the electric vehicle control device 1 according to the present embodiment. Further, FIG. 3 is a diagram showing changes in the speed signal and the torque current.

Each time the adjusting unit 12 calculates the amount of change in the rotational speed of the electric motor 101 based on the speed signal PG (see FIG. 3) detected by the speed detecting unit 11, whether or not the amount of change exceeds the threshold value. Is determined (step S11). In step S11, the adjusting unit 12 calculates the acceleration as the change amount when detecting the idling of the wheel 111. On the other hand, when detecting the sliding of the wheel 111, the adjusting unit 12 calculates the deceleration as the change amount.

At the time point t1 (see FIG. 3) when the amount of change exceeds the threshold value, the adjusting unit 12 determines that the wheel 111 is idling or slipping, and reduces the torque current (step S12). After that, when the predetermined reduction time td elapses (step S13), the adjusting unit 12 increases the torque current again (step S14).

If the amount of change exceeds the threshold value again during the re-adhesion control as described above (step S15), the adjusting unit 12 calculates the adhesion coefficient at that time t2 (see FIG. 3) (step). S16). Here, the adhesion coefficient will be described.

The adhesion coefficient indicates the degree of adhesion of the wheel 111 to the rail 121. In the present embodiment, the adjusting unit 12 has a ratio (Iq1) between the torque current value Iq1 at the time point t1 when the change amount first exceeds the threshold value and the torque current value Iq2 at the time point t2 when the change amount exceeds the threshold value again. / Iq2) is calculated as the adhesion coefficient. This adhesion coefficient corresponds to the adhesion limit of the wheel 111.

Each time the adhesive coefficient is calculated by the adjusting unit 12, the adhesive coefficient is continuously stored in the storage unit 14 via the filter 15 (step S17). In the present embodiment, since the noise component is removed by the filter 15, the adhesion coefficient data can be stored in the storage unit 14 with high accuracy.

After that, the adjusting unit 12 learns the data of the storage unit 14 and adjusts the actual torque current (step S18). For example, in the case of rainy weather where slipping is likely to occur, the adjusting unit 12 sets the threshold value to a value lower than that in fine weather. Further, in step S18, the adjusting unit 12 may change the reduction time dt or the increase rate (slope) k of the torque current shown in FIG. 3 according to the adhesion coefficient stored in the storage unit 14. Further, the adjusting unit 12 may change the threshold value, the reduction time, and the rate of increase of the torque current according to the speed. Since the adhesive force tends to deteriorate as the speed increases, it is possible to further suppress idling by multiplying the adhesive force by a coefficient according to the speed.

According to the present embodiment described above, the adhesion limit of the wheel 111 can be grasped by the adjusting unit 12 calculating the adhesion coefficient when the change in the rotational state of the electric motor 101 occurs again. Further, the actual torque current of the electric motor 101 is adjusted based on this adhesive coefficient. As a result, the driving conditions of the electric motor 101 that drives the wheel 111 are adjusted according to the actual adhesive characteristics of the wheel 111. Therefore, it is possible to suppress the idling of the wheel 111.

(Second Embodiment)
FIG. 4 is a block diagram showing a simplified configuration of the electric vehicle control device according to the second embodiment. In FIG. 4, the same components as those of the electric vehicle control device 1 according to the first embodiment described above are designated by the same reference numerals, and detailed description thereof will be omitted. The electric vehicle control device 2 according to the present embodiment is different from the electric vehicle control device 1 shown in FIG. 1 in that it includes a creep amount calculation unit 21 instead of the speed detection unit 11.

The creep amount calculated by the creep amount calculation unit 21 is a speed difference between the vehicle speed of the electric vehicle traveling on the rail 121 and the rotation speed of the electric motor 101 connected to the wheels of the electric vehicle. The vehicle speed corresponds to the axial speed of the rotation shaft of the wheel which is the reference of the speed among the plurality of wheels 111. The creep amount is, in other words, the amount of slip of the wheel 111 on the rail 121.

Hereinafter, the operation of the electric vehicle control device 2 according to the present embodiment will be described with reference to FIGS. 5 and 6. FIG. 5 is a flowchart showing an operation procedure of the electric vehicle control device 2 according to the present embodiment. Further, FIG. 6 is a diagram showing changes in the creep amount and the torque current.

Every time the creep amount calculation unit 21 calculates the creep amount, the adjusting unit 12 determines whether or not the creep amount exceeds an allowable value (step S21). When the wheel 111 slips or slides, as shown in FIG. 6, the difference between the rotational speed Vc of the electric motor 101 connected to the wheel 111 and the vehicle speed Vref, that is, the creep amount Cr becomes large.

