JP3499403B2 - Control method of right and left independent wheel electric bogie for railway vehicles - Google Patents

Description

BACKGROUND OF THE INVENTION [0001] [Technical Field of the Invention The present invention relates to a control method of the left and right independent wheel electric truck for railway vehicles. [0002] Conventionally, this type of technology includes, for example,
There were the following. An electric bogie for a railway vehicle generally uses a wheel set in which left and right wheels and a shaft rotate integrally. In such an integrated wheeled electric bogie, when it is deviated left and right in a straight line or passes through a curve, the wheel radius at the point of contact with the rail changes depending on the shape of the wheel tread. However, since the rotational speeds of the left and right wheels are always the same, there is a difference between the wheel peripheral speed and the train speed, and a slight slip occurs between the left and right wheels and rails, and a force proportional to these slips (creep force). Occurs. Due to the difference in the creep force between the left and right wheels, a yawing moment is generated in the wheel axle system, and self-steering is performed [(1) Otsuka Masayuki "Rolling stock-Research materials-"
Year)). On the other hand, an independent wheel electric bogie in which the left and right wheels can rotate independently can hardly expect a steering function like an integrated wheel axle. Therefore, in the conventional independent-wheel electric bogie, the wheelbase is changed by utilizing the change in wheel weight due to the inclination of the vehicle body, or the right and left direction restoring force of the wheelset is provided by devising the tread shape by gravity. The method is adopted [(2) Sato, Miyamoto, Fukasawa, Hayase; see "Motion Characteristics of Independent Wheeled Dolly Vehicle", Transactions of the Japan Society of Mechanical Engineers, Vol. 59, No. 566, C). FIG. 8 is a diagram showing an analysis model for one axis of such a conventional independent wheel electric bogie. As described above, since the torque of the left and right main motors M ₁ and M ₂ is independently controlled in the independent wheel electric bogie, a difference is provided between the torques of the left and right main motors M ₁ and M _2. Thus, a steering function equivalent to that of an integrated wheelset electric bogie can be added. [0008] The space between the vehicle body and the bogie frame is usually supported by a pillow spring or the like, but here, it is assumed that the body is a rigid body for simplification of description. The main motors M ₁ and M ₂ are a wheel-independent independent drive type permanent magnet synchronous motor that is currently under development [(3) Matsuoka, Oe, Kondo, Rabazuka, Kobayashi, Hasebe, Shiraishi; Development of Permanent Magnet Excitation Synchronous Motor "
2007 IEEJ National Convention Lecture Paper Collection]. Here, _xw : displacement amount in the x direction of the wheelset system, _xt : x of the bogie frame / body system.
Direction displacement amount y _w : Wheel shaft system y direction displacement amount y _t : Bogie frame / body system y
Direction displacement amount [psi: yawing angle of the wheel shaft based omega _L: L-side wheel rotational speed, ω _{R: R-side} wheel rotation speed k _x: axle box longitudinal direction support stiffness (single component) C _x: axle box longitudinal direction damping coefficient ( uniaxial min) k _y: a journal box horizontal direction damping coefficient (uniaxial minutes): axle box lateral direction support stiffness (single component) C _y. [0009] In the one-wheel axle electric bogie, a yawing moment is generated in the axle system due to a difference in creep force, and self-steering is performed. In this case, if it is displaced in the left-right direction by y _w, a yawing moment proportional to y _w is generated statically. On the other hand, when the rotational speed detection angular velocities of the left and right wheels are ω _Ldet and ω _Rdet for the independent wheel electric bogie, since the wheel peripheral speed at the contact point with the rail is the same for each of the left and right wheels,
