JPS61203803A - Readhesion controller of electric railcar - Google Patents

Abstract

PURPOSE:To utilize an adhesive force between a dynamic wheel and rails by increasing a readhesion control signal during a slip acceleration period, and decreasing during a nonslip acceleration period. CONSTITUTION:A microprocessor 10 discriminates a slip acceleration period and a nonslip acceleration period on the basis of a dynamic wheel peripheral speed VM and the difference DELTAVM, increases a readhesion control signal Tf during the slip acceleration period and decreases the signal Tf during the nonslip acceleration period. The increasing speed is larger than the decreasing speed. A main controller 2 controls a torque generated from a main motor 3 in response to a deviation between a torque command Tp output from a torque command generator 1 and the signal Tf. Thus, the adhesive force between the dynamic wheel and the rails can be effectively utilized as a towing force or a brake force at the maximum limit.

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a re-adhesion method for electric vehicles suitable for maximizing the use of adhesion force (frictional force) between driving wheels and rails as traction force or braking force. Regarding a control device.

[Background of the invention]

A railway vehicle obtains its traction force or braking force from the adhesive force between the driving wheels and the rails. It is well known that this can result in slipping or skidding. This spinning and sliding are essentially the same phenomenon,
Similar measures are being taken to stop these. Therefore, below, the operation of the electric vehicle when moving will be explained as an example, and the particular differences during braking will be explained each time.

FIG. 1 shows the relationship between the sliding speed between the driving wheel rails (the difference between the driving wheel circumferential speed and the vehicle traveling speed) vs. and the adhesive force f. As shown in this figure, when the drive torque (hereinafter referred to as drive torque) is increased, the adhesive force f increases, and the sliding speed V also increases accordingly.
There is slippage in this region (called creep), and when the adhesion force f reaches its maximum value f=,0, and the driving torque is further increased.

The sliding speed increases more and more, and the adhesive force f decreases as the sliding speed increases. is the maximum value f31. When the sliding speed is vl, v a −v8 m is called the idling speed when moving and the sliding speed when braking. Therefore, when slipping or skidding occurs, the adhesion is made again while the slipping or sliding speed is as low as possible (reducing the slipping speed or sliding speed to zero) so that the adhesion force reaches the maximum value f, 1. By controlling the amount of decrease in the driving torque to a value as close as possible to the required minimum value, the adhesive force can be used as effectively as possible as a traction force or a braking force.

The following conventional examples (Patent No. 747,416, Patent No. 828
, No. 451), the 2nd ri! For the sake of simplicity, i shows a block diagram of a conventional example in which one main motor is controlled by one main control device.

In FIG. 2, reference numeral 1 denotes a torque command generating device, which generates a torque command T as an output. 2 is a main control device, which controls the torque generated by the main motor 3. In the case of AC electric vehicles, the main control device is a system that controls the firing phase angle of the cycle.

In the case of DC electric cars, there are various methods such as a chopper control method and an inverter control method. 4 is a device for detecting the circumferential speed of the driving wheels, and is a speed generator that is attached to the driving wheel shaft or a rotating shaft connected to the driving wheel shaft and generates a voltage proportional to the rotational speed. This speed detection device also detects the passage of gears attached to the drive wheel axle, or the teeth or slits of a disk that is attached to a rotating shaft connected to the drive wheel axle and has a slit on its circumference. Using a sensor,
It is also possible to use a device that converts the output of the sensor into a voltage proportional to the speed using a frequency-voltage converter. 5 is a differentiator which outputs the differential value ÷4 of the driving wheel circumferential speed vII. 6
is a waveform shaper, which generates a sufficiently large constant output when the differential value divided by the value Aα1 is greater than the reference value Aα1. 7 is a delay element that responds quickly when the input increases and responds slowly with an appropriate time constant when the input decreases. 8 is a subtracter, which produces the difference between the torque command T2 and the output T of the delay element 7 as an output. The outputs T and -T are used to control the torque of the main motor via the main controller 2.

FIG. 3 is an explanatory diagram of the waveforms of each part in FIG. 2, where a represents the temporal change in the driving wheel circumferential speed vS, b represents the temporal change in the differential value of the driving wheel circumferential speed, that is, the driving wheel circumferential acceleration ÷, C shows the temporal change in the output of the waveform shaper 6. As shown in the diagram, driving wheel circumferential acceleration ÷.

is larger than the reference value 4α, the waveform shaper 6 produces an output.

