RU2434761C1 - Electric train car control device - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: set of invention relates to electric train car control devices for drive wheel induction motor inverter control. Proposed device comprises control unit including first estimation unit connected with limitation unit, second estimation unit connected with output signal processing unit. Besides, control unit comprises switching unit connected with first and second estimation units, and process control unit connected with second estimation unit and output signal processing unit. Control unit generates magnitudes of instruction of target torque for multiple motors to kill drive wheel slippage state proceeding from drive wheel motor rpm. Estimation unit defines drive wheel slippage state proceeding from deviation of speed and acceleration from preset thresholds. Limitation unit limits decrease in magnitude of instruction of preset torque fed from outside in compliance with the result of estimation made by first estimation unit. Second estimation unit defines is axial speed acceleration exceeds first threshold magnitude. Output signal processing unit outputs torque instruction magnitude processed by limitation unit.

EFFECT: improved car controllability.

14 cl, 2 dwg

Description

The present invention relates to a device for controlling an electric train car, which carries out inverter control on asynchronous motors that drive the wheels of an electric train car. The present invention, in particular, relates to a device for controlling an electric train carriage, which has a function of controlling slipping during a traction operation and slipping during a braking operation.

State of the art

In the control device of an electric train car, the torque of asynchronous motors must be properly controlled so that the wheel does not slip to achieve smooth acceleration during the traction operation. For example, Patent Document 1 discloses a construction of an electric train car control device for controlling slippage during a traction operation. The control device of an electric train car drives four asynchronous motors to drive the four axles of the drive wheels with a single inverter.

In particular, a conventional electric train car control device calculates the speed of each axis on the basis of a detection signal recorded by one of four pulse generators, which individually detect the number of revolutions of four induction motors. Then, the maximum axial velocity and the minimum axial velocity are selected from the four axial velocities, and the velocity deviation ΔV is calculated. In addition, the minimum axial speed selected from the four axial speeds is defined as the reference speed V0, the reference acceleration α0 is calculated from the reference speed V0, and the accelerations from α1 to α4 axes are calculated from four axial speeds.

Based on the thus calculated: deviations of the velocity ΔV, the reference speed V0, the reference acceleration α0 and the axial accelerations from α1 to α4, it is estimated whether any wheels of the corresponding axles are in a slip state. For example, in the case when the slip occurs on one axis, the slip is detected when the speed deviation ΔV exceeds a predetermined value, or when any of the axial accelerations from α1 to α4 exceeds the reference acceleration α0, which is the slip detection level. When a slip state is detected, the limiting operation is performed so that the value of the current command that comes from the inverter to the induction motor is temporarily reduced from the initial value (target value). Thus, during slippage, the occurrence of abnormal vibration in the electric train car is prevented.

[Patent document 1-laid patent application of Japan No. 11-89005 (paragraphs [0002] - [0006], Fig.19)]

Summary of the invention

In the above conventional slip control, in which slip is detected based on a deviation between the axial acceleration and the reference acceleration, the change (deviation) of the acceleration can be accurately detected when the acceleration changes significantly. For example, the change in acceleration is as great as a predetermined acceleration: acceleration varies from 3.0 km / h / s to 5.0 km / h / s due to slipping when the predetermined acceleration is 4.0 km / h / s . The slip detection function then acts appropriately to temporarily limit the value of the current command. However, when the predetermined acceleration is 4.0 km / h / s and the acceleration varies, for example, from 3.9 km / h / s to 4.1 km / h / s, the change in acceleration may not be accurately detected because the change (deviation) of acceleration due to slippage is relatively small relative to a predetermined acceleration.

In the case when it is impossible to properly detect changes in acceleration due to slippage, it is impossible to properly control the speed, which can cause vibration of the electric train car, activation of the protective device, or even activation of emergency braking. This may impede the steady movement of the electric carriage. The above phenomenon is likewise applicable to slippage control during braking (deceleration).

The present invention has been made in view of the foregoing. It is an object of the present invention to provide an electric train car control device that can reliably detect slippage / slippage state and properly control torque even when the acceleration / deceleration change is too small so that the acceleration / deceleration of the electric train car can be detected using an acceleration deviation / slowdowns.

An electric train car control device according to an aspect of the present invention has a control unit that generates a target torque command value for a plurality of engines for suppressing a slipping condition of drive wheels based on engine speeds that drive a plurality of drive axles, the control unit comprising: a first unit estimates obtained using the axial speeds proper, which are the engine speeds, and the reference speed velocity, which is the minimum speed of the engine speeds, the deviation of the speed of each of the axial speeds from the reference speed and the acceleration deviation, and estimates the degree of slipping state of the drive wheels in accordance with the extent to which the speed deviation and acceleration deviation thus obtained exceed threshold values, which are determined individually; a restriction process unit that implements the restriction process to reduce a command value of a prescribed torque that is supplied externally in accordance with an evaluation result obtained by the first evaluation unit; the second evaluation unit, which determines the first threshold value that exceeds the absolute acceleration determined in accordance with the operating conditions of the vehicle with respect to the absolute acceleration, and evaluates whether the acceleration actually exceeds the axial speed, which is the maximum speed selected from the engine speeds, first threshold value; and an output processing unit that outputs the torque command value processed by the restriction process implementation unit as the target torque command value when the evaluation result obtained by the second evaluation unit is “no exceeding the first threshold value”, and outputs the target torque command value the moment subjected to the reduction process, which is carried out regardless of the result of the process obtained by the implementation unit of the restriction process, when the result is evaluated and obtaining a second judging unit is "exceeding the first threshold".