Therefore, at the time t3 when the creep amount Cr exceeds the allowable value, the adjusting unit 12 determines that the wheel 111 is idling or slipping, and reduces the torque current (step S22).

Subsequently, the adjusting unit 12 calculates the adhesive coefficient at the time point t3 (step S23). In the present embodiment, the adjusting unit 12 calculates the difference between the reference torque current Iqref (see FIG. 6) corresponding to the vehicle speed Vref and the reduced torque current Iq3 (see FIG. 6) as the adhesion coefficient.

Each time the adhesive coefficient is calculated by the adjusting unit 12, the adhesive coefficient is continuously stored in the storage unit 14 via the filter 15 as in the first embodiment (step S24). After that, the adjusting unit 12 learns the data of the storage unit 14 and adjusts the actual torque current (step S25). For example, in the case of rainy weather where slipping is likely to occur, the adjusting unit 12 adjusts the torque current so that the creep amount Cr is lower than that in fine weather. Further, the adjusting unit 12 may change the creep amount according to the speed. Since the adhesive force tends to deteriorate as the speed increases, it is possible to further suppress idling by multiplying the adhesive force by a coefficient according to the speed.

According to the present embodiment described above, the adhesion limit of the wheel 111 can be grasped by the adjusting unit 12 calculating the adhesion coefficient when the creep amount Cr changes. Further, the actual torque current of the electric motor 101 is adjusted based on this adhesive coefficient. Therefore, as in the first embodiment, it is possible to suppress the idling of the wheel 111.

In this embodiment, the torque current control described in the first embodiment may be used in combination. That is, the adjusting unit 12 may calculate the adhesive coefficient at the time of the change of the rotation speed of the electric motor 101 and the change of the creep amount Cr, and adjust the actual torque current based on the adhesive coefficient. In this case, slipping can be further suppressed.

(Third Embodiment)
FIG. 7 is a block diagram showing a simplified configuration of the electric vehicle control system according to the third embodiment. The electric vehicle control system 3 according to the present embodiment includes a plurality of electric vehicle control devices 30 and a plurality of control terminals 40a to 40n.

Each electric vehicle control device 30 corresponds to the electric vehicle control device 1 described in the first embodiment or the electric vehicle control device 2 described in the second embodiment. Each electric vehicle control device 30 can individually communicate with a plurality of control terminals 40a to 40n. Further, the control terminals 40a to 40n can also communicate with each other. The electric vehicle control device 30 and the control terminals 40a to 40n are installed one by one in each of a plurality of electric vehicles connected on the rail 121. In this embodiment, the control terminal 40a is installed in the leading vehicle.

As shown in FIG. 7, the control terminal 40a has a collecting unit 41 and a distribution unit 42. The collecting unit 41 collects torque current. This torque current is optimized by the adjusting unit 12 of each electric vehicle control device 30 based on the adhesion coefficient. In other words, the torque current collected by the collecting unit 41 is optimized for each vehicle.

The distribution unit 42 determines the distribution of the torque current to the plurality of electric vehicle control devices 30 based on the torque current collected by the collection unit 41 and the vehicle position of the electric vehicle.

In the present embodiment, the collecting unit 41 and the distribution unit 42 are provided in the control terminal 40a installed in the leading vehicle, but these are provided in the control terminals 40b and 40n instead of the control terminal 40a. May be good.

Hereinafter, the operation of the electric vehicle control system 3 according to the present embodiment will be described with reference to FIG. FIG. 8 is a flowchart showing an operation procedure of the electric vehicle control system 3 according to the present embodiment.

First, the collecting unit 41 of the control terminal 40a collects the torque current (step S31). In step S31, the torque current data of the electric vehicle control device 30 connected to the control terminals 40b and 40n is collected by the control terminal 40a via each control terminal. The collected torque current data is input to the distribution unit 42.

Next, the distribution unit 42 determines the distribution of the torque current (step S32). Generally, the adhesive strength of the leading vehicle tends to be lower than that of other vehicles. That is, slipping is likely to occur in the leading vehicle. Therefore, the distribution unit 42 determines the distribution so that the torque current of the leading vehicle is lower than the torque current of the other vehicle, for example.