FIG. 4 shows a specific example of the delay element 7, in which D is a diode for preventing discharge to the input side;
C is a capacitor and its capacity is also C. R is a resistor for discharging capacitor C.

Its resistance value is also assumed to be R. To simplify the explanation, assume that the signal source output resistance is zero, the load resistance is infinite, and the diode is an ideal diode.The input/output characteristics of this circuit are as follows: The time constant τ = RC only when the input voltage decreases. There is a delay.

Note that the reference value Δα1 of the driving wheel circumferential acceleration is determined based on the running acceleration of the vehicle, so that the waveform shaper 6 does not produce an output in the driving state in the normal creep region (A in FIG. 1).
It is selected in consideration of the differential value of the sliding speed in the creep region, the vibration of the drive shaft system during running, etc.

This known example is as described above, and since T is zero in the normal operating state in the creep region, the main electric motor generates torque according to the torque command T, and the vehicle is operated.

However, the maximum adhesive force f1. .

is smaller than the torque command T, idling occurs,
Driving wheel circumferential acceleration ÷. becomes larger than the reference value Δα□, the waveform shaper 6 produces an output, the output T of the delay element 7 rises rapidly, the output of the subtractor 8 suddenly decreases, the torque of the main motor suddenly decreases, and idling is suppressed. .

At that time, when the driving wheel circumferential acceleration ■S becomes smaller than the reference value Aα1, the output of the waveform shaper 6 becomes zero, but the delay element 7
The output T, decreases slowly as shown in Figure 4, and the traction motor torque is further delayed due to delay elements such as the inductance of the traction motor winding, and after decreasing until it completely re-sticks,
It gradually increases according to the shape of T. In this conventional example, creep is allowed, and slipping can be quickly detected and readhesion can be performed. As mentioned above, T is the drive torque control signal for re-adhesion, so
Hereinafter, this signal will be referred to as a readhesion control signal.

By the way, in the case of this conventional example, when idling occurs, the main motor torque is reduced more than necessary, and the adhesion force may not be utilized to the maximum extent as traction force or braking force for forward motion. I will explain it to you.

When using the delay element 7 as in this conventional example, [now] adhesion limit force f11. is the torque command and T −−T t −(
Suppose that the output T of the delay element 7 becomes T
When it decreases to □, idling occurs again. By the way, the output of the delay element 7 is output when the input voltage is T1. Since it will not increase unless it becomes larger, the waveform shaper 6 is set at Tf at the beginning of slipping in order to re-adhesion.

It is necessary to generate the above output. In addition, in order to re-adhesion, it is necessary to reduce the driving torque until the peripheral speed of the driving wheels starts to decelerate, but in this conventional example, the re-adhesion control signal T
becomes zero when the peripheral speed of the moving shaft is still increasing. Therefore, in order to re-adhere more reliably, the waveform shaper 6
The output of the delay element 7 must be sufficiently large, and the time constant τ of the delay element 7 must be relatively large. Therefore, the driving torque may be reduced more than necessary, and the adhesion force may not be utilized as effectively as possible. It is something.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide a readhesion control device for an electric vehicle that can eliminate such drawbacks and make maximum effective use of the adhesive force between the driving wheels and the rails during rolling or braking.

[Summary of the invention]

The readhesion control device of the present invention includes means for detecting driving wheel circumferential speed v, I or sliding speed vS, and their time differential value ÷ y or ■T or their difference ΔvT or AV.
, and a means for detecting the start of slipping or skidding and the end of acceleration of slipping or sliding based on the differential value V or T or the difference Δv, l or Δv1, and in the slipping acceleration period, It is characterized by using a readhesion control signal that increases, decreases during the non-slip acceleration period, and makes the increasing speed greater than the decreasing speed.

[Embodiments of the invention]

FIG. 5 shows changes over time in the driving wheel circumferential speed vII, the driving wheel circumferential acceleration +, and the readhesion control signal T to explain the operation of an embodiment of the readhesion control device of the present invention. In Figure 1, a is the driving wheel 8 degrees v, b is the driving wheel circumferential acceleration ÷ M%G is the temporal change in the readhesion control signal T6
As shown in the figure, the period from time t when the driving wheel circumferential speed exceeds the reference value Δα to time t when S becomes zero is called the slip acceleration period because the slip is accelerating. 5LI
P is set to 1, a period excluding this idling acceleration period is referred to as a non-idling acceleration period, and a variable 5LJP is set to zero.