According to the present invention, a first threshold value is set with respect to the absolute acceleration determined in accordance with the operating conditions of the vehicle for detecting a change in acceleration for the axial speed itself, which has a maximum speed from rotational speeds of a plurality of engines that drive a plurality of drive axles. When the acceleration exceeds the first value, the value of the target torque command subjected to the reduction process, which is carried out regardless of the processing result of the restriction process unit, is output. Under accelerated driving conditions determined in accordance with the vehicle’s operating conditions, the slip condition can be reliably detected and torque control can be carried out appropriately even when the acceleration change is too small to be detected based on the acceleration deviation.

Brief Description of the Drawings

The invention is further explained in the description of the preferred embodiments with reference to the accompanying drawings, in which:

1 is a block diagram showing a partial structure of an electric train car control device according to an embodiment of the present invention;

figure 2 depicts a timing diagram of a slip control operation.

Description of preferred embodiments of the invention

Illustrative embodiments of a control device for an electric train car according to the present invention are described in detail below with reference to the accompanying drawings. The complete construction of the electric train car control device mainly includes a power conversion unit, to which a plurality of asynchronous motors are connected, which drive a plurality of driving wheel axles that are controlled; a control unit that estimates the slip state / slippage state during traction / braking based on the detection signals (PG signals) of the pulse generators (PG), which detect the corresponding number of revolutions of the plurality of asynchronous motors, and outputs a target torque command TP to cancel such states; and a computing unit that calculates the drive signal in accordance with the target torque command TP output by the control unit, and supplies it to the switching circuit of the power conversion unit. Induction motors are connected in parallel to the output terminal of the switching circuit.

1 is a block diagram showing a partial construction of an electric train car control device according to an embodiment of the present invention. To facilitate understanding of this invention, in the description of the following embodiment, a case is considered where the control unit, which is the main component, controls slippage during traction (acceleration), but this embodiment is also applicable to the case of slippage control during braking (deceleration).

1, PG signals in the range P1-Pn are detection signals from multiple pulse generators (PG). Each of the pulse generators detects the number of revolutions of the corresponding one of the asynchronous motors. Each of the engines drives a respective driving wheel axle, which is under control. In other words, the PG signals (P1-Pn) are speed signals that indicate the rotational speeds of the respective induction motors, i.e. rotational speeds of the respective drive wheels.

The set of frequency detection circuits 1 is provided in one-to-one correspondence with the PG signals (P1-Pn), but only one of them is shown in FIG. According to FIG. 1, one of the PG signals (P1-Pn), i.e. PG signal P1, is fed to frequency detection circuit 1. All PG signals (P1-Pn) are sent in parallel to the minimum frequency detection circuit 2 and the maximum frequency detection circuit 3.

The frequency detection circuit 1 detects the frequency of the corresponding PG signal (PG signal P1 in FIG. 1) in the PG signals (P1-Pn) and outputs it to the corresponding one of the acceleration detection circuits 4 and the speed difference detection circuits 5. Although not shown in FIG. 1, the plurality of acceleration detection circuits 4 and the plurality of speed difference detection circuits 5 are provided in one-to-one correspondence with the PG signals (P1-Pn) by analogy with the frequency detection circuits 1. Figure 1 shows each of the respective circuits.

The minimum frequency detection circuit 2 detects the minimum frequency from the PG signals (P1-Pn) and simultaneously outputs it to the acceleration detection circuits 4 and the speed difference detection circuit 5. On the contrary, the maximum frequency detection circuit 3 detects the maximum frequency of the PG signals (P1-Pn) and outputs it to the differentiator 6.

Each acceleration detection circuit 4 calculates an acceleration (hereinafter referred to as “reference acceleration” for convenience) by performing differential processing of the rotational speed of the drive wheel axis having a minimum frequency that has been detected by the minimum frequency detection circuit 2. In parallel with this, each acceleration detection circuit 4 calculates acceleration (hereinafter referred to as “axial acceleration proper” for convenience) by performing differential processing of the rotation speed (hereinafter, for convenience referred to as “axial velocity proper”) S1 of the drive wheel axis detected by a corresponding one from frequency detection circuits 1.

Then, each of the acceleration detection circuits 4 calculates an acceleration deviation between the axial acceleration itself and the reference acceleration, compares the calculated acceleration deviation with a predetermined threshold value, informs the slip detector 7 that the acceleration is normal when the acceleration deviation does not exceed a predetermined threshold acceleration, and informs the detector 7 that the acceleration is abnormal when the acceleration deviation exceeds a predetermined threshold acceleration, applying an excess value.

Each of the speed difference detection circuits 5 calculates the difference between the rotational speed of the drive wheel axis having the minimum frequency detected by the minimum frequency detection circuit 2 and the axial speed detected by the corresponding one of the frequency detection circuits 1, compares the speed difference with a predetermined threshold value, informs the slip detector 7 that the speed difference is normal when the speed difference does not exceed a predetermined threshold value, and together T slip detector 7 that the velocity difference is abnormal when the speed difference exceeds a predetermined threshold value is exceeded attaching.

