JPWO2017158956A1 - Independent wheel drive controller - Google Patents

Abstract

The independent wheel drive control device includes a wheel rotation sensor 51 to 54, an electric motor rotation sensor 41 to 44, a correction instruction unit 81 that outputs a correction instruction during the straight road traveling of the vehicle, and a wheel rotation sensor when receiving the correction instruction. The rotation time for N rotations of the wheels 31 to 34 is calculated based on the 51 to 54 outputs, and the motors 11 to 14 for the N rotations of the wheels 31 to 34 are calculated based on the outputs of the motor rotation sensors 41 to 44. A rotation angle calculation unit 91 for calculating the rotation angle, a correction value calculation unit 75 for calculating a correction value for canceling the rotational speed difference between the driving devices 1 to 4 based on the rotation time and the rotation angle, and a correction value A correction value recording unit 101 for recording, and a rotation speed correction unit 111 for outputting a correction speed instruction obtained by correcting the speed instruction from the speed instruction unit 82 based on the correction value recorded in the correction value recording unit 101 are provided. .

Description

  The present invention relates to an independent wheel drive control device, and more particularly to an independent wheel drive control device for a railway vehicle.

  In a conventional rail vehicle, generally, an integrated wheel in which a right wheel and a left wheel are connected by an axle is used. However, in recent years, development of independent wheel powered trolleys has been promoted in order to adopt a low floor structure or the like.

  A conventional independent wheel powered carriage is described in Patent Document 1, for example. In the independent wheel powered carriage described in Patent Document 1, a plurality of drive devices in which an electric motor, a planetary speed reducer, and wheels are connected on the same axis are provided, and each wheel can be driven and controlled independently. The independent wheel powered carriage has no axle between the left and right wheels in the traveling direction, so the floor surface of the vehicle body can be lowered. For example, in a platform where the ground height is low, such as a tram, There is an advantage that a vehicle body that can be boarded and exited without providing a step is realized. On the other hand, since the wheels are driven independently, it is necessary to control each wheel outer peripheral speed according to a straight road or a curved road. As a specific example, on a straight road, each wheel outer peripheral speed is adjusted to a preset traveling speed, while on a curved road, a difference is made between the outer peripheral speeds of the wheels located on the curved inner diameter side and the outer diameter side. Control is performed so that the steering action occurs. However, if the driving control of each wheel is not properly performed, slipping and sliding occur between the wheel and the rail, causing problems such as abnormal wear of the wheel, abnormal noise and noise. .

  However, in Patent Document 1, there is no specific description regarding the configuration and control for avoiding such a problem, and there is no intention to suppress idling or sliding between the wheel and the rail.

  In patent document 2, it intends to detect idling of a wheel with sufficient accuracy. In Patent Document 2, the speed detector provided in the electric motor constituting the independent drive device detects the rotational speed of the electric motor that is running, and multiplies the detected value by the wheel diameter difference correction coefficient. The corrected speed command is output.

JP 2000-309268 A JP 2001-145207 A

  As described above, in Patent Document 1, when the driving control of each wheel is not properly performed, slipping or sliding occurs between the wheel and the rail, and there are problems such as abnormal wear of the wheel, abnormal noise, and noise. There was a problem of generating.

  Moreover, in patent document 2, since only the correction | amendment regarding a wheel diameter difference is implemented, there exists a problem that the difference of the wheel outer periphery speed resulting from a reduction gear or an elastic wheel cannot be correct | amended. Therefore, even in Patent Document 2, there still remains a problem that idling or sliding occurs during traveling.

  The present invention has been made to solve such a problem, and is to obtain a correction value from a wheel rotation time required for rotation of each wheel and a rotation angle of an electric motor, and to correct a rotation angle difference between driving devices. By calculating the correction value, the correction value considering not only the wheel diameter difference but also the wheel outer peripheral speed difference caused by the reducer and the elastic wheel is obtained, and slipping and sliding between the wheel and the rail are suppressed. It is an object of the present invention to obtain an independent wheel drive control device that can be used.

  The present invention is an independent wheel drive control device having a plurality of drive devices capable of independently driving and controlling the wheels, each drive device has an electric motor, the independent wheel drive control device, Further, for each of the drive devices, a wheel rotation sensor that detects the rotation angle of each wheel, and wheel rotation required for the wheel to rotate a preset number of times based on the detection result of the wheel rotation sensor. While calculating time, the rotation angle calculation part which calculates the motor rotation angle of the electric motor during the rotation of the set number of times of the wheel based on the rotation angle of the electric motor, and the calculation calculated by the rotation angle calculation part A correction value calculation unit for calculating a correction value for each of the driving devices for canceling a rotational speed difference between the driving devices based on a wheel rotation time and the rotation angle of the electric motor; An independent wheel drive control device and a rotational speed calculation and correction unit for calculating a correction velocity command using a speed instruction for the correction value and the electric motor based on an external input calculated by the calculation unit.

  According to the independent wheel drive control device according to the present invention, by calculating the correction value for correcting the rotation angle difference between the drive devices from the wheel rotation time required for the rotation of each wheel and the rotation angle of the motor, Since the correction value considering not only the wheel diameter difference but also the wheel outer peripheral speed difference caused by the reducer and elastic wheel was obtained, slipping and sliding between the wheel and rail were suppressed, and the vehicle It is possible to realize traveling.

It is the top view which showed the structure of the drive device provided in the independent wheel drive control apparatus which concerns on Embodiment 1 of this invention. It is the sectional side view which showed the structure of the drive device provided in the independent wheel drive control apparatus which concerns on Embodiment 1 of this invention. It is the block diagram which showed the structure of the control apparatus provided in the independent wheel drive control apparatus which concerns on Embodiment 1 of this invention. It is a block diagram which shows the structure of the rotational speed calculation and correction | amendment part of the control apparatus provided in the independent wheel drive control apparatus which concerns on Embodiment 1 of this invention. It is explanatory drawing explaining the relationship between the travel time and speed during inertial driving | running | working of the vehicle in which the independent wheel drive control apparatus which concerns on Embodiment 1 of this invention was provided. It is explanatory drawing explaining the rotation radius in the elastic wheel which has an elastic member. It is a partial block diagram which shows the structure of the control apparatus provided in the independent wheel drive control apparatus which concerns on Embodiment 2 of this invention. It is the block diagram which showed the structure of the control apparatus provided in the independent wheel drive control apparatus which concerns on Embodiment 3 of this invention. It is a partial block diagram which shows the structure of the control apparatus provided in the independent wheel drive control apparatus which concerns on Embodiment 3 of this invention.