The following equation holds. Y _w = [r _O (ω _Rdet −ω _Ldet )] / [α (ω _Rdet + ω _Ldet )] (1) where r _O is a standard wheel radius, and α is a tread surface gradient. [0011] Therefore, if you give the right traction motors M _1, the current difference is proportional to the expression (1) between M ₂ .DELTA.i _q (torque difference current) acts yawing moment axle system, performing the steering Can be. The drive control system is based on the assumption that a permanent magnet synchronous motor is driven by a voltage-type PWM inverter. In this method, the instantaneous torque of the main motor is controlled by controlling the torque current following the main magnetic flux established by the permanent magnet [(4) Matsuoka, Kondo, Oe, Hata,
Nakazawa, Hasebe, Shiraishi; "Prototype of permanent magnet synchronous motor drive control system for railway vehicles," Proceedings of the 1995 IEEJ National Conference. [0013] Torque current instruction value of the left and right traction motors are independently longitudinal movement of the vehicle and the lateral movement (current i _{q O-for} train acceleration and deceleration) (torque difference current .DELTA.i _q for steering) It is given by the following equation so that it can be controlled. [0014] _{i qR = i qO + Δi q} ... (2) i qL = i qO -Δi q ... (3) here, i _qR is the R (right) side main motor, i _qL is L (left)
It indicates the current command value of each side main motor. The left and right main motor currents are controlled to follow these command values. FIG. 9 shows a block diagram of the current control system of the main motor. In order to examine the basic effect of the steering control by the control system described above, a computer simulation was performed for straight running. The following preconditions were assumed for the simulation. (1) The model used for the simulation is the one-axis model shown in FIG.
A total of seven degrees of freedom were set for the wheel set system, and for the body and bogie frames. (2) The initial conditions are as follows: the deviation of the wheelset in the left-right direction during straight running, y _WO = 0.020 [m], and the train speed V _O = 10.
While meandering at 0 [m / s], power running is performed at i _O = 222.3 [A] (axle load 15t, acceleration 2.5 km / h / s), and steering control is started 0.5 seconds after that. . (3) The creep force acting between the rail wheels is proportional to the slip ratio, and saturation is not considered. At that time, the linear creep coefficient serving as the proportional coefficient was determined as f _c = 6044 [kN] based on the Carter's equation. FIG. 10 shows the result of the simulation. After the control is started at t = 0.5 (s), steering control is performed, and control is performed so that the deviation in the left-right direction of the wheelset system converges to zero. Therefore, in principle, a steering function can be added to the independent-wheel electric bogie by this control method. [0019] However, the above-described conventional control of the left and right independent wheel electric bogie has the following problems. In an independent wheel electric bogie in which the left and right wheels in the same axis can rotate independently, the torque of the left and right wheels in the same axis is also independently controlled. The left and right wheel torques inside the vehicle continue to be largely unbalanced, causing unexpected steering force on the wheel axle, which may lead to abnormal operation of the independent wheel bogie such as excessive lateral pressure and derailment. The present invention eliminates the above-mentioned problems, and when the left and right wheel torques within the same shaft become largely unbalanced,
Or greater when it is expected to become unbalanced, and an object thereof is to provide a control method of the left and right independent wheel electric bogie for rail vehicles simultaneously properly control the size of the left and right wheel torque in the same axis. [0022] The present invention SUMMARY OF THE INVENTION In order to achieve the above object, (1) In the control method of the left and right independent wheel electric bogie for rail vehicles, drive the left and right independent wheel electric bogie for rail vehicles or when braking, monitoring the difference between the left and right wheels of the torque in the same axis at all times, the difference between the torque for driving or braking the left and right wheels in the same axis is equal to or greater than a predetermined value, and programmable
If the timer continues for a certain period of time set by the timer
The torque of the left and right wheels of the torque for driving or braking the left and right wheels in the same axis is controlled by a switch in the power control unit.
