JPS61285006A - Controller of electric railcar - Google Patents

Abstract

PURPOSE:To obtain high viscous performance irrespective of an electric railcar speed by controlling the tensile force of a motor so that the intrinsic vibrating frequency component of a unitized axle becomes constant within an allowable range. CONSTITUTION:A digital filter DF produces only an intrinsic vibrating frequency component as a slip predriving phenomenon of a twisting vibration detected by a shaft torque sensor TS. A unitizing circuit RA unitizes an output signal level from the filter DF by the signal level of the entirety. A comparator CPR compares a unitized allowable amplitude reference AS with an output from the circuit RA, and outputs a creep control signal. An amplifier AMP outputs a gate signal to a chopper CH in response to the creep control signal, an acceleration current command IP and a main motor current IM.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for an electric vehicle, and relates to a structure that can immediately maximize adhesive performance.

[Prior Art] Electric vehicles are driven by the frictional force between wheels and rails, and the basis of vehicle technology is to make maximum use of this frictional force. FIG. 8 is a characteristic diagram showing the relationship between the coefficient of friction between the wheel and the rail and the sliding speed. The value of the coefficient of friction itself varies widely depending on the surface condition of the rail, weather, running speed, etc. (Wheel tensile force/axle load) is shown in Figure 8 P.
If the coefficient of friction at a point (called the coefficient of adhesion) is exceeded, a large slip will occur, causing mechanical damage to the main motor, rotating parts such as gears, rail surfaces, and m-wheel treads, as well as reducing the tensile force. The major challenge is to prevent this and to operate in a state as close to point P as possible. Generally, the region where the slip velocity is below point P is called a micro-slip, ie, creep region, and the region where the slip speed is above point P is called the total slip @ region. By the way, conventionally, a so-called post-slip processing control system has been employed, which reduces the tensile force after detecting the occurrence of slip.

Figures 9 through 1) show a slip detection method in a conventional electric vehicle control device. The following table is an explanatory diagram showing the voltage comparison method, current comparison method, and speed generator method, respectively, and a comparison of the detection sensitivity and nine problems of the principles of each method.

[Problem that the invention seeks to solve]

In conventional electric vehicle control devices such as those described above, there are slight differences in detection sensitivity depending on the slip detection method, but in both cases the detection is performed after the slip has occurred, that is, in the slip @ region, so the R in Fig. 8 This method detects idling near a point, lowers the tensile force to 8 points, and re-adhes it, and it is used in an area where the practical adhesive coefficient is relatively low, and it has the following drawbacks. That is, in electric locomotives, the production cost increases because of the need to increase the number of moving axles, and if the number of moving axles is kept constant, the traction load becomes smaller. In trains, the proportion of electric vehicles in a train (electric vehicle/travel) increases, resulting in high production and maintenance costs.

This invention was made to solve the above-mentioned problems, and an object thereof is to provide a control device for an electric vehicle that can maximize adhesive performance.

[Means for solving problems]

A control device for an electric vehicle according to the present invention includes a shaft torque sensor that detects a natural vibration frequency component in torsional vibration of a wheel shaft as a pre-slip phenomenon and outputs a vibration detection signal, and a unit in which the level of the vibration detection signal is determined by the overall vibration level. a motor control device ffi that compares the converted signal with a permissible maximum amplitude standard of the unitized natural vibration frequency component and controls the tensile force of the electric motor so that the unitized natural vibration same wave number component becomes constant; ! It is equipped with the following.

[Operation] In this invention, at the stage of the slip precursor phenomenon, the tensile force of the electric motor is controlled so that the natural vibration frequency component of the unitized wheel axle remains constant within an allowable range, so that slipping does not occur (and High adhesive performance can be obtained regardless of vehicle speed.

[Embodiments of the invention] Hereinafter, practical examples of this invention will be explained with reference to the drawings.

FIG. 1 is a control block of a control device for an electric vehicle in an embodiment to which the present invention is applied. In the figure, (Pan
)ke pantograph, (O)! ) is a pantograph (Pa
Chopper circuit that controls the DC input from n) and supplies DC current to the main motor (TM) built into the bogie (BG), (TS) detects torsional vibration of the wheelset of the bogie (BG) Shaft torque sensor, (I)? ) This is a digital filter circuit that outputs Hi only one minute of the natural vibration frequency, which is a pre-slip phenomenon, out of the torsional vibration detected by the shaft torque sensor (TS). (RA) is a circuit for unitizing the signal level of the frequency component which is a slip precursor phenomenon output from the digital filter circuit FNr (DF) according to the overall signal level. Since the magnitude of the detection signal from the spindle torque sensor changes depending on the friction condition between the wheel and rail surface (changes depending on wheel load, vehicle speed, etc.),
The unitized circuit (RA) allows you to overcome the effects of wheel load, vehicle speed, etc.Digital filter circuit (
DF') is equipped with an amplifier (not shown) at its input section to allow a predetermined range of frequencies to pass through, and a microprocessor is used to digitally process the frequency component caused by the slip precursor phenomenon. It is possible to perform extremely fast signal processing, with a signal processing time of about several m8.