Notification A1, indicating the “normality” or “anomaly” of acceleration corresponding to one of the axles of the drive wheels, comes from each acceleration detection circuit 4, and notification B1 indicating the “normality” or “anomaly” of the speed difference corresponding to one of the axles of the drive wheels comes from each detection circuit 5. Based on these notifications, the slide detector 7 determines the degree of slipping for all axles of the drive wheels. For example, if slippage is not detected, the value "1" is set. If slippage is detected, a specific value is set between "1" and "0" in accordance with the degree of anomaly indicated in the output signals of the acceleration detection circuit 4 and the speed difference detection circuit 5. The slip detection signal C1 for all axles of the drive wheels, indicating the degree of slip determined in this way, is fed to the multiplier 8.

Differentiator 6 calculates the acceleration (hereinafter referred to as “maximum acceleration” for convenience) S2 by differentiating the rotational speed of the drive wheel axis having a maximum frequency that is detected by the maximum frequency detection circuit 3 and outputs it to the first-order delay circuit 9.

The first-order delay circuit 9 is a filter that removes the noise components from the maximum acceleration signal S2 provided by the differentiator 6. The first-order delay circuit 9 introduces a delay equal to a predetermined time constant into the maximum acceleration signal S2 'from which the noise components are removed, and outputs it to one of the input terminals of the comparator circuit 10.

The absolute acceleration reference circuit 11 is a circuit that sets the absolute acceleration in accordance with the operating conditions of the vehicle that come from outside. The absolute acceleration setting circuit 11 outputs two threshold values to the other of the input terminals of the comparator circuit 10 (the threshold value of the maximum acceleration α1 as the first threshold value and the threshold value of the minimum acceleration α2 as the second threshold value), which are determined above and below the specified absolute acceleration, using a given absolute acceleration as a reference value. In other words, two threshold values (threshold value of maximum acceleration α1 and threshold value of minimum acceleration α2) are changed in accordance with the absolute acceleration, which is set in accordance with the operating conditions of the vehicle.

The comparator circuit 10 has a hysteresis function. The output signal is set to a predetermined level (a level having a logical value of "0" in the example of FIG. 1) when the maximum acceleration signal S2 'coming from the first-order delay circuit 9 exceeds the threshold maximum acceleration α1 produced by the absolute acceleration setting circuit 11 , and then, when the maximum acceleration signal S2 'falls below the minimum acceleration threshold value α2 provided by the absolute acceleration setting circuit 11, the output signal is again set to the reset level (logical value IE "1" in the example of figure 1).

In other words, an acceleration change that is too small to be detected based on an acceleration deviation (gradual acceleration change) according to conventional technology is detected by the absolute acceleration setting circuit 11 and the comparator circuit 10. The output S3 of the comparator circuit 10 is fed to another terminal of the multiplier 8 and also fed to the delay time generating circuit 12.

The multiplier 8 multiplies the slip detection signal C1 from the slip detector 7 to the output S3 of the comparator circuit 10 and outputs the result of multiplication by one of the input terminals of the multiplier 13. This means that when the logical value of the output S3 of the comparator circuit 10 is equal to the reset level (level " 1 "), the slip detection signal C1, issued by the slip detector 7, is supplied to the input terminal of the multiplier 13 as is, and when the logical value of the output S3 of the comparator circuit 10 is equal to the predetermined level (level" 0 "), the value" 0 "is inputted during e period when the logical value of the output S3 of the comparator circuit 10 is at a predetermined level.

The prescribed torque command TP "is externally supplied to another input terminal of the multiplier 13 in accordance with the commands and speeds. During the period when the input signal from the multiplier 8 is set to" 0 ", the multiplier 13 outputs the value" 0 "to the first-order delay circuit 14 When the logical value of the output S3 of the comparator circuit 10 is equal to the reset level (level "1"), the multiplier 13 converts the externally entered command of the prescribed torque TP "to the command of the prescribed torque TP 'by reducing, and the like. on it in accordance with the degree of slippage indicated by the slip detection signal C1, which is received from the multiplier 8, and outputs a command of the prescribed torque TP 'to the first-order delay circuit 14.

The delay time generating circuit 12 outputs a first level signal corresponding to a reset level when the comparator circuit 10 maintains a reset level without changing the output level. However, when the comparator circuit 10 changes the output level from the reset level to the predetermined level, the delay time generating circuit 12 outputs a second level signal corresponding to the predetermined level and maintains the second level for a certain period of time after the output level has changed to the predetermined level. The delay time generating circuit 12 maintains the second level even after the comparator circuit 10 returns the output level to the reset level. After a certain period of time, a first level signal corresponding to the restored reset level is output. The output S4 of the delay time generating circuit 12 is supplied to the first order delay circuit 14 as a control signal.

When the output level of the delay time generating circuit 12 is not changed and is maintained at the first level, the first order delay circuit 14 directly outputs a prescribed torque command TP ', with respect to which reduction is performed on the multiplier 13, and the like, as a target torque command TP.