It is turned off and both are controlled to 0. Therefore, it is possible to prevent abnormal operation of the independent wheel bogie such as extremely large lateral pressure and derailment. Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram of a control device for a right and left independent wheel electric bogie for a railway vehicle, showing a first embodiment of the present invention. Hereafter, 1 side has the same meaning as a side, and 2 side has the same meaning as b side,
It can be read as appropriate. In addition, in order to simplify the description, a plurality of wirings are simply indicated by one line. In this figure, reference numeral 1 denotes a fixed shaft fixed to a bogie main body (not shown), 2 denotes a motor stator provided on the fixed shaft 1, and 2a denotes a 1-side (a-side) motor stator. Reference numeral 2b denotes a stator of the two-side (b-side) electric motor. 3
Is a rotor of the motor, 3a is a 1-side rotor of the motor,
3b is a two-side rotor of the electric motor. 4 is a wheel, 4
a is the first wheel of the motor, and 4b is the second wheel of the motor. 5 and 6 are bearings, 5a is a bearing provided between the fixed shaft 1 and the first rotor 3a, 5b is a fixed shaft 1
6a is a bearing provided between the fixed shaft 1 and the one-side wheel 4a;
Is a bearing provided between the fixed shaft 1 and the second wheel 4b. Here, the first rotor 3a and the second rotor 3 of the electric motor
b is in the shape of a cup, and the outer opening is
It is firmly attached to the side surface. 7 is a rail, 7
a is a 1-side rail, 7b is a 2-side rail, 8 is a rotation speed sensor, 8a is a rotation speed sensor of the 1-side wheel 4a, 8b is 2
The rotation speed sensor 9 of the side wheel 4b is a vehicle speed sensor arranged on the vehicle. Therefore, the electric power supplied to the stator 2 of the electric motor, that is, the stator 2a of the first electric motor and the stator 2b of the second electric motor is supplied from the electric power supply device 10, and the supplied electric power is The left and right independent wheels meeting the predetermined conditions of the present invention can be individually controlled by the electronic control unit 20. The power supply device 10 includes a power source 11,
Power controller 12, voltage transformer 13 on one side (a side), current transformer 14 on one side (a side), voltage transformer 15 on two sides (b side), current transformation on two sides (b side) The container 16 is provided. The electronic control unit 20 includes a CPU (central processing unit) 21, a programmable timer (PT) 22 whose time can be freely set, and a ROM (read only memory) 23 in which programs are stored. R in which the torque difference threshold and various data (wheel radius r, etc.) are stored.
An AM (random access memory) 24, an input interface (I / F) 25, a coordinate conversion unit 26, an output interface (I / F) 27, and the like are provided. Generally, the electric power supplied to the motor is represented by P _m ,
Assuming that the rotation speed of the rotor is ω _m , the torque T is T = P _m / ω _m , and by detecting P _m ,
The wheel torque can be estimated. [0031] Hereinafter, the motor is described for the case of an AC _{motor, P m CALk = v dk i} dk + v qk i qk ... (4) where, P _{m CALk;} input active power of the motor, v _d; d-axis voltage , V _q ; q-axis voltage, _id ; d-axis current, _iq ; q-axis current, k = 1, 2,. Therefore, the torque difference between the first and second wheels based on the input active power of the motor can be detected as ΔP _{m CAL} = | P _m1 −P _m2 | (5) Then, the torque difference abnormality of the wheel is a case where the right and left torque difference abnormality detection active power threshold is equal to or more than a predetermined time. That is, ΔP _{m CAL} > P _{m lim} &t> t _lim where P _{m lim} is a left and right torque difference abnormality detection active power threshold and t _lim is a left and right torque difference abnormality detection time threshold. Hereinafter, the control method will be described more specifically with reference to FIG. In FIG. 1, in the case of a three-phase AC motor, a U-phase current I _u1 , a V-phase current I _v1 , and a V-phase current I _v1 are supplied from the power supply device 10 to the stators 2a and 2b of the motor, respectively.
W-phase current I _w1 , U-phase current I _u2 , V-phase current I _v2 , W
Each of the phase currents I _w2 is supplied. At this time,
The line voltage V is applied between the terminals of the stator 2a and the stator 2b.