A vibration detection circuit (VS) is constituted by the shaft torque sensor (TS) and the digital filter circuit IB (DF). (cpR) is the unitized maximum allowable amplitude standard (As) of the above natural vibration frequency component and the unitized circuit (RA)
Comparator (<5c) n comparator (C
The creep controller (AMP) receives the output from the creep controller (PR) and outputs a control signal to control the creep amount. This is an amplifier that inputs the main motor current (M) detected by ) and outputs the full gate signal to the chopper circuit 1) M (CH). Then, chopper' circuit (OF), unitized circuit (RA), unitized f
Maximum allowable amplitude standard (As) for l Comparator (C!PR)
, chopper control device (TMC) as a motor control device using a creep controller (SC) and an amplifier (AMP)
'c configure.

Note that the natural vibration frequency of the self-excited vibration as a precursor to wheel shaft slipping is determined by the torsion spring of the drive system, the torsion spring rigidity of the torsion spring system of the spindle, and the moment of inertia of the wheel gear, main motor rotor, etc. -There are torsional natural vibration frequencies such as second order and second order. FIG. 2 shows that the amplitude of the above-mentioned torsional natural vibration frequency has a moderate correlation with the slip rate. According to FIG. 2, it can be seen that as the slip rate increases, the amplitude of the torsional natural vibration frequency increases in proportion to the slip rate.

Next, the operation of the control device for an electric vehicle constructed as described above as an embodiment of the present invention will be described.

Main electric motor (TM) built into the wheel axle device of the bogie (BG)
However, when a sliding speed occurs between the wheel and the rail, torsional vibration is generated in the axle, and the natural vibration frequency component of this torsional vibration is I! As shown in Figure 2, it increases as the slip rate increases. Also,
As shown in Figure 3, the natural vibration frequency component of the above-mentioned torsional vibration increases in proportion to the vehicle speed by 2 to 1", so
To remove the influence of vehicle speed, the unitization time is 5%.
(RA) It's Kl. Therefore, the shaft torque sensor (
TS) to detect all of the above torsional vibrations, and from kneading to digital filter times M(I)? ) extracts only its natural vibration component, and further outputs its output to a unit circuit (RA
), and the vibration # components corresponding to the four points in Fig. 8, the unitized maximum allowable amplitude standard (As), and the comparator (○
PR) and the result is input to the amplifier (AMP) via the creep controller (SC).Then, the amplifier (AMP) chopper circuit receives the acceleration current command (P). ((Jr)), and controls the traction motor current command (P) so that the above torsional vibration 1)3[min is maintained at a value corresponding to the vicinity of point q in the vjB diagram. (TM) tensile force is controlled.

As mentioned above, in one embodiment of the present invention, the above control causes the electric vehicle to slide at a sliding speed v at the four points in FIG.
In the case of electric locomotives, it is possible to use a value close to the maximum adhesion coefficient between the wheels and the rails, regardless of conditions such as the surface condition of the rails or the weather. It is possible to reduce the number of shafts (for example, from 6 moving shafts to 41), 1) shafts), greatly reduce the manufacturing cost of electric locomotives, save resources, and increase the capacity of single machines such as traction motors. Energy savings can be achieved by increasing efficiency. Furthermore, in the case of trains, by improving the adhesion coefficient, it is possible to completely reduce the ratio of electric vehicles in a train, resulting in significant initial investment savings and resource savings, as well as energy savings and maintenance cost reductions by reducing train weight. t-can be measured.

Figure 4 Applying this invention 7: A control block diagram of a control device for an electric vehicle in another practical example, in which the chopper circuit (OH) in Figure 1 is replaced by a main transformer (VTR) and its secondary side. A connected thyristor bridge circuit (TUB) is adopted and the unit circulation II (RA).

Unitized maximum allowable amplitude standard (As), comparator (cpR), creep controller (sc) and amplifier (A
MP ) constitutes a thyristor phase control device t (TMO) as a motor control device. in this case,
As an AC electric vehicle, the same effects as in the above embodiment can be achieved.

Figure 85 is 1I5! ! I digital filter circuit (D
F) is analog filter circuit 1B (AF) and detection circuit Fly
CDF2T), which detects the natural vibration frequency component of the torsional vibration of the wheel set using the shaft torque sensor (F8).

Figure 6 shows the digital filter circuit (DF) in Figure 4 as an analog filter circuit VPr (AF) and a detection circuit K (DET).
This is a method of detecting the natural vibration frequency component of the torsional vibration of the wheel set due to the shaft Druxe/Su (TS).

In the examples shown in Fig. gJ5 and Fig. 6, the amplitude of the unitized natural vibration frequency component is compared with the unitized maximum allowable amplitude standard (As), and the component is The traction motor (TM
To provide a controller for an electric vehicle that can maximize adhesive performance while allowing a slip rate by controlling the tensile force of ).

