JPH07194176A - Vehicle acceleration control system for accelerating/ decelerating device - Google Patents

Abstract

PURPOSE:To smoothly change the acceleration of a vehicle by commanding a control device the set propulsion value corresponding to a set acceleration value until the speed detecting accuracy of a vehicle becomes higher and accelerating the vehicle until the speed of the vehicle reaches the constant speed corresponding to a rope speed by switching the control to acceleration control when the speed detecting accuracy becomes higher. CONSTITUTION:The outputs of a linear amplifier 6 and integrating amplifier 7 are added to each other at an adder 5b and becomes a propulsion command Fs2 which is the output of the so-called PI amplifier. A switch 3c on the input side of the amplifier 7 operates reversely to a switch 3b. Namely, the switch 3c is opened after a vehicle starts to move and closed after a certain period of time. When the switch 3c is opened, the operation of the amplifier 7 is stopped and, when the switch 3c is closed, the amplifier 7 is operated. Thus the PI amplifier consisting of the amplifiers 6 and 7 and adder 5b performs linear motions only during a certain period of time after the vehicle starts to move and, after a certain period of time, namely, when the speed of the vehicle becomes higher, the PI amplifier performs integrating operations and outputs the propulsion command Fs2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an acceleration / deceleration device for starting / stopping a suspension type vehicle towed by an automatic circulation type rope by a ground primary linear motor drive, and particularly to a smooth acceleration at the time of departure of the vehicle. The present invention relates to a vehicle acceleration control system of an acceleration device with a change of.

[0002]

2. Description of the Related Art When a suspension type vehicle towed by an automatic circulation type rope is started and stopped by a ground primary system linear motor drive, the vehicle is driven by a linear motor acceleration / deceleration device when the stopped vehicle is started. To control the speed, and to operate the gripping device of the vehicle at a speed synchronized with the speed of the rope moving at a predetermined speed to fix the vehicle and the rope and pull the vehicle from the rope. On the contrary, when the vehicle is stopped, the gripping device of the vehicle is operated to release the vehicle from the rope, and then the vehicle is decelerated and stopped by the acceleration / deceleration device using the linear motor.

FIG. 5 is a control block diagram showing an example of a conventional vehicle speed control system driven by a linear primary system linear motor.
Shown in. In FIG. 5, reference numeral 1b is a speed setting device for setting the arrival speed of the vehicle. Reference numeral 3a denotes a switch, which is closed at the start of acceleration to provide the speed setting value V _S1 as a step signal as an input of the target setting value of the ramp function generator 2 of FIG. The ramp function generator 2 has a function of increasing the output V _S2 at a predetermined slope, that is, at a constant increase rate, and reaching the speed setting value V _S1 when a signal is applied to the input in steps. .

The ramp function generator output V _S2 is added to the adder 5a.
One of them is connected to one input terminal, and the other input terminal is connected to a speed voltage signal V _f, which is a measured value of the vehicle speed, to calculate a speed deviation signal (e = V _S2 −V _f ). This speed deviation signal e is input to both the proportional amplifier 6 and the integral amplifier 7. The outputs of the proportional amplifier 6 and the integrating amplifier 7 are adders 5b.
Is added, and functions as a so-called PI amplifier, the output becomes the thrust force command value F _S , and becomes the input signal of the thrust force / frequency converter 8. The output of the thrust / frequency converter 8 is calculated as the necessary inverter frequency command f _S for the thrust command value F _S , and is connected as the frequency command input of the inverter 9.

The inverter 9 responds to the frequency command f _S by
This is a three-phase AC power supply device that outputs a voltage output approximately proportional to this frequency.

The output of the inverter 9 is the AC switch 10
Is connected to the linear motor primary coil 11. By supplying a three-phase AC voltage to the linear motor primary coil 11, a thrust is generated in the secondary conductor attached to the vehicle 12, that is, the reaction plate, and the vehicle 12
To move. The AC switch 10 is opened / closed so that electric power is supplied to the linear motor primary coil 11 according to the movement of the vehicle 12.