In step S32, the distribution unit 42 learns the weighting of how much the torque current should be reduced to obtain the maximum adhesive force in the entire vehicle formation by repeatedly collecting the torque current data and distributing the torque current. Is desirable. For example, the distribution unit 42 distributes the optimum torque current in which slipping is less likely to occur by changing the coefficient (weighting) to the preset reference torque current in order to obtain the maximum adhesive force. May be found.

Further, in step S32, it is desirable that the distribution unit 42 learns what kind of torque current distribution should be used not only for the leading vehicle but also for the remaining vehicles to obtain the maximum adhesive force. Also in this case, the distribution unit 42 finds the optimum torque current distribution by changing the above coefficient for each vehicle.

After that, the distribution unit 42 notifies each electric vehicle control device 30 of the torque current according to the distribution (step S33). At this time, the torque current is notified to the electric vehicle control device 30 connected to the control terminals 40b and 40n via each control terminal. Each electric vehicle control device 30 drives the electric motor 101 based on the notified torque current.

According to the present embodiment described above, the distribution unit 42 determines the distribution of torque current according to the adhesive characteristics of each vehicle. Therefore, it is possible to suppress slipping of the entire vehicle formation.

Although some embodiments of the present invention have been described above, these embodiments are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in various other embodiments, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and variations thereof are included in the scope of the invention described in the claims and the equivalent scope thereof, as are included in the scope and gist of the invention.

1, 2, 30 Electric vehicle control device, 3 Electric vehicle control system, 11 Speed detection unit, 12 Adjustment unit, 13 Drive unit, 14 Storage unit, 15 Filter, 21 Creep amount calculation unit, 40a-40n control terminal, 41 Collection Section, 42 distribution section, 101 motor, 111 wheels, 121 rails

Claims (10)

An electric vehicle control device that performs re-adhesion control to reduce the torque current of the motor that drives the wheels and then increase it again when the wheels of the electric vehicle traveling on the rail slip.
A speed detection unit that detects the rotation speed of the motor,
When the amount of change in the rotation speed exceeds the threshold value again in the middle of the re-adhesion control, an adhesion coefficient indicating the degree of adhesion of the wheel to the rail at the time when the threshold value is exceeded is calculated, and the calculation result is obtained. The adjustment unit that adjusts the torque current based on
A drive unit that drives the motor based on the actual torque current adjusted by the adjustment unit, and
An electric vehicle control device equipped with. The electric vehicle control device according to claim 1, wherein the adjusting unit changes at least one of the threshold value, the torque current reduction time, and the torque current increase rate according to the adhesive coefficient. 2. The amount that changes at least one of the threshold value, the torque current reduction time, and the torque current increase rate according to the adhesion coefficient has a coefficient according to the speed. The electric vehicle control device described in. An electric vehicle control device that controls an electric vehicle based on a creep amount, which is a difference between the vehicle speed of the electric vehicle traveling on a rail and the rotation speed of an electric motor connected to the wheels of the electric vehicle.
The creep amount calculation unit that calculates the creep amount, and
When the creep amount exceeds the permissible value, an adhesive coefficient indicating the degree of adhesion of the wheel to the rail at the time when the permissible value is exceeded is calculated, and an adjusting unit that adjusts the torque current of the electric motor based on the calculation result. ,
A drive unit that drives the motor based on the actual torque current adjusted by the adjustment unit, and
An electric vehicle control device equipped with. The electric vehicle control device according to claim 4, wherein the adjusting unit changes the creep amount according to the adhesive coefficient. The electric vehicle control device according to any one of claims 1 to 5 , further comprising a storage unit that continuously stores the adhesive coefficient each time the adjusting unit calculates the adhesive coefficient. The electric vehicle control device according to claim 6 , further comprising a filter provided between the adjusting unit and the storage unit to remove a noise component included in the calculated data of the adjusting unit. The plurality of electric vehicle control devices according to any one of claims 1 to 7 , which are installed in a plurality of electric vehicles connected by rails.
The plurality of control terminals capable of individually communicating with the plurality of electric vehicle control devices are provided.
One of the plurality of control terminals
A collecting unit that collects the torque current from the plurality of electric vehicle control devices,
A distribution unit that determines the distribution of the torque current for each vehicle based on the torque current collected by the collection unit.
Electric vehicle control system with. The electric vehicle control system according to claim 8 , wherein the distribution unit determines distribution so that the torque current of the leading vehicle is lower than the torque current of another vehicle. The electric vehicle control system according to claim 8 , wherein the distribution unit sets the distribution of the torque current so that the adhesive force of the entire vehicle to the rail is maximized.

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