JP3798685B2

JP3798685B2 - Electric vehicle control device

Info

Publication number: JP3798685B2
Application number: JP2001360444A
Authority: JP
Inventors: 伸一戸田; 育雄安岡
Original assignee: Toshiba Corp
Current assignee: Toshiba Corp
Priority date: 2001-11-27
Filing date: 2001-11-27
Publication date: 2006-07-19
Anticipated expiration: 2021-11-27
Also published as: JP2003164016A

Description

【０００１】
【発明の属する技術分野】
本発明は空転・滑走時の再粘着制御に特徴を有する電気車制御装置に関する。
【０００２】
【従来の技術】
図１２に従来の電気車制御装置における空転・滑走時の再粘着制御例を示す。電力変換器１０１で駆動される複数台のモータ１０２の回転数検出器１０３各々の回転数信号を速度演算部１０４にて速度信号に変換する。空転・滑走検知部１０５では速度信号の速度変化率を求め、その速度変化率に基づいて空転・滑走を判別する。トルク絞り・復帰演算部１０６はこの空転・滑走判別信号に応じて、トルク絞り量あるいは復帰量を演算して出力する。トルク指令パターン出力部１０７はトルク指令パターンを出力する。加算器１０８はトリル絞り・復帰演算部１０６の出力とトルク指令パターン出力部１０７の出力とを加算（ここでは減算）し、変換器トルク指令として出力する。
【０００３】
図１３は、空転時を例としてこれらの動きを説明したものである。時点ｔ11に空転・滑走検知のフラグをセットして再粘着制御を開始し、時点ｔ12に空転・滑走検知を解除したとすれば、トルク指令はその後、時定数τの一次遅れで元の指令値ｑ₀に復帰する。
【０００４】
このとき、レールと車輪の粘着力が低下したままであると、元の指令値ｑ０に戻る前に再空転し（時点ｔ13）、再び再粘着制御が実行され（時点ｔ14）、トルク指令カーブは、図１３の一点鎖線Ａに示した動きとなる。
【０００５】
【発明が解決しようとする課題】
上述のように、従来の電気車制御装置による空転・滑走時の再粘着制御では、雨天などで車輪の粘着力が低下すると、空転→再粘着→空転の事象が頻繁に繰り返され、電気車として加速性能の低下、乗り心地の低下を招く問題点があった。
【０００６】
本発明は、このような従来の問題点に鑑みてなされたもので、空転・滑走の発生頻度を低減し、加速性能及び乗り心地の向上が図れる電気車制御装置を提供することを目的とする。
【０００７】
【課題を解決するための手段】
請求項１の発明は、電気車の空転又は滑走を検知してトルクを絞り、その後トルクを復帰させる再粘着制御を行う電気車制御装置において、電動機の回転数信号より駆動軸車輪の空転又は滑走を検知する空転・滑走検知手段と、前記電動機の回転数信号より車体速度を推定演算する車体速度推定手段と、前記車体速度推定手段の求める車体速度と前記電動機の回転数信号より、前記空転・滑走検知手段が空転又は滑走を検知している間の、駆動軸車輪のレールに対するすべり速度の最大値（最大すべり速度）を演算する最大すべり速度演算手段と、前記最大すべり速度をＸとして、粘着力係数Ｙの最大すべり速度Ｘに対してあらかじめ設定してある関数Ｙ＝−Ａ・Ｘ＋Ｂ（Ａ，Ｂ定数）により粘着力係数を求める粘着力係数演算手段と、空転又は滑走を検知して駆動トルクを絞り、その後駆動トルクを復帰させる目標値を演算する際、前記粘着力係数演算手段により前記最大すべり速度に基づいて演算された粘着力係数に応じて粘着力係数が大きい時はトルクを復帰させる目標値を大きくし、小さい時はトルクを復帰させる目標値を小さくするトルク復帰目標値操作手段とを備えたものである。