Embodiment 1 FIG.
FIG. 1 is a plan view showing a configuration of a plurality of drive devices provided in the independent wheel drive control device according to Embodiment 1 of the present invention. FIG. 2 is a side sectional view showing the configuration of one drive device among a plurality of drive devices provided in the independent wheel drive control device according to the first embodiment. 3 and 4 are block diagrams showing the configuration of the control device provided in the independent wheel drive control device according to the first embodiment.

  As shown in FIG. 1, the independent wheel drive control device is provided with a plurality of drive devices 1 to 4. As shown in FIG. 1, the driving devices 1 to 4 are fixed to the carriage frame 201. The carriage frame 201 is mechanically connected to the train body not shown. The driving devices 1 to 4 are configured to be able to rotate independently of each other.

  The configurations of the driving devices 1 to 4 will be described by taking the driving device 1 as an example. About the structure of the drive devices 2-4, since it is the same as the drive device 1, description is abbreviate | omitted. In addition, the code | symbol which shows each member which comprises the drive device i (i = 1, ..., 4) shall be 1i, 2i, 3i, 4i, 5i. That is, the driving device 1 is 11, 21, 31, 41, 51, and the driving device 2 is 12, 22, 32, 42, 52.

  As shown in FIG. 1, the drive device 1 includes an electric motor 11, a speed reducer 21, and wheels 31. In the drive device 1, as shown in FIG. 1, the electric motor 11 is connected to a speed reducer 21, and wheels 31 are connected to the speed reducer 21. An electric motor rotation sensor 41 for detecting the rotation angle of the electric motor 11 is provided on the outer wall of the electric motor 11. The electric motor rotation sensor 41 outputs a signal corresponding to the rotation angle of the rotation shaft of the electric motor 11. The outer wall of the electric motor 11 is a portion that does not rotate in the electric motor 11.

  As shown in FIG. 1, the entire shape of the carriage frame 201 is an H shape. That is, four leg portions 201b extend from the central portion 201a of the carriage frame 201 in the left-right and front-back directions. One of the driving devices 1 to 4 is attached to each of the leg portions 201b. A wheel rotation sensor 51 for detecting the rotation angle of the wheel 31 is provided on the leg portion 201 b of the carriage frame 201. The wheel rotation sensor 51 outputs a signal corresponding to the rotation angle of the wheel 31.

  As the electric motor rotation sensor 41 and the wheel rotation sensor 51, for example, a non-contact type sensor such as an optical type or an electromagnetic type is used. The optical sensor applies light to a slit or a reflection mark that equally divides one rotation of each rotation shaft, detects light transmission or reflection, and outputs an electrical signal. The electromagnetic sensor has a configuration in which, for example, a magnetic sensor having a magnet and a detection coil is opposed to a gear-shaped rotating body that equally divides one rotation of each rotating shaft. The magnetic flux passing through the detection coil changes as the tooth tip of the gear-shaped rotating body and the magnetic sensor approach or separate from each other. The electromagnetic sensor outputs an electrical signal in accordance with the change in the magnetic flux.

  FIG. 2 shows an example of a specific configuration of the driving device 1. 2, the same members as those in FIG. 1 are denoted by the same reference numerals. In FIG. 2, the electric motor shaft 152 is a rotating shaft of the electric motor 11. The reduction gear 21 is mounted on the same axis as the motor shaft 152 of the motor 11. In the example of FIG. 2, the speed reducer 21 is composed of a planetary gear speed reducer. The sun gear 161 of the speed reducer 21 and the motor shaft 152 are an integral shaft. The reduction gear 21 includes a sun gear 161, a planetary gear 162, an internal gear 163, a planet carrier shaft 164, a wheel shaft 165, and a wheel shaft bearing 166. The planetary gear 162 revolves between the sun gear 161 and the internal gear 163 while rotating. The revolving motion of the planetary gear 162 rotates the wheel shaft 165 via the planet carrier shaft 164. The wheel shaft 165 is rotatably supported by a wheel shaft bearing 166. The wheel shaft bearing 166 is attached to the outer periphery of the internal gear 163.

  A wheel 31 is fixed to the outer periphery of the wheel shaft 165. The wheel 31 is composed of an elastic wheel. Therefore, the wheel 31 includes an elastic member 172 in the circumferential direction. A rail contact wheel surface 175 is provided on the outer periphery of the elastic member 172. The rail contact wheel surface 175 is a surface that contacts the rail 300 shown in FIG. While the vehicle is traveling, vibration is transmitted from the rail 300 to the rail contact wheel surface 175. Therefore, an elastic member 172 is provided to prevent this vibration from being transmitted to the inside of the drive device. The elastic member 172 is made of rubber or resin and has elasticity. Therefore, the elastic member 172 is deformed using elasticity, and the transmission of vibration from the rail 300 is reduced using the deformation loss of the elastic member 172.

  The internal gear 163 is fixed to the carriage frame 201 via a carriage fixing frame 173. A wheel rotation sensor 51 that detects the rotation of the wheel 31 is disposed on the upper part of the carriage fixing frame 173. The wheel rotation sensor 51 detects the rotation angle of the wheel 31 by reading a plurality of wheel rotation sensor marks 174 provided on the side surface of the wheel 31.

  FIG. 3 shows a configuration of a control device provided in the independent wheel drive control device according to the present embodiment. As shown in FIG. 3, the control device includes a rotation speed calculation / correction unit 71 to 74, a correction value calculation unit 75, a correction instruction unit 81, and a speed instruction unit 82. One rotation speed calculation / correction unit 71 to 74 is provided for each of the driving devices 1 to 4. One correction value calculation unit 75 is provided for each of the rotation speed calculation / correction units 71 to 74.