In contrast, when the output level of the delay time generating circuit 12 changes from a first level to a second level, the first order delay circuit 14 continues to apply a large reduction process to the value of the target torque command TP, which was sent immediately before, during the time period when the output the level of the delay time generating circuit 12 is maintained at a second level. This is carried out independently of the prescribed torque command TP ', in relation to which reduction is performed, and the like. Thus, the first order delay circuit 14 outputs a highly limited target torque command TP. When the output level of the delay time generating circuit 12 returns to the initial first level, the above limitation ends. The first-order delay circuit 14 returns to an operation in which the prescribed torque command TP 'is output as is, with respect to which a reduction or the like is performed on the multiplier 13 as the target torque command TP.

The target torque command TP, which is output by the first-order delay circuit 14 described above, is supplied to a computing unit not shown, and a reduction is performed on the power conversion unit, and the like. in relation to the current supplied to all induction motors. Thus, the control of the output torque on all axles of the drive wheels.

Here in the description discloses the claims. The frequency detection circuit 1, the minimum frequency detection circuit 2, the acceleration detection circuit 4, the speed difference detection circuit 5, and the slip detector 7 together form the first evaluation unit. The absolute acceleration setting circuit 11 and the comparator circuit 10 together form a second evaluation unit. The multiplier 8 forms a process switching unit. The multiplier 13 forms a block for the implementation of the restriction process. The first order delay circuit 14 forms an output processing unit. The delay time generating circuit 12 forms a process control unit.

In the above construction, slip control is performed by a combination of frequency detection circuits 1, a minimum frequency detection circuit 2, an acceleration detection circuit 4, a speed difference detection circuit 5, a slip detector 7, a multiplier 13, and a first order delay circuit 14 based on acceleration deviation and speed deviation , if there is a significant change in acceleration during acceleration of an electric train car during traction.

Slip control carried out in the presence of a small change in acceleration during acceleration of an electric train car during traction is slip control according to this embodiment. This is realized by the maximum frequency detection circuit 3, the differentiator 6, the first-order delay circuit 9, the absolute acceleration setting circuit 11, the comparator circuit 10, the multiplier 8, the delay time generation circuit 12, and the first-order delay circuit 14.

Now, a slip control operation according to this embodiment is shown in FIG. 2 with reference to FIG. 1. Figure 2 shows a timing diagram of a slip control operation. To facilitate understanding, figure 2 shows the operation of each block at the time of slipping on one axis.

As S1 (axial speed proper) in FIG. 2 indicates, when the rotation speed (axial speed proper) detected for one of the axles of the drive wheels (in this example, the axis of the drive wheel having the maximum frequency) is constantly increasing at a substantially fixed a predetermined acceleration, and a small change in acceleration occurs due to slippage at time T ₀ , according to this embodiment, the slip control operation is activated. The change in acceleration increases until time T ₁ , then proceeds to decrease and disappears at time T2. The period between times T ₀ and T ₃ is the working period for the slip control operation according to this embodiment.

The maximum frequency detection circuit 3 detects the axis of the driving wheel having the maximum frequency from the axles of the driving wheels moving with a predetermined acceleration, and outputs the maximum frequency to the differentiator 6 with each detection. In this process, a small frequency change due to a slip event at time T ₀ can be detected by the maximum frequency detection circuit 3, and the acceleration S2 is determined by the differentiator 6 and enters through the first-order delay circuit 9 to the comparator circuit 10.

In Fig. 2, the change in acceleration S2 (differentiator output) of the drive wheel axis in a slip state detected by the maximum frequency detection circuit 3 is indicated with a threshold value of maximum acceleration α1 and a threshold value of minimum acceleration α2, which are set by comparator circuit 10 by absolute acceleration setting circuit 11.

As S3 (comparator output) indicates in FIG. 2, the comparator circuit 10 maintains the output level at a reset level having a logical value of “1” (hereinafter “normal state”) up to a point in time T ₀ at which slippage is controlled based on the detection signal slippage C1. Thus, the multiplier 8 supplies the slip detection signal C1 from the slide detector 7 directly to the multiplier 13, and therefore, the multiplier 13 outputs to the first-order delay circuit 14 a command of the prescribed torque TP 'obtained by performing a limiting process or the like. above the command “TP” prescribed by an external torque input in accordance with the slip detection signal C1.

As S4 (output of the delay time generation circuit) indicates in FIG. 2, the delay time generation circuit 12 stores the output level at the aforementioned first level, which is a high level (hereinafter, “level“ H ”) until time T ₀ , i.e. during the normal state. Thus, as indicated by S5 (target torque command TP) in FIG. 2, the target torque command TP ', in relation to which the restriction process and the like is carried out in accordance with the value of the slip detection signal C1 output as output and S5 of the first-order delay circuit 14 as a command of the target torque TP to a point in time T ₀ .

In this situation, as S1 (axial speed proper) in FIG. 2 indicates, if the slip occurs on the axis of the driving wheel at time T0, and the acceleration S2 of the detected axis of the driving wheel having the maximum frequency exceeds the threshold value of maximum acceleration α1, circuit 10 the comparator sets the output level as a given level having a logical value of "0", essentially at the same time as the moment T0.