【０００８】
請求項２の発明は、電気車の空転又は滑走を検知してトルクを絞り、その後トルクを復帰させる再粘着制御を行う電気車制御装置において、電動機の回転数信号より駆動軸車輪の空転又は滑走を検知する空転・滑走検知手段と、前記電動機の回転数信号より車体速度を推定演算する車体速度推定手段と、前記空転・滑走検知手段が空転又は滑走を検知した時に、前記車体速度推定手段の求める車体速度と前記電動機の回転数信号より、駆動軸車輪のレールに対するすべり速度を演算するすべり速度演算手段と、空転又は滑走を検知してトルク指令を絞り、その後トルク指令を復帰させる際、前記すべり速度演算手段で演算したすべり速度が予め設定された値以上になったことを検知してトルク指令を復帰させる動きを停止し、その時点のトルク指令値を保持するトルク指令操作手段とを備えたものである。
【０００９】
請求項３の発明は、電気車の空転又は滑走を検知してトルクを絞り、その後トルクを復帰させる再粘着制御を行う電気車制御装置において、電動機の回転数信号より駆動軸車輪の空転又は滑走を検知する空転・滑走検知手段と、前記電動機の回転数信号より車体速度を推定演算する車体速度推定手段と、前記車体速度推定手段の求める車体速度と前記電動機の回転数信号より、前記空転・滑走検知手段が空転又は滑走を検知している間の、駆動軸車輪のレールに対するすべり速度の最大値（最大すべり速度）を演算する最大すべり速度演算手段と、前記最大すべり速度をＸとして、粘着力係数Ｙの最大すべり速度Ｘに対してあらかじめ設定してある関数Ｙ＝Ａ／（Ｘ＋Ｂ）（Ａ、Ｂ定数）により粘着力係数を求める粘着力係数演算手段と、空転又は滑走を検知して駆動トルクを絞り、その後駆動トルクを復帰させる目標値を演算する際、前記粘着力係数演算手段により前記最大すべり速度に基づいて演算された粘着力係数に応じて粘着力係数が大きい時はトルクを復帰させる目標値を大きくし、小さい時はトルクを復帰させる目標値を小さくするトルク復帰目標値操作手段とを備えたものである。
【００１０】
請求項４の発明は、電気車の空転又は滑走を検知してトルクを絞り、その後トルクを復帰させる再粘着制御を行う電気車制御装置において、電動機の回転数信号より駆動軸車輪の空転又は滑走を検知する空転・滑走検知手段と、前記電動機の回転数信号より車体速度を推定演算する車体速度推定手段と、前記車体速度推定手段の求める車体速度と前記電動機の回転数信号より、前記空転・滑走検知手段が空転又は滑走を検知している間の、駆動軸車輪のレールに対するすべり速度の最大値（最大すべり速度）を演算する最大すべり速度演算手段と、前記最大すべり速度をＸとして、粘着力係数Ｙの最大すべり速度Ｘに対してあらかじめ設定してある関数Ｙ＝−Ａ・Ｘ^２＋Ｂ（Ａ，Ｂ定数）により粘着力係数を求める粘着力係数演算手段と、空転又は滑走を検知して駆動トルクを絞り、その後駆動トルクを復帰させる目標値を演算する際、前記粘着力係数演算手段により前記最大すべり速度に基づいて演算された粘着力係数に応じて粘着力係数が大きい時はトルクを復帰させる目標値を大きくし、小さい時はトルクを復帰させる目標値を小さくするトルク復帰目標値操作手段とを備えたものである。
【００１１】