  Output signals from the motor rotation sensors 41 to 44 and the wheel rotation sensors 51 to 54 provided in the driving devices 1 to 4 are input to the rotation speed calculation / correction units 71 to 74, respectively. Specifically, output signals from the motor rotation sensor 41 and the wheel rotation sensor 51 are input to the rotation speed calculation / correction unit 71, and output signals from the motor rotation sensor 42 and the wheel rotation sensor 52 are input to the rotation speed calculation / correction unit 72. The output signals from the motor rotation sensor 43 and the wheel rotation sensor 53 are input to the rotation speed calculation / correction unit 73, and the output signals from the motor rotation sensor 44 and the wheel rotation sensor 54 are input to the rotation speed calculation / correction unit 74. The

  Further, a speed instruction unit 82 is connected to the rotation speed calculation / correction units 71 to 74. The speed instruction unit 82 outputs a speed instruction V0 that instructs the traveling speed of the train. A speed instruction V0 is input from the speed instruction section 82 to each of the rotation speed calculation / correction sections 71 to 74, and drive signals for the electric motors 11 to 14 are calculated and output based on the configuration described later. Specifically, the rotation speed calculation / correction unit 71 calculates / outputs a drive signal for the electric motor 11, the rotation speed calculation / correction unit 72 calculates / outputs a drive signal for the electric motor 12, and the rotation speed calculation / correction unit 73. Calculates and outputs a drive signal for the electric motor 13, and a rotational speed calculation / correction unit 74 calculates and outputs a drive signal for the electric motor 14.

  Further, a correction instruction unit 81 is connected to each of the rotation speed calculation / correction units 71 to 74. The correction instruction unit 81 issues a correction instruction signal to the rotation speed calculation / correction units 71 to 74 when a condition for correcting the drive signals for the electric motors 11 to 14 is satisfied. In the present embodiment, it is assumed that the correction instruction unit 81 issues a correction instruction signal when the condition that the vehicle is coasting on a straight road is satisfied. Thus, in the present embodiment, the measurement / calculation of the rotational speed correction value is performed while the vehicle is coasting on a straight road, and the generation of the correction instruction by the correction instruction unit 81 It is performed by the driver or the maintenance worker when the condition is satisfied.

  FIG. 4 shows a specific configuration of the rotation speed calculation / correction units 71 to 74. In FIG. 4, the configuration of the rotation speed calculation / correction units 71 to 74 provided for the driving devices 1 to 4 will be described by taking the rotation speed calculation / correction unit 71 as an example. The configuration of the rotation speed calculation / correction units 72 to 74 is the same as that of the rotation speed calculation / correction unit 71, and thus the description thereof is omitted.

  In FIG. 3 described above, each of the four driving devices 1 to 4 fixed to the carriage frame 201 has the configuration of the control device shown in FIG. This indicates that the instruction unit 82 is common.

  As shown in FIG. 4, the rotation speed calculation / correction unit 71 includes a rotation angle calculation unit 91, a correction value recording unit 101, a rotation speed correction unit 111, and a drive control unit 121. That is, the rotation speed calculation / correction unit 7i (i = 1, 2, 3, 4) includes a rotation angle calculation unit 9i, a correction value recording unit 10i, a rotation speed correction unit 11i, and a drive control unit 12i. Is provided.

  As described above, the calculation of the correction value of the rotation speed is started when the driver or the maintenance worker operates the correction instruction unit 81 while the vehicle is coasting on a straight road. A correction instruction signal from the correction instruction unit 81 is input to the rotation angle calculation unit 91. When the rotation angle calculation unit 91 receives the correction instruction signal, the wheel 31 rotates by N times set in advance in synchronization with the signal sequence output from the wheel rotation sensor 51 according to the rotation angle of the wheel 31. Measure the rotation time required to do. The measurement of the rotation time of the wheel 31 is set to be performed at least once or more, that is, for a preset N rotation. The rotation angle calculation unit 91 calculates the average rotation time T1 for one rotation of the wheel after measuring the rotation time for N rotations set in advance. Information of the average rotation time T1 is output to the correction value calculation unit 75. The calculated average rotation times T2 to T4 are also input to the correction value calculation unit 75 from the other rotation angle calculation units 92 to 94 provided for the other driving devices 2 to 4. The correction value calculation unit 75 calculates an average rotation time Tave from T1 to T4, and calculates correction values Cs1 to Cs4 related to the average diameter difference of each wheel by the following equation (1).

    Csi = Ti / Tave (1)

  Here, i = 1, 2, 3, and 4.

  The rotation angle of the electric motor 11 output from the electric motor rotation sensor 41 is input to the rotation angle calculation unit 91. Based on the input signal from the wheel rotation sensor 51, the rotation angle calculation unit 91 calculates the rotation angle of the electric motor 11 that has changed while the wheel 31 is rotating Nd times set in advance. N and Nd described above may be the same or different. In the present embodiment, the rotation angle calculation unit 91 calculates the average rotation angle θ1 of the electric motor 11 for each Nd rotation of the wheel 31 (Nd is an integer). θ1 is set to be performed at least for one rotation of the wheel 31 and for a preset Nd rotation. The calculated average rotation angle θ1 is output to the correction value calculator 75. Similarly, the calculated average rotation angles θ2 to θ4 are also input to the correction value calculation unit 75 from the rotation angle calculation units 92 to 94. Based on the inputted θ1 to θ4, the correction value calculator 75 rotates the wheel by the following equation (2) due to the shift and variation of the reduction ratio of the speed reducers 21 to 24 and the elastic deformation of the elastic member 172 portion of the wheel 31. A correction value Cdi corresponding to the diameter change (details will be described later) is calculated.

Cdi = (Nd × 360) / θi / R0
= {(Nd × 360) / (δθ × n)} / R0 (2)

  Here, i = 1, 2, 3, and 4, Nd and n are integers of 1 or more, and R0 is the nominal reduction ratio of the reducers 21 to 24.