During the slip acceleration period, the readhesion control signal T is rapidly increased, and during the non-slip acceleration period, the readhesion control signal T is increased.

There are various ways to give T1 during the slip acceleration period and the non-slip acceleration period to gradually reduce the speed. A method of calculating T□ in the case where Tt is decreased in a first-order lag manner during the non-idling acceleration period will be explained.

The calculation uses a microprocessor, and the sampling period is A.
The readhesion control signal at each point in time is determined every t, seconds. now,
The readhesion control signal T, at each time point is T.

(n), readhesion control signal T one sampling period ago, (
n-1), the difference between the driving wheel peripheral speed at each time point, that is, the difference between the driving wheel peripheral speed v, (n) at each time point and the driving wheel peripheral speed vN (n-1) one sampling period before, is JVM, and the proportional gain is G. Then, during the idling acceleration period, the differential equation regarding T is 8. The following difference equation corresponding to =a is obtained.

It,, Ata From this, Tt (n) = Tt (n 1) + G
・Δv, −・= (1) That is, Tt at each time point (Tt(n)) of equation (0) is.

Tt of equation (D) one sampling period before, (n-1
)) is calculated by adding 0 times the difference ΔvT between the circumferential speeds of the driving wheels at each point in time. To calculate this using a microprocessor, add G-AvM to the numerical value stored in the memory of the variable T, store the result again in the memory of the variable T, and add that T to the value of Tt at each time point. And it is sufficient.

Next, in the non-slip acceleration period, if the time constant of the first-order lag response is τ, then the differential equation τ for T,+T
The following difference equation corresponding to f=o is obtained.

Ita From this, T at each point in time (Tt(n) in equation (2)) is T one sampling period before, (T' in equation (2), (
It may be a value obtained by multiplying n-1) ) by τ/(Δt, +τ).

FIG. 6 shows a block diagram of an embodiment of the re-adhesion control device of the present invention which uses a microprocessor to operate as shown in FIG. 5. In FIG. 6, the same components as in FIG. Next, parts different from those in FIG. 2 will be described, which are given the same symbols and will not be described. In Figure 6,
Reference numeral 9 denotes an A/D converter, the output of which is input to the microprocessor 10. Reference numerals 11 and 12 indicate the calculation contents in the microprocessor 10, and 11 is a calculation unit for the difference ΔvT in the driving wheel circumferential speed vN. The value obtained by dividing AV by the sampling period Δt6 is equivalent to the driving wheel circumferential acceleration ÷. -Avm can be used in place of ÷. Reference numeral 12 denotes a logic operation unit, which uses the driving wheel circumferential speed V 11 , the difference in the driving wheel circumferential speed Jvw, etc. to determine the slip acceleration period and the non-slip acceleration period, and calculates the readhesion control signal Tt in both periods. , outputs this T. 13 is D
-A conversion device, which converts the digital value T, which is the output of the microprocessor 10, into an analog value, and uses the subtracter 8 to calculate the difference TP Tt from the torque command T2, thereby controlling the driving torque. It is something.

FIG. 7 is a flowchart specifically showing the contents of the logical operation of the logical operation unit 12. Variables 5LIP and Av□T used in FIG.

have the same meaning as the similar symbols above, and these variables are set when the microprocessor is initialized.
All are set to zero. Also, the symbol := means that the value on the right side of this symbol is stored in the memory allocated to the variable on the left side. In FIG. 7, at 121, it is determined whether 5LIP is 1, that is, whether it is an idling acceleration period, and 5L
If IP≠1, that is, during the non-slip acceleration period, the process proceeds to 122, and in 122, the difference Δv11 in the peripheral speed of the driving wheels is set to the reference value Δ
Determine whether it is larger than α1'. Here, Δα,′
is a constant equal to the product of the reference value Δα1 for the driving wheel circumferential acceleration ÷ in FIG. 5 and the sampling period Δt. 122
When ΔvK<Δα□', the process advances to 124 and it is a non-slip acceleration period, so the readhesion control signal T is determined by equation (2).
, is calculated. 122, 1 when Jvx≧O
Proceed to step 25, assume that the idle acceleration period has started, and proceed to 5LI.
Set P to 1, and calculate T using equation (1). 121
5LIP is 1. That is, if it is an idling acceleration period, the process proceeds to 123, and if Δv; In step 123, when AVm<O, the process proceeds to step 127, which is regarded as the end of the idling acceleration period, and the process proceeds to step 127.
Setting LIP to zero, T is calculated using equation (2).