As the vehicle 12 moves, the proximity switch 13 operates to generate a speed signal pulse f _P which is a pulse signal having a frequency proportional to the vehicle speed. The output of the proximity switch 13 is a pulse / voltage converter 14 , And a speed voltage signal V _f proportional to the vehicle speed is obtained.

In this way, the vehicle is accelerated at the set acceleration from the time when the acceleration start command is issued, and the vehicle is controlled to operate at the speed set value V _S1 . Next, the speed control state obtained by such a method will be described.

FIG. 6 shows the vehicle speed with respect to time obtained by the conventional method in (1), and the control command value of the thrust applied to the vehicle at the corresponding time is shown in (2).

FIG. 6 (4) shows the speed signal pulse f _P obtained by the proximity switch, and FIG. 6 (3) shows the waveform when this pulse signal is converted into the speed voltage signal V _f. . As shown in the figure, after the vehicle starts, the proximity switch does not operate for a certain period of time while the vehicle is moving, so that the speed voltage signal V _f is also output as zero.

In this way, when there is a time during which the speed cannot be detected when the vehicle starts, the thrust command value F _S, which is the output of the PI control amplifier, is rapidly increased as shown in (2), and accordingly (1 The vehicle speed shown in) also increases rapidly. When the measurement becomes possible after a lapse of a certain time after the vehicle has started, the PI control amplifier corrects the overshooting amount to a large extent, and the vehicle rapidly decelerates. After that, it becomes possible to accelerate in a normal control state.

However, the abrupt change of the vehicle acceleration between positive and negative has a bad influence on the riding comfort of passengers of the vehicle. In some situations, standing passengers may fall.

[0013]

The problem imposed on the control of the acceleration of the vehicle is to achieve a smooth change in acceleration,
The purpose is to prevent a sudden change in acceleration. That is, an object of the present invention is to achieve a smooth change in acceleration of a vehicle, prevent a sudden change in acceleration from occurring, and control the speed of an accelerating / decelerating device so that passengers enjoy a stable riding comfort. It is to provide a method.

[0014]

A speed control system for an acceleration / deceleration device according to the present invention is a linear motor in an acceleration / deceleration device using a linear primary system linear motor for starting a suspension type vehicle towed by a rope. Control device for controlling the speed of the vehicle, an inverter as a power supply for supplying an AC voltage to the linear motor, a vehicle position / speed detection device for detecting the position and speed of the vehicle, and a control device for controlling the thrust and speed of the vehicle. And at least a predetermined time at the time of departure of the vehicle or until the accuracy of the speed detection of the vehicle is obtained, while commanding a thrust force set value corresponding to the set value of the acceleration to the control device, the speed detection of the vehicle thereafter. When it reaches a speed that can be accurately performed, it is configured to switch to acceleration control by speed control and accelerate to a constant speed equivalent to the rope speed. That.

That is, as a vehicle position / speed detecting device for detecting the position and speed of a vehicle from the ground side, proximity switches are installed at equal intervals on the ground side, and the proximity switches are operated when the vehicle passes, and the operation of the switches is performed. An OR circuit of signals is created to obtain a pulse frequency proportional to the speed of the vehicle. Here, the operation interval of the proximity switch is long from the time of departure to the speed increase, and it is difficult to accurately obtain a speed feedback signal for speed control with good response. In order to solve the above-mentioned problem that occurs as a result, operation is performed as thrust control during this period.

[0016]

When the vehicle starts, a rough thrust corresponding to the acceleration is calculated and applied to the vehicle for acceleration, and after a certain time, the thrust command is set to "0", after which the PI control amplifier is switched, so the acceleration is increased. Rarely makes a big difference. The details will be made clearer because the embodiments will be described below with reference to the drawings.

[0017]

1 is a control block diagram showing a first embodiment to which a vehicle acceleration control system of an acceleration / deceleration device according to the present invention is applied, similar to FIG. 5, and the same reference numerals as those in FIG. The same functional parts are shown.