  In equation (2), δθ is the rotation angle resolution of the motor rotation sensors 41 to 44 (a value obtained by dividing 360 · by the number of electric signals output during one rotation of the motor rotation sensor), and n is during Nd rotation. These are output pulses from the counted motor rotation sensors 41-44.

  The correction values Csi and Cdi (i = 1, 2, 3, 4) calculated by the correction value calculation unit 75 are output and recorded in the corresponding correction value recording units 101 to 104, respectively. The correction value recording units 101 to 104 are configured from a memory. With the above process, the correction value calculation process started by the signal from the correction instruction unit 81 is completed.

  On the other hand, a desired speed instruction V0 is input from the speed instruction unit 82 to the rotation speed calculation / correction units 71 to 74 from the speed instruction unit 82 during driving. The following specific steps will be described using the rotation speed calculation / correction unit 71 as an example. Since the operations of the rotation speed calculation / correction units 72 to 74 are the same as those of the rotation speed calculation / correction unit 71, description thereof is omitted here.

  When the speed instruction V 0 is input to the rotation speed correction unit 111, the rotation speed correction unit 111 issues a signal to the correction value recording unit 101 and reads the correction values Cs 1 and Cd 1 from the correction value recording unit 101. Then, the rotation speed correction unit 111 calculates a correction speed instruction V1 by the following equation (3) and outputs it to the drive control unit 121.

    V1 = V0 × Cdi / Csi (3)

  Here, i = 1, 2, 3, and 4.

  The drive control unit 121 calculates a current value to be output to the electric motor 11 based on the input V1 based on the torque speed characteristic of the electric motor 11. Then, the drive control unit 121 rotates the electric motor 11 by supplying a current corresponding to the calculated current value.

  Note that the hardware configuration of the control device shown in FIGS. 3 and 4 will be described with supplementary explanation. The functions of the rotation speed calculation / correction units 71 to 74, the correction value calculation unit 75, the correction instruction unit 81, and the speed instruction unit 82 constituting the control device are realized by a processing circuit. That is, the control device outputs a correction instruction when the vehicle is coasting on a straight road and cancels the rotational speed difference between the drive devices based on the wheel rotation time and the motor rotation angle. Calculating a correction value for each, outputting a speed instruction to the motor based on an external input while the vehicle is traveling, correcting a speed instruction based on the recorded correction value, and outputting a corrected speed instruction A processing circuit is provided. Even if the processing circuit is dedicated hardware, a CPU that executes a program stored in the memory (Central Processing Unit, central processing unit, processing unit, arithmetic unit, microprocessor, microcomputer, processor, DSP) It may be.

  When the processing circuit is dedicated hardware, the processing circuit corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof. The functions of the rotation speed calculation / correction units 71 to 74, the correction value calculation unit 75, the correction instruction unit 81, and the speed instruction unit 82 may be realized by a processing circuit. It may be realized.

  When the processing circuit is a CPU, the functions of the rotation speed calculation / correction units 71 to 74, the correction value calculation unit 75, the correction instruction unit 81, and the speed instruction unit 82 are realized by software, firmware, or a combination of software and firmware. Is done. Software and firmware are described as programs and stored in a memory. The processing circuit reads out and executes the program stored in the memory, thereby realizing the function of each unit. That is, the step of outputting a correction instruction when the vehicle is traveling on a straight road, the correction for each driving device for canceling the rotational speed difference between the driving devices based on the wheel rotation time and the motor rotation angle As a result, a step of calculating a value, a step of outputting a speed instruction to the electric motor based on an external input while the vehicle is traveling, and a step of correcting the speed instruction based on a recorded correction value and outputting a corrected speed instruction A memory for storing programs to be executed automatically. These programs can be said to cause the computer to execute the procedures and methods of the rotation speed calculation / correction units 71 to 74, the correction value calculation unit 75, the correction instruction unit 81, and the speed instruction unit 82. Here, the memory corresponds to, for example, a nonvolatile or volatile semiconductor memory such as RAM, ROM, flash memory, EPROM, or EEPROM, a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, a DVD, or the like. To do.

  Note that some of the functions of the rotation speed calculation / correction units 71 to 74, the correction value calculation unit 75, the correction instruction unit 81, and the speed instruction unit 82 are realized by dedicated hardware, and a part thereof is software or firmware. It may be realized. For example, the functions of the rotation speed calculation / correction units 71 to 74 are realized by a processing circuit as dedicated hardware, and for the correction value calculation unit 75 and the correction instruction unit 81, the processing circuit is stored in a memory program. It is possible to combine dedicated hardware and software or firmware, such as realizing the function by reading and executing.

  As described above, the processing circuit can realize the functions described above by hardware, software, firmware, or a combination thereof.

  As a detailed description, the detection timing of the rotation angles of the wheels 31 to 34 and the motors 11 to 14 in the above-described stroke will be described with reference to FIG. FIG. 5 shows the rotation angle detection timing during inertial traveling in one of the driving devices 1 to 4 in relation to the traveling time and speed. In FIG. 5, the horizontal axis represents travel time, and the vertical axis represents speed.

  In FIG. 5, a broken line 501 indicates the inertia traveling speed of the vehicle itself, that is, the wheel outer peripheral speed Vj. An arrow 503 indicates a deformation amount of the elastic wheel, an arrow 504 indicates a reduction ratio shift amount, and an arrow 505 indicates a variation of the wheel diameter. An arrow 506 indicates a time length corresponding to one rotation of the wheel. A solid line 502 indicates the nominal wheel outer peripheral speed calculated from the motor rotational speed during inertial traveling. The nominal wheel outer peripheral speed is a value calculated from the nominal speed reduction ratio and the nominal wheel diameter of the actual motor rotation speed. If the reduction ratio and the wheel diameter are nominal values as designed, the calculated value of the solid line is the same as the value of the broken line. However, in reality, the wheel diameter and the reduction ratio differ from the nominal values due to processing errors and wear and deformation due to aging. Further, when the wheel 31 is an elastic wheel, the wheel 31 is provided with an elastic member 172 made of rubber or resin, as shown in FIG. As shown in FIG. 6, the elastic member 172 is elastically deformed by the wheel load 601 of the wheel 31, and therefore the rotation radius R <b> 2 when the wheel 31 has a wheel load shifts to the position of the center of rotation of the wheel 31. It becomes shorter than the rotation radius R1 when there is no. For this reason, since the traveling distance per unit rotation or the traveling speed when the wheel shaft is rotationally driven decreases, a difference occurs in the actual speed. Here, the wheel load 601 is a load applied to the wheel 31.