請求項５の発明は、請求項１、３、４の電気車制御装置において、前記空転・滑走検知手段は、車輪の加速度あるいは減速度があるしきい値を超えたら空転・滑走検知信号をセットし、可変電圧可変周波数方式で駆動されている車輪と他の車輪との速度差があるしきい値以下になったら空転・滑走検知信号をリセットすることを特徴とするものである。
【００１２】
【発明の実施の形態】
以下、本発明の実施の形態を図に基づいて詳説する。図１は本発明の第１の実施の形態の構成を示している。トルク指令演算部１は運転台のノッチ指令に応じたトルク指令Ｔｓを演算する。空転・滑走検知部２は電気車の各駆動軸の速度から空転又は滑走を検知し、空転・滑走検知信号を出力する。最大速度演算部（ＭＡＸ）３は各駆動軸の速度の最大値を演算する。最低速度演算部（ＭＩＮ）４は各駆動軸の速度の最小値を演算する。車体速度推定部５はＭＩＮ４の演算した速度最小値から車体速度を推定する。加算器６は、ＭＡＸ３で演算された最大速度とＭＩＮ５で演算された最小速度との差を、車輪とレール間のすべり速度として演算する。
【００１３】
最大すべり速度演算部７は、空転・滑走検知部２で検知された空転・滑走検知信号が出力されている間の最大すべり速度Ｘを演算する。粘着力係数演算部８は、最大すべり速度演算部７で演算された最大すべり速度から粘着力係数Ｙを演算する。トルク指令ラッチ部１１は、空転・滑走検知部２により検知された空転・滑走検知信号の立ち上がりで空転前のトルク指令をラッチする。
【００１４】
乗算器９は、粘着力係数演算部８の求めた粘着力係数Ｙとトルク指令ラッチ部１１のラッチした空転前のトルク指令とから粘着力Ｔμを求める。加算器１０は、トルク指令演算部１の演算したトルク指令Ｔｓからこの乗算器９の出力する粘着力Ｔμを差し引いて粘着時の絞り量ΔＴadhを求める。空転・滑走検知部２で検知された空転・滑走検知信号が出力されている間、絞り量△Ｔを出力する変化率リミッタ１５の前段の絞り量切換スイッチ１４がトルク指令Ｔｓ側に切り替わり、変化率リミッタ１５の出力する絞り量△Ｔはトルク指令Ｔｓに向かって増加を始める。
【００１５】
一方、オフディレイタイマ（ＯＦＦＴＤ）１２は、空転・滑走検知部２の出力する空転・滑走検知信号に一定時間のＯＦＦディレイを持たせる。そこで、空転・滑走検知部２から空転・滑走検知信号が出力されれば、このＯＦＦディレイ信号は粘着力保持信号として粘着力出力切換スイッチ１３の出力は△Ｔadhに切り替える。このため、空転・滑走検知部２からの空転・滑走検知信号がなくなると、絞り量切換スィッチ１４は粘着力切換スイッチ１３の出力側に切り替わり、変化率リミッタ１５の入力は△Ｔadhとなり、絞り量△Ｔはある傾きで△Ｔadhまで減少する。
【００１６】
その後、粘着力保持信号は、空転・滑走検知信号が解除されてから一定のＯＦＦディレイ時間後に解除されるので、粘着力切換スイッチ１３の出力は０となり、絞り量△Ｔは０まである傾きで減少する。
【００１７】
駆動トルク指令Ｔrefは、加算器１６によりトルク指令演算部１の出力するトルク指令Ｔｓから変化率リミッタ１５の出力する△Ｔを差し引いた値である。このため、空転・滑走検知部２が空転を検知すると、空転・滑走検知信号が出力されている間はある傾きで減少し、空転・滑走検知信号がなくなるとある傾きで粘着力Ｔμまで復帰し、空転・滑走検知信号がなくなって一定時間後に元の値まで戻るという動作を行う。
【００１８】
図２は、図１における車体速度推定演算部５の詳しい構成を示す。加速度演算部２１は最低速度演算部（ＭＩＮ）４から入力された最小速度の加減速度を演算する。空転・滑走による急峻な加減速度を一次遅れフィルタ２２で抑え、積分器２４で積分することにより安定な推定速度を得る。加速度補正部２６は積分器２４の出力する推定速度と入力される最小速度との差を求め、加算器２３において加速度演算部２１の出力する加速度を補正し、積分器２４の求める推定速度が最小速度から大きくかけ離れることを防ぐ。