As described above, in the readhesion control device of the present invention, the readhesion control signal T increases immediately when idling starts, and T does not increase unless a signal above a certain level is input as in the conventional example. No inconvenience will occur. In addition, unlike the conventional example, there is no problem that the signal (output of the waveform shaper 6) due to the idle becomes zero while the idle is still accelerating, and the signal increases during the acceleration period of the idle and is proportional to the magnitude of the idle. Since readhesion control is performed using the minimum readhesion control signal necessary for readhesion, the disadvantage of the conventional example that the drive torque may be reduced more than necessary is eliminated.

Next, this point will be further explained using figures. FIG. 8 illustrates the sliding speed V, the adhesive force f between the driving wheel rails (solid line), the driving force around the driving wheels (driving torque/driving wheel radius) F (dotted chain line), etc. In FIG. 8, torque command T is shown.

Also shown are the driving force F corresponding to the driving wheel circumference, and F corresponding to the readhesion control signal T□ (see FIG. 5) at the slip start time t. As shown in Fig. 8, at the start of idling 1. The driving force F around the wheels at (T.

Equivalent F) - (T□ equivalent F), that is, it is at the piece point of adhesion force f, and due to the occurrence of slipping, the driving force F around the driving wheel fluctuates as shown by the dashed-dotted line, and re-adhesion occurs. When slipping occurs, the readhesion control signal T increases and F decreases, but when F > f, the driving wheel circumferential speed V increases (÷ or > O), so F = f2.
At the point, ÷,=o, and when F<f, the driving wheel circumferential speed vll decelerates and re-sticks. Therefore, in order to cause readhesion and not to reduce the drive torque more than necessary, it is preferable that the readhesion control signal T is set to be maximum at the point where the driving wheel circumferential acceleration is zero. By doing this, T changes depending on the magnitude of the slip, and it is possible to avoid reducing the drive torque more than necessary in the case of a small slip.

As is clear from the above explanation, in order to cause readhesion, the readhesion control signal T, needs to be a signal that increases during the acceleration period, and as in equation (1) above, the increasing speed of T, is determined by the driving wheel circumference. (This is the same as adding a signal proportional to the change in the driving wheel circumferential speed from the driving wheel circumferential speed at the slip start time t of the driving wheel circumferential speed vll to Tfi). It may be increased linearly as shown by the two-dot chain line in FIG. The arithmetic expression for T when increasing linearly in this way is Equation (1) with Avn set to a constant value. Even with this method of increasing T at a constant speed, the acceleration period is short in the case of a small idle, and becomes long in the case of a large idle, so the size of T depends on the size of the idle. That is, the amount of reduction in the driving torque changes, and in the case of a small slip, the driving torque does not decrease more than necessary, and almost the same effect as in the case using the above formula (1) can be obtained. Further, in the embodiment described above, the decrease in T is in the form of a first-order lag, but it is not limited to this, and may be made in a linear form, for example.

FIG. 9 is a waveform diagram for explaining the operation of another embodiment of the present invention. In this embodiment, the ground running speed of the vehicle (hereinafter abbreviated as vehicle speed) ■? Use. In Figure 9, a
l is driving wheel circumferential speed ÷ 0. a2 is vehicle speed v? , b1 is the driving wheel circumferential acceleration V. ebx is the differential value of vehicle speed ÷ 7 with respect to time, that is, the change in vehicle acceleration v7 with respect to time.6. d is driving wheel circumferential acceleration and vehicle acceleration ÷
Difference of 7 ÷, -v, that is, sliding velocity V B (=V
Differential value of y-vT): 1. , C is the readhesion control signal T,
Each shows the change over time. The difference between the above embodiment and FIG. 5 is that the slip start time t is set to the moment when the differential value ■S of the sliding speed exceeds the reference value Δα2, and other readhesion control signals Everything related to the calculation of T is the same as in FIG. 5 above.

FIG. 10 shows a block diagram of an embodiment for operating as shown in FIG. 9. The same symbols are used for the same parts as in the embodiment shown in FIG. 6, and the different parts of the 0th order will be explained. In FIG. 10, 4' is a speed generator attached to a driven shaft (shaft not driven by the main motor) for detecting vehicle speed vT, and produces a voltage proportional to vehicle speed v7 as an output. Note that as the vehicle speed detection means, a ground speed detection device using a Doppler radar using ultrasonic waves, etc. can also be used. 9' is an A-D converter which converts the vehicle speed vT into a digital value and sends it to the microprocessor 10.
Enter. 11.11'.