  For the above-described reason, as shown in FIG. 5, there is a difference between the wheel outer peripheral speed Vj during inertia running indicated by the broken line 501 and the wheel outer peripheral speed (solid line) calculated from the rotational speed of the electric motor 11 indicated by the solid line 502. In the example of FIG. 5, the rotational diameter of the wheel decreases due to elastic deformation of the elastic wheel, the reduction ratio is larger than the nominal value (decelerated to the lower speed side than the nominal value from the viewpoint of the electric motor), and the outer circumference of the wheel is The case where it is elliptical is shown. However, for the sake of simplicity, it is assumed that there are no elastic deformation amounts in the circumferential direction of elastic deformation and fluctuations in the reduction ratio during one rotation of the output shaft of the reduction ratio, although they are actually.

  In the present embodiment, since the rotation angles of the motors 11 to 14 are detected at every rotation of the wheel Nd (once in FIG. 5), the wheel diameter, the elastic deformation, and the fluctuations that occur during one rotation of the speed reducer. The deviation from the design value of the relationship between the rotation of the motors 11 to 14 and the wheel outer peripheral speed can be corrected without being affected by the above. Further, the difference in average diameter between the plurality of wheels is calculated and corrected from the rotation time for each rotation of the wheel Nd.

  As described above, the rails are used to measure the difference between the wheel diameters of the plurality of drive units and the difference caused by the speed reducer or the elastic wheels in the drive units, and to drive to correct the rotational speed of the motor. And the effect of suppressing idling / sliding between wheels.

  As described above, the independent wheel drive control device according to the present embodiment includes a plurality of drive devices 1 to 4 that are arranged on the carriage frame 201 attached to the vehicle and can be driven and controlled independently of each other. . Each drive device 1-4 is comprised from the wheels 31-34, the reduction gears 21-24, and the electric motors 11-14. The independent wheel drive control device includes a wheel rotation sensor 51 to 54 that detects the rotation angle of each wheel 31 to 34 for each drive device 1 to 4, and each of the electric motors 11 to 14 for each drive device 1 to 4. The motor rotation sensors 41 to 44 that detect the rotation angle, the correction instruction unit 81 that outputs a correction instruction when the vehicle is coasting on a straight road, and the wheel when the correction instruction is received from the correction instruction unit 81 Based on the detection results of the rotation sensors 51 to 54, the wheel rotation time required for the wheels 31 to 34 to rotate a preset number of times is calculated, and the wheels based on the detection results of the motor rotation sensors 41 to 44 are calculated. The rotation angle calculation unit 91 that calculates the motor rotation angle of the motors 11 to 14 that has changed during the rotation of the set number of times 31 to 34, and the wheel rotation time and the motor rotation angle calculated by the rotation angle calculation unit 91 Accordingly, the correction value calculation unit 75 for calculating the correction value for each of the driving devices 1 to 4 for canceling the rotational speed difference between the driving devices 1 to 4, and the correction value calculated by the correction value calculation unit 75 are calculated. The correction value recording unit 101 for recording, the speed instruction unit 82 for outputting a speed instruction for the electric motors 11 to 14 based on the operation of the vehicle driver while the vehicle is running, and the correction value recording unit 101 are recorded. A rotation speed correction unit 111 that outputs a correction speed instruction obtained by correcting the speed instruction from the speed instruction unit 82 based on the correction value, and the motors 11 to 14 are driven according to the correction speed instruction output from the rotation speed correction unit 111. And a drive control unit 121. With this configuration, the wheel rotation time and the motor rotation angle are calculated for each of the wheels 31 to 34, and a correction value for canceling the rotational speed difference between the drive devices 1 to 4 is calculated for each of the drive devices 1 to 4. As a result, the influence of the difference in wheel diameter, the difference in wheel rotation diameter due to elastic deformation of the elastic wheel, the difference in the reduction ratio of the reduction gear, etc., which causes the drive speed difference of each of the driving devices 1 to 4 is corrected. In addition, wear and noise due to slippage between the rail and the wheel during traveling can be reduced.

  Further, in the present embodiment, the rotation angles of the electric motors 11 to 14 are detected at the timing of each rotation of the wheel N (once in FIG. 5), so that the wheel diameter, the elastic deformation, and the reduction gear are each rotated once. The deviation from the design value of the relationship between the rotation of the motors 11 to 14 and the wheel outer peripheral speed can be corrected without being affected by the generated fluctuation.

  In the present embodiment, the motor rotation sensors 41 to 44 are provided separately from the motors 11 to 14, but the motor rotation sensors are not necessarily required. When the electric motor is controlled without a rotation sensor, an estimated value of the rotation angle calculated by a control device that controls the electric motor may be used.

  In the present embodiment, the correction instruction unit 81 that outputs a correction instruction when the vehicle is traveling on a straight road is provided. However, the correction instruction unit is not necessarily required. A correction instruction may be issued from the driver or the like when the condition that the vehicle is traveling along a straight road is satisfied.

Embodiment 2. FIG.
FIG. 7 is a partial block diagram illustrating a configuration of a control device provided in the independent wheel drive control device according to the second embodiment of the present invention. FIG. 7 is a diagram corresponding to FIG. 4 of the first embodiment described above. In FIG. 7, the rotation speed calculation / correction units 71 to 74 provided for the drive devices 1 to 4 are illustrated by taking the rotation speed calculation / correction unit 71 as an example. Since the configuration of the rotation speed calculation / correction units 72 to 74 is the same as that of the rotation speed calculation / correction unit 71, description thereof is omitted here. 7 is different from the configuration of FIG. 4 in that a correction value external output unit 131 is provided in FIG. 7 with respect to the configuration of FIG. Since other configurations are the same as those in FIG. 4, the same reference numerals as those in FIG. 4 are given, and description thereof is omitted here. Further, all other configurations and operations according to the present embodiment are the same as those in the first embodiment, and therefore, description will be given here with reference to FIGS. 1 to 3, 5, and 6. Is omitted.