【００１９】
最小値演算部（ＭＩＮ）２５では、推定速度が最小速度より大きくなることを防ぎ、大きくなった場合には、車体速度推定値が最小速度に一致するよう積分器２４及び一次遅れフィルタ２２をプリセットする。
【００２０】
図３は、図１における粘着力係数演算部８が実行する粘着力係数演算式の例を示している。レール乾燥時を１．０とすると、すべり速度Ｘが、Ｘ＞Ｘ₀の領域ではＹ＝−Ａ・Ｘ＋Ｂで関数化できる。発明者の実験結果では、
Ｘ₀＝０．２５ｋｍ／ｈ，Ａ＝０．０９，Ｂ＝０．８３
が得られている。
【００２１】
図４、図５は、車輪に散水した条件で走行時の粘着力と、レール・車輪間のすべり速度との関係を測定した実験データを示す。これらの平均値を、レール乾燥時の値を１．０として変換し、すべり速度に対してプロットした特性が図３のグラフのようになる。
【００２２】
次に、上記の実施の形態の動作を、図６を用いて説明する。ｔ２時点で空転・滑走検知部２により空転・滑走検知信号が発生すると、その時点の駆動トルク指令値Ｔrefがトルク指令ラッチ部１１によリＴreflatchとしてラッチされる。その後、粘着力係数演算部８によりある傾きでトルク絞り量を増加させ、駆動トルク指令Ｔrefを低減させる。ｔ３時点で空転・滑走検知信号が解除されるまでの間の最大すべり速度Ｘ₁が最大すべり速度演算部７によって演算され、粘着力係数演算部９の出力Ｙ₁は図３の特性により演算さる。すなわち、最大すべり速度Ｘ₁により粘着力係数Ｙ₁は、
Ｙ₁＝−Ａ・Ｘ₁＋Ｂ
となり、空転・滑走検知時にラッチされた駆動トルクＴreflatchに粘着力係数Ｙ₁を掛けて、
Ｔμ＝Ｙ₁・Ｔreflatch
で演算される。
【００２３】
ｔ３時点で空転・滑走検知信号が解除されると、粘着力係数演算部９の出力は粘着力△Ｔadhへ向かって減少するため、図中に示すように駆動トルク指令ＴrefはＴμへ向かって上昇する。言い換えると、車輪がレールに再粘着し、空転・滑走検知信号が解除された時のトルク指令値は、空転を検知した時のトルク指令値に対して粘着力係数を掛けた値Ｔμになる。
【００２４】
本発明の第１の実施の形態によれば、トルク指令復帰前の最大すべり速度から粘着力を演算するので、最新のレール・車輪間の粘着状態を考慮した駆動トルク指令の復帰値の設定が可能となる。
【００２５】
次に、本発明の第２の実施の形態を、図７を用いて説明する。図６において、図１に示した第１の実施の形態と共通する要素には同一の符号を付してある。図１に示した第１の実施の形態に対して追加された要素は、復帰トルク保持部１７、すべり速度増大検知部１８、論理回路１９である。
【００２６】
復帰トルク保持部１７は、復帰停止信号によりトルク絞り量の減少を停止させる機能を有する。同じく追加されたすべり速度増大検知部１８は、最大すべり速度演算部７の出力する最大すべり速度の増大を検知してすべり速度増大検知信号を出力し、論理回路１９は、オフディレイタイマ１２の粘着力保持信号に対するＮＯＴ信号とすべり速度増大検知信号とのＡＮＤを求める。復帰トルク保持部１７は復帰停止信号によってトルク絞り量の減少を停止させる働きをするが、この復帰停止信号は、論理回路１９の出力である、すべり速度増大検知信号と粘着力保持信号がないこととの論理積の条件で成立する信号である。
【００２７】
これにより、空転・滑走検知後、粘着力保持信号がなくなるまでは復帰停止信号は出力されないので、粘着力係数演算部８で演算された係数に基づく粘着力が確保される。発明者の実験結果では、復帰停止信号を出力するすべり速度のしきい値は０．５ｋｍ／ｈ、復帰停止信号を解除するしきい値は０．３ｋｍ／ｈ、粘着力保持信号を保持するＯＦＦＴＤ１２のディレイ時間は３秒が好ましいという結果が得られている。