12' indicates the calculation contents in the microprocessor 1o, and 11 indicates the difference ΔvK of the circumferential speed of the driving wheels as described above.
The calculation unit 11' calculates the difference ΔVy m between the vehicle speed vT, that is, the vehicle speed V at each time point (n) and the vehicle speed v? one sampling period before. (n-1) difference calculation unit. Δv t /Δt is obtained by dividing this vehicle speed difference Avr by the sampling period Δt8.

is equivalent to vehicle acceleration/7. Therefore, ΔvT can be used instead of *7. 12' is a logic operation unit, which calculates the driving wheel circumferential speed v, the difference ΔV@ of the driving wheel circumferential speed.
+Vehicle speed v? , the vehicle speed difference Δv7, etc. are used to determine the slip acceleration period and the non-slip acceleration period, and to calculate the readhesion control signal T during the rainy period, and output this T. The flowchart of the operation contents of this logical operation unit 12' is such that 122 in FIG. 7 is replaced with 122' in FIG. 11, and the other parts are as shown in FIG.

In Fig. 11, ΔvS is the difference in sliding speed, and ΔvS is the difference in sliding speed.
v, −ΔvT. or.

Δα1' is the differential value of the slip velocity explained in Fig. 9÷8
It is a constant given by the product of the reference value Aα2 and the sampling period Δt. Therefore, the difference in slip velocity Δv
Occurrence of slipping is detected when T becomes larger than the reference value Δα3' (equivalent to the differential value of the slip velocity being larger than Δα2), and other than that, the process is carried out in the same manner as in the embodiment shown in FIG. 7 above. Then, the re-adhesion control signal T is determined.

According to this embodiment, the occurrence of slipping can be detected more quickly than in the above-described embodiments. This is because, in the above embodiment, the reference value Δα needs to be a relatively large value that takes into account the maximum value of vehicle acceleration, and the detection of the occurrence of slippage is delayed when the actual vehicle acceleration is small. Since the vehicle acceleration is eliminated and not included in the differential value of the slip speed in the example, there is no need to consider the vehicle acceleration in the reference value Aaz, and the value can be set to a relatively small value, and it is possible to set the reference value Aaz to a relatively small value. can be detected quickly.

Also, in the relational expression ÷8=*, -÷, as in the case where a locomotive is towing a heavy load and traveling uphill,
If the vehicle acceleration vT is sufficiently small, ÷, -=÷Y, so in the embodiment shown in FIG. It can be replaced by the differential value of the sliding speed ÷ or the difference Ava of the sliding speed. That is, the end of acceleration of slipping can be determined at the point when the differential value v of the slip velocity becomes zero, 123 in FIG. 7 can be set as q, and the calculation formula for the readhesion control signal T ) can be changed to the following equation (1').

Tt(n)=Tt(n 1)+G ・ΔvT ・・
・(1/ ) That is, 'rz ((1' ) at each time point
T, (n)) in the equation is expressed as Tt ((
It is assumed that 0 times the difference ΔvT in the slipping speed at each point in time is added to Tt(n-1)) in equation 1'). This means that the readhesion control signal T□ at the slip start time t corresponds to the slip speed vS at the slip start time t1.
It is the same as adding a signal proportional to the change from the degree.

In the embodiment shown in FIG. 10, a case has been described in which a vehicle speed detection device is provided as means for detecting vehicle speed and vehicle acceleration. An embodiment in which the vehicle speed and vehicle acceleration are determined from the speed and utilized in the readhesion control device of the present invention will be described below.

FIG. 12 is a diagram explaining the principle of such an embodiment, and a in the figure shows the temporal change in the driving wheel circumferential speed vll. As shown in FIG. If the non-idling period is 5LIPD = O, the non-idling period (SLI
PD = O), the speed of both vehicles is assumed to be equal to the circumferential wheel speed vll, the vehicle acceleration ÷ 7 is the average value of several sample values of the circumferential acceleration of the driving wheels, and the idling period (
SLIPD = 1), the vehicle speed vT is the vehicle acceleration at the start of idling (t,), as shown by the broken line in Fig. 12! ? , and the vehicle acceleration is assumed to be constant at the value t□ at the end of idling. The slope is 1/,
What time difference 1-1. Then, vehicle speed v7 and vehicle acceleration v? in each period? , the difference Av7 in vehicle acceleration is set as follows.