  As shown in FIG. 7, in the present embodiment, a correction value external output unit 131 is provided. The correction value external output unit 131 is connected to the rotation speed calculation / correction units 71 to 74. The correction value external output unit 131 displays the correction values Csi and Cdi (i = 1, 2, 3, 4) recorded in the correction value recording units 101 to 104 of the rotation speed calculation / correction units 71 to 74, or Alternatively, output to the outside. The correction value external output unit 131 includes a display or an interface.

  The rotational speed calculation / correction unit 71 will be described as an example with reference to FIG. As shown in FIG. 7, the correction value external output unit 131 is connected to the correction value recording unit 101, reads out the values of the correction values Cs1 and Cd1 recorded in the correction value recording unit 101, and displays them or displays them externally. It has a function to output to the device. The correction value external output unit 131 may be a single unit shared with the other rotation speed calculation / correction units 72 to 74 or may be provided separately for each of the rotation speed calculation / correction units 71 to 74. Also good.

  The maintenance operator reads the correction values Csi and Cdi to the outside using the correction value external output unit 131 for each maintenance period of the driving devices 1 to 4 or a set period, and compares the changes over time. Therefore, it is used to specify the abnormality of the equipment and the replacement part. This will be specifically described.

  For example, if all or any of the values of Csi (i = 1, 2, 3, 4) related to the outer diameter of the wheel is reduced, all or any of the wheels 31 to 34 has been worn. I understand. For example, even if Cs1 decreases, the value of Cd1 does not change because it is a value detected in one rotation cycle of the wheel 31. That is, it can be determined that the change in Cs1 is caused by the change in the wheels 31.

  On the other hand, when the value of Cdi (i = 1, 2, 3, 4) changes, the wear of the tooth surfaces of the speed reducers 21 to 24, that is, the change in the reduction ratio due to the change in the pitch diameter of the gears, or This is caused by a change in elastic deformation due to deterioration of the elastic member 172 of the wheels 31 to 34. For this reason, it can be determined that the change in the value of Cdi is caused by the change in the speed reducers 21 to 24, the change in the elastic member 172, or both.

  As described above, according to the present embodiment, the correction values Csi and Cdi (i = 1, 2, 3, 4) recorded in the correction value recording unit 101 are displayed or output to the outside. Since the correction value external output unit 131 having the above is provided, the presence / absence of the change in the wheel diameter and the change in the speed ratio of the speed reducer can be determined based on the presence / absence of the change in the correction values Csi and Cdi. Can determine whether or not maintenance is necessary, and depending on whether or not the correction values Csi and Cdi have changed, the wheels 31 to 34 constituting the driving devices 1 to 4, their elastic members 172, and the speed reducers 21 to 21, respectively. Since it is possible to grasp which part has changed in 24 and to specify the maintenance site, unnecessary work such as disassembling the speed reducers 21 to 24 or removing the wheels 31 to 34 can be omitted, and maintenance can be performed. Effect is obtained such during and cost reduction.

Embodiment 3 FIG.
The present embodiment relates to a configuration that suppresses idling or sliding between a rail and wheels during traveling of a curved portion of a vehicle. FIG. 8 is a block diagram showing the configuration of the control device provided in the independent wheel drive control device according to the present embodiment, and FIG. 9 is provided in the independent wheel drive control device according to the present embodiment. It is a partial block diagram which shows the structure of a control apparatus.

  FIG. 8 is a diagram corresponding to FIG. 3 of the first embodiment. FIG. 9 is a diagram corresponding to FIG. 4 of the first embodiment described above. In FIG. 9, the rotation speed calculation / correction units 71 to 74 provided for the drive devices 1 to 4 are illustrated by taking the rotation speed calculation / correction unit 71 as an example. Since the configuration of the rotation speed calculation / correction units 72 to 74 is the same as that of the rotation speed calculation / correction unit 71, description thereof is omitted here.

  As can be seen from the comparison between FIG. 8 and FIG. 3, the difference in configuration between the present embodiment and the first embodiment is shown in FIG. 8 in which the left and right wheel speed difference correction units 191 to 194 and the left and right wheel speed difference are different. Calculation units 181 and 182 are added. 8 and 9, the correction value calculation unit 75 shown in FIGS. 3 and 4 is not shown for the sake of simplification, but actually, in the present embodiment as well. As in the first embodiment, it is assumed that a correction value calculation unit 75 is provided. The left and right wheel speed difference correction units 191 to 194 are provided for each of the driving devices 1 to 4. On the other hand, the left and right wheel speed difference calculation units 181 and 182 are provided for each pair of left and right drive devices. That is, the left and right wheel speed difference calculation unit 181 is provided for the driving devices 1 and 3, and the left and right wheel speed difference calculation unit 182 is provided for the driving devices 2 and 4. Other configurations and operations are the same as those in the first embodiment described above, and thus description thereof is omitted here.

  As shown in FIGS. 8 and 9, the left and right wheel speed difference correction units 191 to 194 are connected between the speed instruction unit 82 and the rotation speed calculation / correction units 71 to 74, respectively. During traveling, a desired speed instruction V0 is input from the speed instruction unit 82 to the left and right wheel speed difference correction units 191 to 194 by a driver's operation. The left and right wheel speed difference correction units 191 to 194 receive a speed instruction V0 ′ obtained by correcting a speed difference between a pair of left and right wheels based on correction values output from left and right wheel speed difference calculation units 181 and 182 described later. Calculate and output to rotation speed calculation / correction units 71-74.