_uv1 , _Vvw1 , _Vwu1 , and _Vuv2 , _Vvw2 , _Vwu2
Is applied. Of the voltage and current supplied to each of the stators 2a and 2b, at least two-phase currents and voltages are detected, and the currents and voltages supplied to the stators 2a and 2b are detected using the detected voltages and currents. , An input interface (I / F) 25, and a voltage and currents I _d1 , I _q1 , I _d2 , I _q2 , and V _{d1 of} a dq coordinate system that rotates in synchronization with a magnetic field in the motor in a coordinate conversion unit 26. , V _q1 , V
_d2 and _Vq2 , and the motor input power _Pm is calculated based on the above equation (4). The motor input power at this time may be calculated in a three-phase expression or a two-phase fixed coordinate expression. In calculating the motor input power, the calculation accuracy is improved by considering the loss and the like. Also, while the above description has been made using an AC motor as an example,
With respect to other types of motors such as DC motors, the motor input power can be obtained from the current and voltage in the same manner. Instead of directly detecting the current or the voltage, an actual current and voltage detector or the like may be omitted by using the one obtained by the control calculation. Further, the motor input power may be calculated from the input current and the input voltage of the power converter. Then, the one-side wheel 4a is driven by the excitation of the one-side stator 2a to which the electric motor input power is supplied,
The torque T _m1 is obtained. Similarly, the second-side wheel 4b is driven by the excitation of the second-side stator 2b to which the electric motor input power is supplied, and the torque _Tm2 is obtained. Hereinafter, the operation of the control device for a left-right independent wheel electric bogie for a railway vehicle according to the first embodiment of the present invention will be described with reference to FIG.
This will be described with reference to FIG. FIG. 2 is a flowchart showing the operation of the control device for a left-right independent wheel electric bogie for a railway vehicle according to the first embodiment of the present invention. (1) First, Va, ia, Vb and ib of the power supply device 10 and outputs ω _ma and ω _{mb of} the rotation speed sensor are read into the electronic control device 20 via the input interface 25 (step S1). [0042] (2) Next, the motor input power P _m is converted by the coordinate conversion unit 26 calculates the data in CPU 21, based on the above formula _{(T = P m / ω m} ), 1 -side and 2
The torque of the side wheels 4a and 4b is estimated (step S
2). (3) Next, the first wheel 4a and the second wheel 4b
Torque difference which torque difference is stored in the RAM24 of checking whether the threshold or more (Step S3). (4) Next, if the result of step S3 is YES, the programmable timer 22 waits for a predetermined time.
For example, it is checked whether or not the setting is continued for 5 seconds or more (step S4). (5) If YES in step S4, it is detected as a torque difference abnormality (step S5). (6) In that case, an output signal is sent to the power control unit 12 via the output interface 27, and for example, a switch (not shown) in the power control unit 12 is turned off.
F, the torque of both wheels 4a, 4b is "0"
(Step S6). FIG. 3 is a diagram showing a specific result of a test for detecting an abnormality in right and left torque difference, and FIG. 4 is a diagram for explaining FIG.
FIG. 3A shows one-side q-axis current Iq ₁ , and FIG.
The shaft current Iq ₂ , FIG. 3C shows the rotation speed ω _m1 of the one-side motor,
FIG. _3D shows the rotation speed ω _m2 of the two-side motor, and FIG.
Torque T _{m CAL1} side motor, FIG. 3 (f) is the torque T _{m CAL2} two side motors 3 (g) is yawing angle [psi _W, FIG. 3
(H) shows the left and right displacements Y _W respectively. As is apparent from these figures, the current i ₂ supplied to the stator 2b on the second side suddenly drops at time t ₁ (see FIG. 3B), and T
_{m CAL2} suddenly drops (see FIG. 3 (f)). Therefore, if the state continues until time t ₂ after 5 seconds, the operation of the electronic control device 20, the torque T _m of a two-side wheel 4b _CAL2
Is controlled to "0" and the T of the wheel 4a on the one side is controlled.