When 5LIPD=O 5When LIPD=1 Here, Avll(J) is the difference Av* in the driving wheel circumferential speed at the j-th sample time, j=N is the difference ΔvN in the driving wheel circumferential speed at each time, j=:N corresponds to each time point, and j
=1 corresponds to Avll at a time point (N-1) times the sampling period from each time point. Further, V□ is the vehicle speed vv t at the time t1 when the idle starts, and Avvt is the difference Δv in the vehicle speed at the time t when the idle starts. , ΔvII is the sampling period. In other words, the difference ΔvT in vehicle speed during the non-idling period is the difference Δv in the circumferential speeds of N driving wheels.
This is the average value of 11. To calculate this using a microprocessor, N memories for -V are provided, and at each sample time, Avl
It is conceivable to store the calculated value of l in the memory, then calculate the sum of the N numerical values in the memory, and use N to advise. The value of N can be set to the optimum value through testing, but it is approximately 1.
It is considered that it is sufficient to set it to about 0. Since the probability of slipping can be considered zero in an extremely short period of time after the vehicle is started until N Avm are obtained, AvT during that period can be set to Avll. Also, the time point t when the idle starts.

is the moment when ΔvII−AvT≧Δα2′ is satisfied. Here, ΔvT is a value obtained from equation (3). Is the point at which idling ends, t, ■, -v? Let 0 be the moment of satisfaction. Here,■? is the value obtained from equation (4).

FIG. 13 shows a block diagram of this embodiment.The difference from the embodiment shown in FIG. 10 is that the vehicle speed detection device 4 in FIG.
' is used, but in this embodiment, it is not used, and the output of the driving wheel circumferential speed detection device 4 is converted into a digital value by the A-D converter 9, inputted to the microprocessor 10, and in 14 Vehicle speed v7 and vehicle speed difference AvT
is calculated and inputted to the re-adhesion control signal calculation section 12'.

14, the idling period and the non-idling period are determined, and according to each period, V,
and ΔvT are determined, the flowchart of which is shown in FIG. 14, and the variable 5LI used in this flowchart.
PD, t', V,, VW.

The meanings of A Vll and A vyt VW11 A vtt are as described above in FIG. 12 and in the explanation of equations (3) and (4), and these are all set to zero when the microprocessor is initialized. In Figure 14, 1
At 41, it is determined whether 5LIPD is 1, that is, whether it is an idle period, and if it is not an idle period, the process proceeds to 142, and at 14
2, the difference ΔvN in driving wheel circumferential speed and the difference A in vehicle speed
It is determined whether the difference in vt is greater than a reference value Δα2'.

Here, Δα8' is a constant similar to la,' in FIG. 11 above. When ΔvII-AvT<Aα,', the process proceeds to step 144, and since it is a non-idling period, the vehicle speed v7 and the difference J'vT between the vehicle speeds are determined by equation (3). 142, ΔvK−AvT≧l α, I
When this happens, proceed to 145, determine that the idling period has begun, and 5L.
Let IPD be 1, and let the value of vsS at that point be V? The value of ΔvT is stored in the memory of l vT. 145, vT and lv? is kept at the value one sampling period ago. In 141, when 5LIPD is 1, proceed to 143, and in 143 vH2:v
When T, proceed to 146. Since 146 is the idle period, first find the elapsed time t' from the start of idle, and calculate (4
) to find vT and JVy. Note that t' in 146 is determined as the cumulative value of the sampling period Jt, where k=1 corresponds to the idle start time 11 and k=n corresponds to each time t. 143, vK(
When vy, proceed to 147 and assume that the idling has ended.
5LIPDti-0, reset t' to zero, and set v
T and AvT are determined using equation (3).

By the above method, the vehicle speed v7 and the vehicle speed difference AvT can be determined from the driving wheel circumferential speed and used in the readhesion control device of the present invention. According to this method, a readhesion control device having substantially the same performance as a case using a vehicle speed detection device can be provided by a simple method that does not use a vehicle speed detection device.