  As shown in FIGS. 8 and 9, the left and right wheel speed difference calculation units 181 and 182 include motor rotation sensors 41 to 44, rotation speed calculation / correction units 71 to 74, and left and right wheel speed difference correction units 191. To 194. The right and left wheel speed difference calculation unit 181 provided for the driving devices 1 and 3 receives the corrected correction speed instruction V1 from the rotation speed correction units 111 and 113 of the rotation speed calculation / correction units 71 and 73. The detection results are input from the motor rotation sensors 41 and 43, and based on them, a correction value for the rotation speed in the direction of reducing the left and right speed difference is obtained and output to the left and right wheel speed difference correction sections 191 and 193. Similarly, the right and left wheel speed difference calculation unit 182 provided for the driving devices 2 and 4 receives corrected speed instructions from the rotation speed correction units 112 and 114 of the rotation speed calculation / correction units 72 and 74. At the same time, detection results are input from the motor rotation sensors 42 and 44, and based on them, a correction value for the rotation speed in the direction of reducing the left and right speed difference is obtained and output to the left and right wheel speed difference correction sections 192 and 194.

  As shown in FIG. 9, the left and right wheel speed difference calculation unit 181 includes a speed deviation measurement unit 185, 186, a left and right wheel speed difference determination unit 187, and a left and right wheel speed difference correction calculation unit 188. The configuration of the left and right wheel speed difference calculation unit 182 is the same as that of the left and right wheel speed difference calculation unit 181.

  Hereinafter, the operation of the present embodiment will be described with reference to FIG. The corrected correction speed instruction V1 output from the rotation speed correction unit 111 of the rotation speed calculation / correction unit 71 is input to the speed deviation measurement unit 185. A signal pulse detected by the motor rotation sensor 41 is also input to the speed deviation measuring unit 185. The speed deviation measuring unit 185 reads the correction speed instruction V1 from the rotation speed correction unit 111 at a preset time interval ΔTs, and counts the signal pulses from the motor rotation sensor 41 during ΔTs, so that the actual electric motor 11 rotation speed V1 'is calculated. The speed deviation measuring unit 185 further calculates a speed difference ΔV1 by the following equation (4).

    ΔVi = Vi′−Vi (4)

  Here, i = 1, 2, 3, and 4.

  On the other hand, the speed deviation measuring unit 186 calculates the speed difference ΔV3 on the electric motor 13 side in the same process as described above. That is, the corrected correction speed instruction V3 output from the rotation speed correction unit 111 of the rotation speed calculation / correction unit 73 is input to the speed deviation measurement unit 186. A signal pulse detected by the motor rotation sensor 43 is also input to the speed deviation measuring unit 186. The speed deviation measuring unit 186 reads the correction speed instruction V3 from the rotation speed correction unit 113 at a preset time interval ΔTs, and counts the signal pulses from the motor rotation sensor 43 during ΔTs, so that the actual electric motor 13 rotational speed V3 'is calculated. The speed deviation measuring unit 186 further calculates a speed difference ΔV3 by the above equation (4).

  Here, the meaning of the values of ΔV1 and ΔV3 will be described. When the vehicle travels on a curve, a driving force that moves forward in the traveling direction acts on the driving device (assumed to be driving device 1) located on the rail inside the curve due to the difference in the inner and outer diameters of the rail. On the other hand, a driving force (assuming the driving device 3) located on the rail outside the curve is applied with a braking force that is delayed in the direction of travel. Due to the acting force acting between the rail and the wheel, a slip occurs between the rail and the wheel, causing wear of the wheel and the rail. At this time, a difference ΔV1 occurs between the instructed correction speed instruction V1 and the actual rotation speed V1 ′ of the electric motor 11 at the rotation speed of the electric motor 11 inside the curve. Similarly, a difference ΔV3 occurs between the instructed correction speed instruction V3 and the actual rotation speed V3 ′ of the electric motor 13 at the rotation speed of the electric motor 13 outside the curve.

  ΔV1 and ΔV3 are input to the left and right wheel speed difference determination unit 187. The left and right wheel speed difference determination unit 187 obtains an absolute value of the difference between ΔV1 and ΔV3, and determines whether or not the absolute value is equal to or greater than a threshold value. If the result of the determination is that the threshold is greater than or equal to the threshold value, the left and right wheel speed difference determining unit 187 determines that correction is necessary, and sends the values of ΔV1 and ΔV3 and a correction instruction signal instructing correction of the left and right wheel speed difference to the left and right. Output to the wheel speed difference correction calculation unit 188. On the other hand, if the determination result is less than the threshold value, the left and right wheel speed difference determination unit 187 determines that correction is unnecessary and does not output a correction instruction signal.

  In the left and right wheel speed difference correction calculation unit 188, for example, if ΔV1 is a positive value, the speed instruction unit 82 is decelerated by ΔV1 and if ΔV1 is a negative value, the speed is incremented by ΔV1. A correction value for correcting the speed instruction is output to the left and right wheel speed difference correction unit 191. Similarly, in the left and right wheel speed difference correction calculation unit 188, for example, if ΔV3 is a positive value, the speed instruction unit is in a direction to decelerate ΔV3, and if ΔV3 is a negative value, in a direction to increase ΔV3. A correction value for correcting the speed instruction from 82 is output to the left and right wheel speed difference correction unit 193.

  The left and right wheel speed difference correction sections 191 and 193 correct the speed instruction V0 from the speed instruction section 82 based on the correction value input from the left and right wheel speed difference correction calculation section 188, respectively. The instruction V0 ′ is output.

  When the speed instruction V0 ′ is input to the rotation speed correction unit 111, the rotation speed correction unit 111 issues a signal to the correction value recording unit 101, and reads the correction values Cs1 and Cd1 from the correction value recording unit 101. Then, the rotation speed correction unit 111 calculates a correction speed instruction V1 according to the following equation (5) and outputs it to the drive control unit 121.

    V1 = V0 ′ × Cdi / Csi (5)

  Here, i = 1, 2, 3, and 4.

  The drive control units 121 and 123 calculate the current value to be output to the electric motors 11 and 13 based on the torque speed characteristics of the electric motors 11 and 13 based on the input V1. Then, the drive control units 121 and 123 rotate the electric motors 11 and 13 by supplying a current corresponding to the calculated current value.