_{m CAL1 is} also controlled to “0” (see FIG. 3E). Next, a second embodiment of the present invention will be described. FIG. 5 is a schematic configuration diagram for explaining a second embodiment of the present invention, and FIG. 6 is a schematic diagram of traveling of wheels. In FIG. 5, 31 is a fixed shaft, 32a is 1
Side wheel, 32b is a 2 side wheel, 33a is a 1 side rail, 33
b is a two-side rail. [0052] In FIG. 6, 32 wheels, 33 rail, T _m is motor torque, f _w is the tangential force (rail wheel between transmission force), v _b the vehicle speed, omega _m are the wheel rotational speed, r is The radius of the wheel. When the wheels 32 are driven on the rail 33, the configuration is as shown in FIG. Then, the wheels 32 idle, that is,
v <in the case of rω _m, T _{m> b} a f _w × r _w. In FIG. 5, the left and right independent wheel electric truck 1
When the side wheel 32a idles, if the slipping re-adhesion control (motor torque reduction) is performed, f _w1 <f _w2 . In other words, the yaw angle Ψ _W ≠ 0, and becomes unstable. Therefore, when the first wheel 32a of the left and right independent wheel electric bogie idles, as shown in FIG.
Control is performed using the electronic control unit 20. FIG. 7 is a flowchart showing the operation of the control device for a left-right independent wheel electric bogie for a railway vehicle according to a second embodiment of the present invention. (1) First, Va, ia, Vb, ib of the power supply device 10, outputs ω _ma , ω _{mb of} the rotation speed sensor, and output vb of the vehicle speed sensor are input to the electronic control unit 20 through the input interface 25. (Step S1)
1). (2) Next, it is checked whether or not the wheels are idling based on v _b <rω _m (step S1).
2). Here, v _b is determined by the vehicle speed sensor 9, and r is determined by the radius of the wheel stored in the RAM 24.
ω _m is provided as data by the rotation speed sensors 8a and 8b of the wheels 32a and 32b, respectively. (3) If YES in step S12, it is detected as an idling abnormality (step S13). (4) In this case, an output signal is sent to the power control unit 12 via the output interface 27, and the torque of the wheel on the idling side and the torque of the wheel on the sticking side are controlled to be reduced together with the torque of the wheel on the idling side. That is, the torque is gradually reduced until the idling side wheel stops spinning, and the torque is similarly and simultaneously reduced on the sticky side (step S14). (5) If NO in step S12, the data is calculated by the CPU 21 and the above equation (T =
P _m / ω _m ), the first and second wheels 32a, 32
The estimation of the torque b and the estimation of the wheel idling are performed (step S15). (6) Next, the first wheel 32a and the second wheel 3
It is checked whether or not the torque difference 2b is equal to or greater than the torque difference threshold stored in the RAM 24 (step S16). (7) Next, if step S16 is YES, it is determined that the timer
It is checked whether or not the setting set in Step 2, for example, continues for 5 seconds or more (Step S17). (8) If step S17 is YES, a torque difference abnormality is detected (step S1).