When the output level S3 of the comparator circuit 10 is equal to a predetermined level having a logical value of "0", essentially at the same time as the moment T ₀ when the slip occurred, the outputs of the multipliers 8 and 13 are set to the value "0" independently from the value of the slip detection signal C1. Then, the delay time generating circuit 12 sets the output level as the aforementioned second level, which is low (hereinafter “L level”), and starts the operation of maintaining it until a certain period of time TL has elapsed, as indicated by S4 (output of the delay time generating circuit) to figure 2.

Thus, the first-order delay circuit 14 performs an operation of limiting at the initial moment of a certain time period TL to gradually reduce the target torque command TP that was sent immediately before, and the output S4 of the delay time generating circuit 12 is maintained at level “L” until time T ₃ for a certain period of time TL. Thus, the target torque command TP reaches a predetermined minimum value, for example, a value of “0”. In the example indicated by S5 (target torque command TP) in FIG. 2, the target torque command TP = 0 is set at time T ₁ .

Due to this process of limiting the target torque command TP, as indicated by S1 (axial speed) in FIG. 2, the speed that changes stops increasing and decreases at time T ₁ on the axis of the drive wheel having the maximum frequency at which slippage at time T ₀ . Then the acceleration S2 detected at time T ₁ will fall below the threshold value of the minimum acceleration α2. The comparator circuit 10 performs the operation of returning the output level to the reset level of the logical value "1". Thus, the outputs of the multipliers 8 and 13 no longer have a value of “0”, but acquire a value corresponding to the slip detection signal C1, and the output of the multiplier 13 is supplied to the first-order delay circuit 14.

However, a certain period of time TL, during which the delay time generating circuit 12 maintains the output level at the “L” level, is longer than the time period during which the comparator circuit 10 maintains the output level at a predetermined logic level of “0”. Thus, the delay time generating circuit 12 keeps the output level at the “L” level even after the comparator circuit 10 returns the output level to the reset level.

Thus, the first-order delay circuit 14 continues to output the target torque command TP with a value of “0”, regardless of the output value of the multiplier 13. A small change in acceleration occurring at a predetermined acceleration of the axis of the drive wheel having the maximum frequency at which the slip occurred at time T ₀ , disappears at time T2, as indicated by S1 (axial velocity proper) in FIG. 2. In other words, slippage is eliminated and disappears.

Figure 2 also reflects the change in acceleration S2 detected between times T ₁ and T ₂ . The comparator circuit 10 does not respond to the acceleration S2 detected between times T ₁ and T ₂ , since its value is lower than the threshold value of the maximum acceleration α1 and the threshold value of the minimum acceleration α2.

Then, the delay time generating circuit 12 raises the output level to “H” at time T ₃ after a certain period of time TL. Then, as indicated by S5 in FIG. 2, the first order delay circuit 14 starts at the end of a fixed time period TL an operation of gradually increasing the target torque command TP, which has been reduced to a value “0”, to a predetermined value indicated by the prescribed torque command TP ', which is output by the multiplier 13, during the time of the first-order delay element, with its subsequent return to a predetermined value. In figure 2, it returns to a predetermined value at time T ₄ .

As described, the threshold value of the maximum acceleration α1 is set for a small change in acceleration on the axis of the drive wheel having the maximum frequency detected by the maximum frequency detection circuit 3, which allows to detect a small change in acceleration. Thus, even in a situation where slippage occurs during the movement of an electric train car with a predetermined acceleration, but the change in acceleration is too small to detect slippage based on the acceleration deviation, the slip can be reliably detected, and the target torque command can be limited. This allows you to quickly carry out proper torque control to eliminate slippage, which increases the controllability of an electric train car.

As shown in FIG. 1, the threshold value of the maximum acceleration α1 for a small change in acceleration on the axis of the driving wheel having the maximum frequency is set by the absolute acceleration setting circuit 11, but the set value can be changed in accordance with various operating conditions of the vehicle. Therefore, the threshold value of the maximum acceleration α1 can always be set at the optimal level of slip detection. The threshold value of the minimum acceleration α2 is provided for resetting the comparator circuit 10 and, thus, is set to the desired value for control.

The vehicle operating conditions to be considered can be divided into the following cases (1) - (3).

(1) The vehicle operating conditions to be considered for a train consisting of wagons, each of which is equipped with the above-described control device of an electric train car according to this embodiment, constitute a malfunction of any of the control devices of the electric train car. In this case, since the maximum acceleration that can be achieved by the train consisting of the cars changes, the malfunction of the control device of the car of the electric train is detected by the vehicle monitoring device and the like, and the maximum acceleration that can be achieved by the train of the cars is set to the absolute acceleration specification circuit 11. In this case, the threshold value of the maximum acceleration α1, i.e. slippage detection level, changed compared to the case when all the control devices of the electric train car are working normally, and the associated minimum acceleration threshold value α2 is set by the comparator circuit 10 by the absolute acceleration determination circuit 11.

(2) In a train consisting of wagons, each of which is equipped with an electric train car control device according to the above described embodiment, the vehicle operating conditions to be considered are a specific driving mode adopted in the order of selecting an operation. The maximum acceleration that can be achieved by a train consisting of cars in this situation is different from the maximum acceleration of a train consisting of cars in regular driving mode. The maximum acceleration that can be achieved in a particular driving mode is set by the absolute acceleration setting circuit 11. In this case, the absolute acceleration setting circuit 11 sets the comparator circuit 10 to a threshold value of maximum acceleration α1, which is the slip detection level changed from the maximum acceleration that can be achieved by a train consisting of cars in a regular driving mode to maximum acceleration in a particular mode driving, and the associated threshold value of the minimum acceleration α2.