  As described above, according to the present embodiment, since the correction value for correcting the speed command is calculated for each wheel inside and outside the curve even during the curve traveling, there are a plurality of driving devices 1 to 4. While correcting the difference in the wheel diameter and the difference due to the speed reducer and elastic wheel in the drive unit, the slip between the rail and the wheel (idling and sliding) is suppressed, and the wear of the rail and the wheel progresses and slips. The effect of reducing the resulting noise can be obtained.

  In addition, although this Embodiment gave and demonstrated the example applied to the structure of said Embodiment 1, you may make it apply to the structure of said Embodiment 2 not only in that case. That is, also in the present embodiment, the correction value external output unit 131 shown in the second embodiment may be provided.

Embodiment 4 FIG.
The wheel rotation sensors 51 to 54 of the above first to third embodiments only need to have a function for the wheels 31 to 34 to detect an integer rotation of one or more rotations. For the slit, the sensor structure and detection algorithm can be simplified, and the cost can be reduced.

  1, 2, 3, 4 Drive unit, 11, 12, 13, 14 Electric motor, 21, 22, 23, 24 Reducer, 31, 32, 33, 34 Wheel, 41, 42, 43, 44 Motor rotation sensor, 51 , 52, 53, 54 Wheel rotation sensor, 71, 72, 73, 74 Rotational speed calculation / correction section, 75 Correction value calculation section, 81 Correction instruction section, 82 Speed instruction section, 91 Rotation angle calculation section, 101 Correction value recording , 111 rotational speed correction unit, 121 drive control unit, 131 correction value external output unit, 152 motor shaft, 161 sun gear, 162 planetary gear, 163 internal gear, 164 planet carrier shaft, 165 wheel shaft, 166 wheel shaft bearing, 172 Elastic member, 173 bogie fixing frame, 174 mark for wheel rotation sensor, 175 rail contact wheel surface, 181, 182, 183, 184 left and right wheel speed Calculation unit, 191, 192, 193, and 194 left and right wheel speed difference correction unit, 201 bogie frame, 300 rail.

Claims (6)

An independent wheel drive control device having a plurality of drive devices capable of independently driving and controlling the wheels, each drive device having an electric motor,
The independent wheel drive control device further includes, for each drive device, a wheel rotation sensor that detects a rotation angle of each wheel,
Based on the detection result of the wheel rotation sensor, the wheel rotation time required for the wheel to rotate by a preset number of times set is calculated, and the rotation of the wheel by the set number of times is calculated based on the rotation angle of the motor. A rotation angle calculation unit for calculating the motor rotation angle of the electric motor between,
Correction for calculating a correction value for each driving device for canceling the rotational speed difference between the driving devices based on the wheel rotation time calculated by the rotation angle calculating unit and the rotation angle of the electric motor. A value calculator,
An independent wheel drive control device comprising: a rotation speed calculation / correction unit that calculates a correction speed instruction using the correction value calculated by the correction value calculation unit and a speed instruction to the electric motor based on an input from the outside. An electric motor rotation sensor for detecting the rotation angle of each electric motor for each of the driving devices;
A correction instruction unit that outputs a correction instruction when the vehicle provided with the wheels is coasting on a straight road; and
The rotation angle calculator is
When the correction instruction is received from the correction instruction unit, the wheel rotation time required for the wheel to rotate the set number of times is calculated based on the detection result of the wheel rotation sensor, and the motor rotation sensor Calculating the motor rotation angle of the motor during the set number of rotations of the wheel based on the detection result of
The independent wheel drive control device according to claim 1. The rotation speed calculation / correction unit is
A correction value recording unit for recording the correction value calculated by the correction value calculation unit;
A speed instruction unit that outputs a speed instruction to the electric motor based on an external input during traveling of the vehicle provided with the wheels;
Based on the correction value recorded in the correction value recording unit, a rotational speed correction unit that corrects the speed instruction from the speed instruction unit and outputs a correction speed instruction;
A drive control unit that drives the electric motor in accordance with the correction speed instruction output from the rotation speed correction unit,
The independent wheel drive control device according to claim 1 or 2. Each of the driving devices further includes a speed reducer,
The correction value calculated by the correction value calculation unit is:
A first correction value corresponding to a change in wheel diameter of the wheel of the drive device, calculated based on the wheel rotation time calculated by the rotation angle calculation unit;
A second correction value corresponding to a change in a reduction ratio of the reduction gear of the drive device and a change in elastic deformation of the wheel, which is calculated based on the electric motor rotation angle calculated by the rotation angle calculation unit. Including,
The independent wheel drive control device according to any one of claims 1 to 3. A correction value external output unit for outputting the correction value to the outside from the correction value recording unit;
The independent wheel drive control device according to claim 3. An electric motor rotation sensor for detecting the rotation angle of each electric motor for each of the driving devices;
Based on the rotation angle of the motor detected by the motor rotation sensor and the correction speed instruction output from the rotation speed correction unit, the actual rotation speed of the motor and the correction speed instruction for each motor. A speed deviation measuring unit for calculating a speed difference;
A left and right wheel speed difference determination unit that compares the speed difference calculated by the speed deviation measurement unit between the pair of left and right motors and determines whether or not speed correction between the corresponding pair of left and right wheels is necessary;
When the right / left wheel speed difference determination unit determines that the speed correction is necessary, the left / right wheel speed correction value for the rotational speed of the motor for reducing the speed difference between the pair of left and right wheels is calculated. Right and left wheel speed difference correction calculation unit,
Provided between the speed instruction unit and the rotation speed correction unit, the speed instruction from the speed instruction unit is corrected based on the left and right wheel speed correction value calculated by the left and right wheel speed difference correction calculation unit. A left and right wheel speed difference correction unit that outputs a left and right wheel correction speed instruction to the rotation speed correction unit;
The rotation speed correction unit receives the left and right wheel correction speed instruction from the left and right wheel speed difference correction unit instead of the speed instruction from the speed instruction unit, and records the correction recorded in the correction value recording unit. Outputting a corrected speed instruction in which the left and right wheel corrected speed instructions are corrected based on the value;
The independent wheel drive control device according to claim 3.

Images