The speed setter 1b is set to match the speed of the rope, and is connected to the input terminal of the ramp function generator 2 via the switch 3a which is closed by a vehicle start command. The ramp function generator 2 has a function of increasing the output V _S2 so that the speed rises at the set constant inclination, that is, the constant acceleration when the speed set value V _S1 is applied. Therefore, the speed of the vehicle rises at a constant slope while being controlled according to this output V _S2 , and reaches the speed set value V _S1 .

The acceleration setter 1a sets the inclination of the output of the ramp function generator 2, and the thrust / thrust converter 4 is operated via the switch 3b to obtain a set acceleration of the vehicle (hereinafter referred to as set acceleration). F _S1 is calculated and input to the input terminal of the adder 5c to obtain the thrust command value F _S as an output. Here, the switch 3b is closed after the vehicle has started, and is opened after a certain period of time, that is, when the vehicle speed increases, so that the set acceleration thrust force F _S1 input to the input terminal of the adder 5c becomes "0". is there.

The output V _S2 of the ramp function generator ₂ is the adder 5a.
One of them is connected to one positive input terminal, and the other negative input terminal is connected to a speed voltage signal V _f which is a measured value of the vehicle speed, and a deviation output (e = V _S2 −V _f ) is calculated. This speed deviation signal e is input to the proportional amplifier 6 and the integral amplifier 7. The outputs of the proportional amplifier 6 and the integrating amplifier 7 are adders.
It is added in 5b and becomes the thrust command F _S2 which is the output as a so-called PI amplifier. Here, the switch 3c on the input side of the integrating amplifier 7 operates in reverse to the operation of the switch 3b. That is, it opens after the vehicle starts and closes after a certain period of time. The operation of the integrating amplifier 7 is stopped when the switch 3c is opened, and the operation of the integrating amplifier 7 is performed when the switch 3c is closed. Thus, the PI amplifier including the proportional amplifier 6, the integrating amplifier 7, and the adder 5b operates only in proportion for a certain period of time after the vehicle starts, and after a certain period of time, that is, when the speed increases, the integral action operates. The thrust command F _S2 is output.

The adder 5c is the sum of the set acceleration thrust F _S1 and the thrust command F _S2 , that is, the thrust command value (F _S = F _S1 +
Calculate F _S2 ). Thrust command value F which is the output of adder 5c
_S becomes a control output as a thrust command of the linear motor, is converted into a frequency command f _S of the inverter for obtaining the required thrust by the thrust / frequency converter 8, and is applied to the input terminal of the inverter 9.

The inverter 9 responds to the frequency command f _S with a frequency f _S having a voltage approximately proportional to this frequency.
It is a three-phase AC power supply device that generates the output of.

The output of this inverter 9 is the AC switch 10
Is connected to the linear motor primary coil 11. When a three-phase AC voltage is supplied to the linear motor primary coil 11, thrust is generated in the secondary conductor attached to the vehicle 12, that is, the reaction plate, and the vehicle 12 moves. The AC switch 10 is opened / closed so that electric power is supplied to the linear motor primary coil 11 according to the movement of the vehicle 12.

The proximity switch 13 operates as the vehicle 12 moves, and a pulse signal having a frequency proportional to the vehicle speed is generated. The speed signal pulse f output from the proximity switch 13 is generated.
_P becomes an input signal of the pulse / voltage converter 14. The pulse / voltage converter 14 obtains a speed voltage signal V _f, which is a measured value of the vehicle speed proportional to the vehicle speed.

In this way, the vehicle is operated by thrust control for a certain period after the vehicle starts, and after the speed increases, the PI control amplifier for speed control of the vehicle is operated to output the output V of the ramp function generator 2. _With a response corresponding to the command of _S2 , control that accurately follows this target value can be obtained.

Next, the operation will be described. FIG. 2 shows (1) the state of the vehicle speed with respect to time obtained by the first embodiment shown in FIG. (2) shows the set acceleration thrust F _S1 which is the output of the acceleration / thrust converter at the corresponding time. Similarly, (3) shows the output of the PI control amplifier, that is, the thrust command F _S2 , and (4) similarly shows the sum of the set acceleration thrust F _S1 and the thrust command F _S2 , that is, the thrust command value (F _S = F _S1 + F _S2 ) is shown.