(3) In general, the occurrence of slippage tends to seasonal change throughout the year. For example, slippage occurs more often in the rainy season in June and fall season in autumn than in other seasons. Thus, the vehicle operating conditions to be considered for a train consisting of cars, each of which is equipped with an electric train car control device according to the above described embodiment, is a season recognized by a calendar function provided in the vehicle monitoring device and the like. In this case, the maximum acceleration that can be achieved by a train consisting of cars in a recognized season is set by the absolute acceleration task setting circuit 11. In this case, the threshold value of the maximum acceleration α1, which is the slip detection level changed in accordance with the recognized season, and the associated threshold value of the minimum acceleration α2 are set by the comparator circuit 10 by the absolute acceleration determination circuit 11.

Traction control during traction has been described above, but this processing is also applicable to slippage control during braking, i.e. deceleration operations. In other words, since deceleration occurs during deceleration, the characteristic line of the axial speed S1 proper shown in FIG. 2 tends to decrease. When slippage occurs, the speed additionally changes in the direction of decrease with respect to the deceleration of the car of the electric train.

This means that in the case of slip control to apply the relationship between the "maximum speed" and the "minimum speed" used in slip control, it must be reversed.

Thus, during the deceleration operation, the minimum frequency detection circuit 2 and the maximum frequency detection circuit 3 must be replaced in the structure indicated in FIG. The output of the maximum frequency detection circuit 3 is supplied to the acceleration detection circuit 4 and the speed difference detection circuit 5, while the output of the minimum frequency detection circuit 2 is supplied to the differentiator 6. The threshold value of the maximum deceleration α1 and the threshold value of the minimum deceleration α2 are sent to the comparator 10. Thus , you can similarly achieve slippage control.

In the actual electric train car control device, the blocks to which the minimum frequency detection circuit 2 and the maximum frequency detection circuit 3 are connected are switched, as described above, between the traction operation and the deceleration operation. In the aforementioned cases (1) to (3), in which the operating conditions of the vehicle are considered, the “maximum deceleration” for the deceleration operation is further determined.

Industrial applicability

As described above, the electric train car control device according to the present invention is useful for reliably controlling and slipping / slipping to increase the controllability of an electric train car moving with acceleration / deceleration determined in accordance with the operating conditions of the vehicle, even when the acceleration / deceleration is too small so that it can be detected based on the acceleration / deceleration deviation.

Legend List

1. Frequency detection circuit

2. Minimum frequency detection circuit

3. Maximum frequency detection circuit

4. Acceleration detection circuit

5. The scheme for detecting the speed difference

6. Differentiator

7. Slide detector

8. Multiplier

9. First-order delay circuit

10. Comparator circuit

11. The scheme of setting absolute acceleration

12. Delay time generation circuit

13. Multiplier

14. First-order delay circuit

Claims (14)