￥J7 Figure shows another practical example of this invention when a thyristor variable voltage variable frequency control device (TMO) using a variable voltage variable frequency control circuit (VVVF) is applied as a motor control device. Case Lord'L! Motive (T
M) provides a control device for an electric vehicle using a three-phase squirrel cage rust conduction motor.

Figure 12 shows a bogie (BG), one wheel axle (Ax), and a gear system (G).

It is a drawing showing the configuration of a main electric motor (TM). In the above embodiment, the shaft torque sensor (TS) is placed on the wheel axle (aX) (TE
The installation method was as shown in I), but as shown in Fig. 12, the tooth *qrt
Since the torque is transmitted through t<a>e and the rotating body is integrally constructed, even if the shaft torque sensor (TS) shown in Fig. 12 is installed on the main motor shaft, self-excitation will occur as a precursor to slipping. Can detect vibrations.

〔Effect of the invention〕

As explained above, this invention detects the natural vibration frequency component of the torsional vibration of the wheel set as a precursor phenomenon before the occurrence of a large slip, and unitizes the signal level of this natural vibration frequency component by the overall level. By setting the speed dependence of the detection signal to 7'i - With this configuration, in order to control the amount of slippage between the wheels and the rails, it is possible to use an adhesion coefficient that is almost close to the maximum adhesion coefficient, thereby maximizing the adhesion performance of electric vehicles. It has the effect of being able to demonstrate.

[Brief explanation of drawings]

Fig. 1 is a control block diagram of a control device for an electric vehicle according to an embodiment of the present invention, Fig. 2 is a drawing showing the amplitude of the primary and secondary natural vibration #frequency absorption of torsional vibration, and Fig. 3 is Characteristic diagrams showing the relationship between vehicle speed and the amplitude of the natural vibration frequency and component, Figures 4 to 7; and Figure 8, a control block diagram of the control device for an electric vehicle in other different practical examples of this invention. Characteristic diagrams showing the relationship between the sliding speed (rate) and the adhesion coefficient between the wheels and the rails, Figures 9 to 1) show the voltage comparison method, which is the slip detection method in the conventional electric vehicle control device. , is an explanatory diagram showing a flow comparison method and a speed generator method. FIG. 12 is a configuration diagram of one wheel shaft of the bogie, the main electric motor, and the gear device. In the figure, (TM) is the main motor as an electric motor, (
VS) is a vibration detection device, (RA) is a unitized circuit, (
As) is the unitized maximum allowable amplitude standard, (TMO)
is 1! It is a motive control device. (BG) is a trolley, (AX)
(0) is a wheel set, and (0) is a gear mechanism. Note that the same reference numerals in each figure indicate the same or corresponding parts.

Claims (8)

[Claims] (1) A vibration detection device that detects the natural vibration frequency component of torsional self-excited vibration of a wheel set driven by an electric motor and outputs a vibration detection signal, and unitizes the vibration detection signal level by the overall signal level. , a motor control device that compares the unitized vibration detection signal with a unitized maximum allowable amplitude standard of the natural vibration frequency component and controls the tensile force of the electric motor so that the unitized natural vibration frequency component becomes constant; A control device for an electric vehicle characterized by comprising: (2) The vibration detection device includes a shaft torque sensor that is attached to the wheel axle and detects the self-excited vibration of the wheel axle and outputs a detection signal, and a shaft torque sensor that inputs the above-mentioned detection signal to extract the natural vibration frequency component of the self-excited vibration and detect the vibration. 2. The control device for an electric vehicle according to claim 1, further comprising a filter circuit that outputs a signal. (3) The control device for an electric vehicle according to claim 2, wherein the filter circuit is a digital filter circuit. (4) Claim 2, characterized in that the filter circuit is composed of an analog filter circuit and a detection circuit.
A control device for an electric vehicle as described in Section 1. (5) Claims 1 to 4, characterized in that the motor control device is a chopper control device that controls the tensile force of the motor by controlling the current of the motor using a chopper circuit. A control device for an electric vehicle according to any one of the above. (6) The motor control device is a thyristor phase control device that controls the tensile force of the motor by controlling the current of the motor using a thyristor bridge circuit. The control device for an electric vehicle according to any one of Item 4. (7) The motor control device is a thyristor variable voltage variable frequency control device that controls the tensile force of a three-phase squirrel-cage induction motor. Electric car control device. (8) The vibration detection device is attached to the main motor shaft which is attached via the wheel axle and the gear system, and includes a shaft torque sensor that detects self-excited vibration of the wheel axle on the main motor shaft and outputs a detection signal, and a shaft torque sensor that outputs a detection signal. A control device for an electric vehicle according to claim 1, comprising a filter circuit that inputs a signal, extracts a natural vibration frequency component of the self-excited vibration, and outputs a vibration detection signal. .