2 (6) shows a speed signal pulse f _P having a frequency proportional to the speed, and FIG. 2 (5) shows a speed voltage which is a measured value of the vehicle speed when the speed signal pulse f _P is also converted into a voltage. The change of the signal V _f with time is shown. Here, since it is difficult to detect the speed from when the vehicle starts to when the first and second pulses are received, the speed voltage signal V _f cannot be detected as a value proportional to the vehicle speed,
At the start of the vehicle, a value of zero persists and at subsequent low speeds it becomes significantly less accurate.

At a time when it is difficult to detect the speed at such a low speed, a smooth acceleration characteristic can be obtained by accelerating with the thrust kept constant.
By stopping the integration operation of the I control amplifier, the speed control can be smoothly changed to the speed control after the time T1 shown in FIG. It will be possible.

2 (7), (8) and (9) show the open / close (ON-OFF) states of the switches 3a, 3b and 3c with respect to the time axis.

FIG. 3 shows a control block diagram of a second embodiment which is a further improvement of the first embodiment shown in FIG. 1 for the method of switching from thrust control to speed control. The same functional parts as those in the embodiment of FIG. 1 are designated by the same reference numerals, and different parts will be described below.

Reference numeral 15 shown in FIG. 3 outputs, as a thrust force command value F, the larger one of the two input signals of the thrust force F _S1 and the thrust force command F _S2 so that the set acceleration of the vehicle can be obtained. It is a signal switch having a function. That is, the output of the signal switch 15 becomes F = F _S2 when _{F = F S1 F S1 <F} S2 when F _S1> F _S2.

Reference numeral 5d is an adder, which calculates the difference (F _S1 −F _S2 ) between the set acceleration thrust F _S1 and the thrust command F _S2, and inputs it to the comparator 16. When the output of the comparator 16 is F _S1 ≧ F _S2 , the switch 3c is closed to operate the integrating amplifier 7, and F _S1 <F
_{At S2,} the switch 3c is opened to stop the operation of the integrating amplifier 7 and hold the control output.

By performing such an operation, the value of the set acceleration thrust F _S1 becomes the thrust command value F for a certain period of time after the vehicle starts to accelerate the vehicle, and the integral amplifier 7 calculates the control error value during this period. , F _S1 ≤ F _S2
The integration operation is stopped by holding this value. That is, the value of the thrust command F _S2 is limited by the value of the set acceleration thrust F _S1 . When the speed increases, the switch 3b is opened to set F _S1 = 0, and F = F _S2 controls the entire speed. In this case, when the vehicle control system is switched from thrust control to speed control so that there is no fluctuation when switching the integration amplifier 7, switching control that is smoother than that of the system of FIG. 1 can be obtained.

FIG. 4 shows (1) the state of the vehicle speed with respect to time, which is obtained by the second embodiment shown in FIG. (2) shows the state of the set acceleration thrust F _S1 which is the output of the acceleration / thrust converter 4, and (3) shows P.
In I amplifier, thrust command F _S2 is output by the regulated value for a predetermined time preset acceleration thrust F _S1 from the vehicle departure, thrust command F _S2 which entered the speed control region is well controlled they become fast Indicates. (4) is the set acceleration thrust F _S1
And that the thrust command F _S2 is switched to output a smooth thrust command value F as a whole.

(7), (8) and (9) of FIG. 4 show the open / close (ON-OFF) states of the switches 3a, 3b and 3c with respect to the time axis.

In the first and second embodiments of the present invention shown in FIGS. 1 and 3 as described above, it is also easy to realize a part of them by software of a computer.

[0037]

As described in detail above, according to the present invention, smooth acceleration characteristics can be obtained and smooth switching to speed control can be achieved even when the vehicle has started and sufficient speed cannot be detected. Thus, it becomes possible to reach the target speed with high accuracy.