1. A control device for an electric train carriage comprising a control unit that is designed to generate a target torque command value for a plurality of engines to suppress a slipping state of drive wheels based on engine speeds that drive a plurality of drive axles, the control unit comprising a first evaluation unit, which receives using the actual axial speeds, which are the engine speeds, and the reference speed, which is the minimum speed from the rotational speeds of the engines, the deviation of the speed for each of the axial speeds from the reference speed and the acceleration deviation, and estimates the degree of slipping state of the drive wheels in accordance with how much the deviation of speed and the acceleration deviation obtained in this way exceed the thresholds that are determined by individually, a restriction process implementation unit that implements the restriction process to reduce a command value of a prescribed torque that is received from the outside, in accordance with the evaluation result obtained by the first evaluation unit, the second evaluation unit, which determines the first threshold value that exceeds the absolute acceleration determined in accordance with the operating conditions of the vehicle with respect to the absolute acceleration, and evaluates whether the acceleration per se axial speed, which is the maximum speed selected from the engine speeds, a first threshold value, and an output signal processing unit that outputs a value of of the torque command processed by the restriction process implementation unit as the target torque command value when the evaluation result obtained by the second evaluation unit is “no exceeding the first threshold value” and outputs the target torque command value subjected to the reduction process which is carried out regardless of the result of the process obtained by the implementation unit of the restriction process, when the evaluation result obtained by the second evaluation unit is “above s first threshold. " 2. A control device for an electric train carriage comprising a control unit for generating a target torque command value for a plurality of engines for suppressing a state of slipping of drive wheels based on engine rotation speeds that drive a plurality of drive wheel axles, the control unit comprising a first unit estimates obtained using the axial velocities proper, which are the rotational speeds of the engines, and the reference speed, which is is the maximum speed from the rotational speeds of the engines, the deviation of the speed of each of the axial velocities from the reference speed and the deceleration deviation, and estimates the degree of state of the drive wheel slippage in accordance with the extent to which the speed deviation and deceleration deviation obtained in this way exceed the threshold values determined by individually, a restriction process implementation unit that implements the restriction process to reduce a command value of a prescribed torque the one that comes from outside, in accordance with the evaluation result obtained by the first evaluation unit, the second evaluation unit, which determines the first threshold value that exceeds the absolute acceleration determined in accordance with the operating conditions of the vehicle with respect to the absolute acceleration, and evaluates exceeds whether the deceleration of the axial speed proper, which is the minimum speed selected from the engine speeds, the first threshold value, and the output signal processing unit, which outputs the torque command value processed by the restriction process implementation unit as the target torque command value when the evaluation result obtained by the second evaluation unit is “no exceeding the first threshold value”, and outputs the target torque command value subjected to the reduction process, which is carried out independently of the result of the process obtained by the implementation unit of the restriction process when the evaluation result obtained by the second evaluation unit , is "exceeding the first threshold value." 3. The device for controlling an electric train car according to claim 1 or 2, wherein the second evaluation unit is configured to determine, with respect to the absolute acceleration, a second threshold value that is lower than the absolute acceleration, to evaluate “exceeding the first threshold value” when the acceleration or deceleration exceeds the first threshold value, then maintaining the evaluation state of "exceeding the first threshold value" for a period until the acceleration or deceleration falls below the second threshold value, and return to the state The “no exceeding the first threshold value” screen after the acceleration or deceleration falls below the second threshold value, and the control unit further comprises a process switching unit that does not provide an evaluation result obtained by the first evaluation unit to a restriction process implementation unit during the evaluation period , in which the second evaluation unit maintains an evaluation state of "exceeding the first threshold value", and a process control unit that issues an instruction for accepting a process result from and the flow of the processing of the output restriction process when the second judging unit is in the evaluation of "absence of exceeding the first threshold", and issues an instruction to start the process of reducing the output processing unit when the second evaluation unit evaluates "exceeding the first threshold". 4. The control device of an electric train car according to claim 1 or 2, in which, when the vehicle’s operating conditions are such that the control devices of an electric train car are installed on a train consisting of cars, and a malfunction occurs in any of the control devices of the train car, absolute acceleration, determined in accordance with the operating conditions of the vehicle, is set equal to the maximum acceleration or maximum deceleration that can actually be achieved by a train consisting of wagons, with dnovremennym Troubleshooting electric train control device via the vehicle monitoring device. 5. The control device for an electric train car according to claim 3, wherein, when the vehicle’s operating conditions are such that the control devices for an electric train car are installed on a train consisting of cars, a malfunction occurs in any of the control devices of the train car, absolute acceleration defined in in accordance with the operating conditions of the vehicle, it is set equal to the maximum acceleration or maximum deceleration that can actually be achieved by a train consisting of wagons, from one by identifying a malfunction of the electric train car control device using the vehicle monitoring device. 6. The control device for an electric train car according to claim 1 or 2, wherein, when the vehicle’s operating conditions are such that the control devices for an electric train car are installed on a train consisting of cars and a specific driving mode is adopted, absolute acceleration determined in accordance with the conditions operation of the vehicle is set equal to the maximum acceleration or maximum deceleration that can be achieved by a train consisting of wagons in a particular driving mode. 7. The control device for an electric train car according to claim 3, wherein, when the vehicle’s operating conditions are such that the control devices for an electric train car are installed on a train consisting of cars, and a specific driving mode is adopted, the absolute acceleration determined in accordance with the operating conditions of the vehicle means, is set equal to the maximum acceleration or maximum deceleration that can be achieved by a train consisting of wagons in a particular driving mode. 8. The control device of an electric train car according to claim 1 or 2, wherein, when the vehicle’s operating conditions are such that the control devices of an electric train car are installed on a train consisting of cars, and the season is recognized using the calendar function provided in the vehicle monitoring device , the absolute acceleration determined in accordance with the operating conditions of the vehicle is set equal to the maximum acceleration or maximum deceleration that can be achieved then by train consisting of wagons in the recognized season. 9. The device for controlling an electric train car according to claim 3, wherein, when the vehicle operating conditions are such that the device for controlling an electric train car is installed on a train consisting of cars, and the season is recognized using the calendar function provided in the vehicle monitoring device, the absolute the acceleration determined in accordance with the operating conditions of the vehicle is set equal to the maximum acceleration or maximum deceleration that can be achieved by wagon ride in the recognized season. 