8). (9) Next, both wheel torques are controlled to "0" (step S19). As described above, when the first wheel 32a detects idling, the torque of the second wheel 32b, which does not cause idling, is reduced as in the case of the idling first wheel 32a. Balance of adhesive strength (f _w1 ≒
_fw2 ) can be taken, and the vehicle can be shifted to stable running. In the above embodiment, an AC motor has been described, but it goes without saying that a DC motor can be used. The present invention is not limited to the above-described embodiment, and various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention. As described above, according to the present invention, the following effects can be obtained. ( A) When the left and right wheel axle torques in the same shaft are largely unbalanced or are expected to be greatly unbalanced, the magnitudes of the left and right wheel torques in the same shaft are simultaneously adjusted appropriately. And a control device for the right and left independent wheel electric bogie that controls the vehicle. ( B) It is possible to prevent abnormal operation of the independent wheel bogie such as extremely large lateral pressure and derailment. ( C) It is possible to prevent the wheel from slipping or expanding the sliding, and also to prevent abnormal operation of the independent wheel bogie such as excessive lateral pressure and derailment.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a configuration diagram of a control device for a left-right independent wheel electric bogie for a railway vehicle, showing a first embodiment of the present invention. FIG. 2 is an operation flowchart of a control device for a left-right independent wheel electric bogie for a railway vehicle according to a first embodiment of the present invention. FIG. 3 is a diagram showing specific results of a left-right torque difference abnormality detection test. FIG. 4 is a diagram for explaining terms related to FIG. 3; FIG. 5 is a schematic configuration diagram for explaining a second embodiment of the present invention. FIG. 6 is a schematic diagram of traveling of wheels according to a second embodiment of the present invention. FIG. 7 is an operation flowchart of a control device for a left-right independent wheel electric bogie for a railway vehicle, showing a second embodiment of the present invention. FIG. 8 is a diagram showing an analysis model for one axis of a conventional independent wheel electric bogie. FIG. 9 is a block diagram of a current control system of a conventional main motor. FIG. 10 is a diagram showing a result of a simulation of a conventional system. DESCRIPTION OF SYMBOLS 1, 31 Fixed shaft 2 Stator 2a of motor 1-side (a side) Stator 2b of motor 2-side (b side) Stator of motor 3 Rotor 3a of motor 1-side rotor 3b of motor Two-side rotors 4 and 32 of the motor Wheels 4a and 32a One-side wheels 4b and 32b of the motor Two-side wheels 5 and 6 of the motor Bearing 5a Bearing 5b provided between the fixed shaft and the one-side rotor Fixed shaft and two-side rotation Bearing 6a provided between child bearings 6b provided between fixed shaft and one-side wheel Bearing 7,33 provided between fixed shaft and two-side wheel Rails 7a, 33a One-side rail 7b, 33b Two-side rail 8 Wheel rotation speed Sensor 8a One-side wheel speed sensor 8b Two-side wheel speed sensor 9 Vehicle speed sensor 10 disposed on the vehicle Power supply device 11 Power supply 12 Power control unit 13 Voltage conversion on one side (a side) 14 1-side (a-side) current transformer 15 2-side (b-side) voltage transformer 16 2-side (b-side) current transformer 20 Electronic control unit 21 CPU (central processing unit) 22 Programmable timer (P .T) 23 ROM (read only memory) 24 RAM (random access memory) 25 input interface (I / F) 26 coordinate converter 27 output interface (I / F)

──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Hideyuki Shimizu 1 Toshiba-cho, Fuchu-shi, Tokyo Inside the Toshiba Fuchu plant (72) Inventor Yosuke 1 Toshiba-cho, Fuchu-shi, Tokyo Toshiba Fuchu plant (56) References JP-A-7-212916 (JP, A) JP-A-8-242506 (JP, A) JP-A-62-89403 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 3/00 B60L 9/00-9/32 B60L 15/00-15/38 H02P 7/63 303

Claims (1)

(57) [Claims 1] In a control method of a left-right independent wheel electric bogie for a railway vehicle, (a) when driving or braking the left-right independent wheel electric bogie for a railway vehicle, (B) the difference in torque for driving or braking each of the left and right wheels in the same axis is greater than or equal to a predetermined value and is programmable.
In the case of continuing for a predetermined time set by the timer, the torque of the left and right wheels of the torque for driving or braking the left and right wheels in the same axis is turned on by a switch in the power control unit.
In the off, independent left and right wheels electric bogie control method for a railway vehicle, characterized in that as both controlled to zero.