As explained in detail above, the re-adhesion control device of the present invention always controls the control signal T□ that generates the drive torque corresponding to the maximum adhesion force value f3.8 at each time point to restart the slipping at each time point. Since re-adhesion control is performed using a re-adhesion control signal to which the optimum signal for adhesion is added, there is no need to reduce the driving torque more than necessary as in conventional devices, and the maximum adhesion force f, The main motor current, that is, the drive torque, can be controlled so as to provide a driving force sufficiently close to 1. FIG. 15 explains the above with a diagram. In the diagram, 01 is the maximum adhesive force f 1
11111 + J indicates the change over time of the torque command T, e3 the re-adhesion control signal T, and e4 the main motor electric current. When a DC motor is used,
The drive torque is approximately proportional to the traction motor current. If we consider that the vehicle is traveling at a constant speed, the horizontal axis may be the travel distance, which is the maximum adhesive force value f18. Assuming that f31. fluctuates like el with respect to time and the torque command T is at a level as shown by the two-dot chain line, then f31. When is larger than the equivalent value of T, no slipping occurs, so T is zero and rie is the value equivalent to T, and when fll becomes smaller than the equivalent of T, slipping and re-adhesion occur. is repeated, but as mentioned above, f at each time point is
Since the optimal readhesion control signal commensurate with the size of the slippage, the fluctuation of the readhesion control signal T is small, and T
F Tx is always ゛bof, 1. Therefore, the traction motor current 6, that is, the drive torque becomes a value commensurate with f, 4. It is always controlled so that it has a value commensurate with that.

In the above embodiment, for simplicity, the case where one traction motor is controlled by one traction motor is explained. However, when a plurality of traction motors are controlled by one main control device, each traction motor In each case, readhesion control signals are determined as in the embodiment described above, and the output of the main controller can be controlled based on their maximum value. Furthermore, although the above-described embodiments show a case in which there is no feedback loop of the main motor current or the actually generated drive torque, the present invention can of course also be applied to a case where there is feedback of these factors. Also, instead of the driving wheel peripheral speed, use the maximum value of multiple driving wheel peripheral speeds (minimum value when braking), and instead of vehicle speed, use the minimum value of multiple driving wheel peripheral speeds (maximum value when braking). I can do it.

Moreover, instead of determining the slip speed using the speed detection device, it is possible to use the difference between the maximum value≧the minimum value of the voltages of a plurality of motors controlled by the same-generation control device. Further, although an embodiment using a microprocessor has been described, similar control can also be performed using an operational amplifier.

Furthermore, although the above explanation has mainly been made regarding the case of slipping when the car is moving, taking into consideration that the circumferential speed of the driving wheels becomes smaller than the vehicle speed during braking, the slip speed V is equal to the vehicle speed V.
, and the difference between the circumferential speed of the driving wheels vK, v, -vll, and the differential value of the sliding speed divided by 1 can be handled in the same way as in the above embodiment, as; When using the circumferential velocity difference ΔvII to detect the start of sliding and the end of acceleration of sliding, and to calculate the readhesion control signal during the acceleration period of sliding, the positive and negative polarities can be reversed and handled in the same manner as in the previous embodiment. good.

〔Effect of the invention〕

As described in detail above, according to the present invention, by simply improving the readhesion control section, the readhesion force of an electric vehicle can be maximized effectively and used as a light or braking force. This has the effect of providing a control device.

[Brief explanation of the drawing]