10. A control device for an electric train carriage comprising a control unit for generating a target torque command value for a plurality of engines to suppress a slipping condition of drive wheels based on engine speeds that drive a plurality of drive axles, the control unit comprising a first unit estimates, which is obtained using the actual axial speeds, which are the rotational speeds of the engines, and the reference speed, which is the minimum speed from the rotational speeds of the engines, the deviation of the speed for each of the axial speeds from the reference speed and the acceleration deviation, and determines the degree of slipping state of the drive wheels in accordance with how much the deviation of speed and the acceleration deviation obtained in this way exceed the threshold values that are determined by individually, a restriction process unit that implements the restriction process to reduce a command value of a prescribed torque that I come from outside, in accordance with the evaluation result obtained by the first evaluation unit, the second evaluation unit, which is configured to determine the first threshold value that exceeds the absolute acceleration determined in accordance with the operating conditions of the vehicle, and the second threshold value that is lower than the absolute acceleration , with respect to absolute acceleration, the estimates of “exceeding the first threshold value”, when the acceleration of the axial velocity proper, which is the maximum velocity, is chosen of the engine’s rotational speed exceeds the first threshold value, then maintaining the “exceeding the first threshold value” assessment state for a period until the acceleration falls below the second threshold value, and returning to the “no exceeding the first threshold” assessment state after acceleration will fall below the second threshold value, the process switching unit, which prevents the evaluation result received by the first evaluation unit from being transmitted to the restriction process implementation unit during an evaluation ode in which the second evaluation unit maintains the evaluation state of “exceeding the first threshold value”, a process control (scheduling) unit that issues an instruction for accepting the process result from the restriction process implementation unit when the second evaluation unit is in the evaluation state of “no exceeding the first threshold values ”, and gives the instruction to start the process and provides a processing period longer than the evaluation period, in which the second evaluation unit evaluates“ exceeding the first threshold , and the output signal processing unit, which outputs, in response to the acceptance instruction, the torque command value processed by the restriction process implementation unit as the target torque command value, performs, in response to the process start instruction, the process of smoothly decreasing the target command value torque, which is derived immediately before, to a predetermined minimum value at the initial moment of the processing period, and starts the process of smoothly increasing the value of the target torque command from a predetermined minimum value to the value of the torque command received from the restriction process implementation unit at the end moment of the processing period, and thus outputs the value of the target torque command subjected to the reduction process, which is carried out independently of the process result obtained by the restriction process implementation unit. 11. A control device for an electric train carriage comprising a control unit for generating a target torque command value for a plurality of engines to suppress a slip condition of the drive wheels based on engine speeds that drive the plurality of drive axles, the control unit comprising a first unit estimates obtained using the axial velocities proper, which are the rotational speeds of the engines, and the reference speed, which is the maximum deviation from the rotational speeds of the engines, the deviation of the speed of each of the axial speeds from the reference speed and the deceleration deviation, and estimates the degree of state of the drive wheel slippage in accordance with how much the deviation of speed and the deceleration of deceleration thus obtained exceed the threshold values determined by individually, a restriction process implementation unit that implements a restriction process to reduce a command value of a prescribed torque, which comes from outside, in accordance with the evaluation result obtained by the first evaluation unit, the second evaluation unit, which is configured to determine a first threshold value that exceeds the absolute acceleration determined in accordance with the operating conditions of the vehicle, and a second threshold value that is lower than the absolute acceleration , in relation to absolute acceleration, estimates of "exceeding the first threshold value" when the deceleration of the axial speed proper, which is the minimum speed the value selected from the engine speeds exceeds the first threshold value, then maintaining the evaluation state of “exceeding the first threshold value” for a period until the deceleration falls below the second threshold value, and returning to the evaluation state of “not exceeding the first threshold value” after that as the deceleration drops below the second threshold value, the process switching unit, which prevents the evaluation result obtained by the first evaluation unit from being transmitted, to the ogre process execution unit during the evaluation period, in which the second evaluation unit maintains the evaluation state of "exceeding the first threshold value", the process control (scheduling) unit, which gives instructions for accepting the process result from the restriction process implementation unit, when the second evaluation unit is in the "absence" evaluation state exceeding the first threshold value ", and gives the instruction to start the process and provides a processing period longer than the evaluation period, in which the second evaluation unit evaluates" pre “raising the first threshold value”, and the output signal processing unit which outputs, in response to the acceptance instruction, the torque command value processed by the restriction process implementation unit as the target torque command value, performs, in response to the process start instruction, the process smoothly decreasing the value of the target torque command, which is brought immediately before to a predetermined minimum value at the initial moment of the processing period and starts the percent cc smoothly increasing the value of the target torque command from the predetermined minimum value to the value of the torque command coming from the restriction process unit at the end of the processing period, and thus outputs the value of the target torque command subjected to the reduction process which is carried out regardless of the result of the process obtained by the implementation unit of the restriction process. 12. The device for controlling an electric train car according to claim 10 or 11, wherein, when the vehicle’s operating conditions are such that the control devices for the electric train car are installed on a train consisting of cars, a malfunction occurs in any of the control devices for the train car, absolute acceleration, determined in accordance with the operating conditions of the vehicle, is set equal to the maximum acceleration or maximum deceleration that can actually be achieved by a train consisting of wagons, simultaneous detection of malfunction of an electric train car control device via the vehicle monitoring device. 13. The device for controlling an electric train car according to claim 10 or 11, wherein, when the vehicle’s operating conditions are such that the control devices for an electric train car are installed on a train consisting of cars, and a specific driving mode is adopted, absolute acceleration determined in accordance with the conditions operation of the vehicle is set equal to the maximum acceleration or maximum deceleration that can be achieved by a train consisting of wagons in a particular driving mode. 14. The device for controlling an electric train car according to claim 10 or 11, wherein, when the vehicle’s operating conditions are such that the control devices for an electric train car are installed on a train consisting of cars, and the season is recognized using the calendar function provided in the vehicle monitoring device , the absolute acceleration determined in accordance with the operating conditions of the vehicle is set equal to the maximum acceleration or maximum deceleration that can be achieved UTO train consisting of cars in the recognized season.

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