[Brief description of drawings]

FIG. 1 is a control block diagram of a first embodiment to which a vehicle acceleration control system for an acceleration / deceleration device according to the present invention is applied.

FIG. 2 shows states of respective parts and respective signals with respect to time obtained by the first embodiment shown in FIG.

3 shows a control block diagram of a second embodiment which is a further improvement of the first embodiment shown in FIG.

FIG. 4 shows states of respective parts and respective signals with respect to time, which are obtained by the second embodiment shown in FIG.

FIG. 5 is a control block diagram showing an example of a conventional ground primary system linear motor drive vehicle speed control system.

FIG. 6 shows states of respective units and respective signals with respect to time obtained by the conventional method shown in FIG.

[Explanation of symbols]

1a Acceleration setter 1b Speed setter 2 Ramp function generator 3a, 3b, 3c Switch 4 Acceleration / thrust converter 5a, 5b, 5c, 5d Adder 6 Proportional amplifier 7 Integral amplifier 8 Thrust / frequency converter 9 Inverter 10 AC Switch 11 Linear motor primary coil 12 Vehicle 13 Proximity switch 14 Pulse / voltage converter 15 Signal switch 16 Comparator e Speed deviation signal f _P Speed signal pulse f _S Inverter frequency command F Thrust command value F _S Thrust command value F _S1 Thrust to obtain the set acceleration of the vehicle, that is, set acceleration Thrust _FS2 Thrust command T1 Time V _f Speed voltage signal V _S1 Speed set value V _S2 Ramp generator output

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Susumu Kawaguchi 5007 Itozaki-cho, Mihara-shi, Hiroshima Mitsubishi Heavy Industries, Ltd. Mihara Works (72) Inventor Yozo Fukumoto 1-3-18 Wakihama-cho, Chuo-ku, Hyogo Prefecture Kobe Steel, Ltd. Kobe Head Office (72) Inventor Kazuya Koya 1-3-18 Wakihama-cho, Chuo-ku, Kobe, Hyogo Prefecture Kobe Steel Co., Ltd. Kobe Head Office (72) Hidenori Nagai 4 Higashi-Kashigaya, Ebina, Kanagawa Prefecture No. 6-32 Toyo Electric Manufacturing Co., Ltd. Sagami Plant

Claims (2)

[Claims] 1. An acceleration / deceleration device for starting / stopping a suspension type vehicle towed by an automatic circulation type rope by a linear primary system linear motor drive, wherein a speed control device for controlling the speed of the linear motor and a linear motor are provided. An inverter as a power source for supplying an AC voltage, a vehicle position / speed detecting device for detecting the position and speed of the vehicle, and a control device for controlling the thrust and speed of the vehicle are provided at least, and a fixed time at the time of departure of the vehicle or Until the speed detection accuracy of the vehicle is obtained, thrust control is performed by instructing the controller a thrust set value corresponding to the acceleration set value, and then acceleration control by speed control is switched to the rope speed. A vehicle acceleration control method for an acceleration / deceleration device characterized by accelerating to a constant speed. 2. An acceleration / deceleration device for starting / stopping a suspension type vehicle towed by an automatic circulation rope by a ground primary system linear motor drive, wherein a speed control device for controlling the speed of the linear motor and a linear motor are provided. An inverter as a power supply for supplying an AC voltage, a vehicle position / speed detecting device for detecting the position and speed of the vehicle, a control device for controlling the thrust and speed of the vehicle, and a low thrust command value are preferentially controlled. At least a switching circuit is provided, and a thrust force set value corresponding to a set value of acceleration is commanded to the control device until a certain time at the time of departure of the vehicle or accuracy of vehicle speed detection is obtained, and the speed control device is also provided. Limit the thrust command to the thrust setting value and stop the speed control operation in the output state of the limit value, then set the thrust setting value to zero and restart the speed control device, A vehicle acceleration control method for an acceleration / deceleration device, characterized in that acceleration is controlled by control to accelerate to a constant speed corresponding to the rope speed.