Figure 1 shows the sliding speed Vj and adhesive force f between the driving wheels and the rail.
2 is a block diagram of an example of a conventional readhesion control device, FIG. 3 is an explanatory diagram of operation waveforms of each part of the conventional device in FIG. 2, and FIG. 4 is a block diagram of an example of a conventional readhesion control device. A specific example of the delay element used in the device and an explanatory diagram of its input/output waveforms, and FIG. An explanatory diagram of the waveform of the adhesion control signal T, FIG. 6 is a block diagram of an embodiment of the re-adhesion control device of the present invention, and FIG. 7 is the logic operation unit 1 of FIG.
2 is a flowchart showing the calculation contents, FIG. 8 is an explanatory diagram of the amount of reduction in drive torque necessary for re-adhesion, and FIG. 9 is a diagram showing the driving wheel circumferential speed v11 for explaining the operation of another embodiment of the present invention. ．． Vehicle speed vT, driving wheel circumferential acceleration 1, vehicle acceleration ÷7. Differential value v of sliding velocity and new arrival control signal T
FIG. 10 is a block diagram of another embodiment of the present invention operated as shown in FIG. 9, and FIG.
The figure shows the parts of the logical operation section 12' in FIG. 10 that are different from those in FIG. 7, and FIG. An explanatory diagram of temporal changes, FIG. 18 is a block diagram of an embodiment of the present invention when using a method of determining vehicle speed from the circumferential speed of the driving wheels, and FIG. 14 is a calculation of the vehicle speed and vehicle speed difference in FIG. 13. Flowchart showing the calculation contents of section 14, No. 15
The figure shows the maximum adhesive force value f to show the operation of the readhesion control device of the present invention when the maximum adhesive force value changes over time. 1
, torque command T2, readhesion control signal T, and main motor current 1. FIG. 2 is an explanatory diagram of temporal changes. ■... Slip speed, f... Adhesive force, full,...
・Maximum value of adhesive force, 1...Torque command generator, 2.
... Main control device, 3... Main motor, 4... Driving wheel peripheral speed detection device, 5... Differentiator, 6... Waveform shaper, 7
River delay element, 8...subtractor, T...torque command,
Tf...readhesion control signal, v,...driving wheel circumferential speed, ÷
,...Driving wheel circumferential acceleration. 9.9'...A-D conversion device, 10...Microprocessor, 12.12'...Logic operation unit, 11...
Driving wheel circumferential speed difference calculation unit, 13...D-A conversion device. ΔvT...Difference in driving wheel circumferential speed, At...Sampling period, F...Driving wheel circumferential driving force, v? ...Vehicle speed, ÷. ...Vehicle acceleration, t, ...Slip velocity differential value, 4'
...Vehicle speed detection device, 11'...Vehicle speed difference calculation unit, AvT...Vehicle speed difference 1. l! IV...
- Slip speed difference, 14... Calculation unit for vehicle speed and vehicle speed difference. Agent Patent Attorney Katsuo Ogawa, 1 "＼ , ) ("...Kaya 2 eyes 3 Fig. Kaya for Ichisaki 4. P3 Hisaya for Imperial Palace $5 6 mouth $ 7 mouth Kaya δ Ro!!% 9 evil tko 1e - Fukawa Kaya lOKaya 11 Figure Kaya 12th tl t eCqU Kaya 73 Kokaya 15ro I - Gate

Claims (1)

[Scope of Claims] 1. Means for detecting driving wheel circumferential speed v_K or sliding speed v_S, means for detecting time-dependent differential values thereof ■_k or ■_S or their differences Δv_K or Δv_S, and said differential value ■_K or ■_S or the difference Δ
It has means for detecting the start of slipping (or sliding) and the end of acceleration of slipping (or sliding) using v_K or Δv_S, and re-adhesion is divided into a slipping (or sliding) acceleration period and a non-slipping (or sliding) acceleration period. A re-adhesion control device for an electric vehicle, which is characterized by generating a control signal. 2. The start of slipping (or sliding) is defined as the driving wheel circumferential acceleration ■_K or the differential value of the sliding speed with respect to time ■_S exceeds the reference value, and the end of the acceleration of slipping (or sliding) is determined as the driving wheel circumferential acceleration ■_K or the time differential value of the sliding speed ■_S. 2. The readhesion control device for an electric vehicle according to claim 1, wherein the readhesion control device for an electric vehicle is detected when the differential value ■_S of the sliding speed becomes zero. 3. The readhesion control signal during the acceleration period of slipping (or sliding) is made into a monotonically increasing function, and the readhesion control signal during the non-slipping (or sliding) acceleration period is made into a monotonically decreasing function, which greatly reduces the increase speed. 2. The readhesion control device for an electric vehicle according to claim 1, characterized in that the speed is reduced. 4. The readhesion control signal during the acceleration period of slipping (or sliding) is proportional to the readhesion control signal at the start of slipping (or sliding) and the change in driving wheel circumferential speed or sliding speed from the start of slipping (or sliding). 2. The readhesion control device for an electric vehicle according to claim 1, wherein the readhesion control device is a sum of signals. 5. Vehicle speed v_T during non-idling (or sliding) period
The driving wheel circumferential speed is v_K, and the vehicle acceleration ■_T or the difference in vehicle speed Δv_T is the time average value of the driving wheel circumferential acceleration ■_K or the difference in driving wheel circumferential speed Δv_K, and the vehicle acceleration ■_T or the vehicle during the slipping (or sliding) period is Assuming that the speed difference Av_T is equal to ■_T or Δv_T at the start of slipping (or sliding), v_T, ■
The readhesion control device for an electric vehicle according to item 1, characterized in that _T or Δv_T is used. 6. The re-adhesion control device for an electric vehicle according to item 1, characterized in that a voltage difference between a plurality of main motors controlled by the same main control device is used as the slip speed.