【００２８】
第２の実施の形態の動作を、第１の実施の形態と同様に図６を用いて説明する。ｔ５時点で粘着力保持信号がなくなりトルク絞り量が減少を始めると、駆動トルクが上昇し、レール・車輪間の粘着力以上となるｔ６時点で、再び空転を始める。すべり速度が上昇し、復帰停止信号を出力するセット値以上になるｔ７時点で、トルク絞り量を減少させる動作を停止する。その後、すべり速度が復帰停止信号を解除するリセット値以下になるｔ８時点で、再び駆動トルク指令は上昇を始める。
【００２９】
本発明の第２の実施の形態によれば、すべり速度を監視してトルク指令の増加を抑制するので、すべり速度が増加し、再び空転・滑走が発生するのを防止できる。
【００３０】
次に、本発明の第３の実施の形態を、図８を用いて説明する。図１に示した第１の実施の形態又は図７に示した第２の実施の形態において、粘着力係数演算部８における粘着力係数Ｙの演算は、図８のグラフに示すようなＹ＝Ａ／（Ｘ＋Ｂ）により行わせることができる。これにより、最大すべり速度Ｘ₁と粘着力係数Ｙ₁は、Ｙ₁＝Ａ／（Ｘ₁＋Ｂ）で演算される。ただし、Ａ、Ｂは定数である。
【００３１】
図８はＢ＝Ａとした場合のグラフである。この図８によれば、最大すべり速度が増大するほど粘着力係数はほぼ反比例で小さくなる。
【００３２】
次に、本発明の第４の実施の形態について、図９を用いて説明する。図１に示した第１の実施の形態又は図７に示した第２の実施の形態において、粘着力係数演算部８における粘着力係数Ｙの演算は、図９のグラフに示すようなＹ＝−Ａ・Ｘ^２＋Ｂ（Ａ，Ｂ定数）により行わせることもできる。これにより、最大すベリ速度Ｘ₁と粘着力係数Ｙ₁は、Ｙ₁＝−Ａ・Ｘ₁ ²＋Ｂ（Ａ、Ｂ定数）で演算される。
【００３３】
図９はＢ＝１．０とした場合である。この図９によれば、最大すべり速度が増大するほど粘着力係数はほぼ２乗に比例して小さくなる。
【００３４】
次に、本発明の第５の実施の形態について、図１０を用いて説明する。図１０は、図１に示した第１の実施の形態、図７に示した第２の実施の形態の電気車制御装置において、それぞれの空転・滑走検知部２に置き換えて採用できる空転・滑走検知部２の詳しい構成を示している。
【００３５】
本実施の形態の空転・滑走検知部２は、ＶＶＶＦ（可変電圧可変周波数方式）でＮｏ．１軸を駆動している場合を示す。Ｎｏ．１軸の加速度を加速度演算部３１で演算し、その出力を空転・滑走検知比較器３２へ入力する。この比較器３２は、入力される加速度が空転・滑走の検知しきい値を超えていたら「Ｈ」を出力し、空転・滑走検知信号作成フリップフロップ３５のＳ入力にセットする。この結果、フリップフロップ３５の出力である空転・滑走検知信号は「Ｈ」となる。
【００３６】
一方、最低速度演算部４の出力するＮｏ．１軸速度〜Ｎｏ．４軸速度のうちの速度最小値に対して車体速度推定部５が求める車体速度推定値を取り込み、加算器３３において、Ｎｏ．１軸速度とこの車体速度推定値との差、すなわちすべり速度を求める。空転・滑走解除比較器３４は、この加算器３３の出力するすべり速度を入力する。そして比較器３４は、すべり速度が空転・滑走信号解除しきい値以下の値であれば、「Ｈ」を空転・滑走検知信号作成フリップフロップ３５のＲ入力にセットする。この結果、フリップフロップ３５の出力である空転・滑走検知信号は「Ｌ」となる。
【００３７】
図１１は、図１０の空転演算部２による空転・滑走検知方法を示している。Ｎｏ．１軸が空転し、その加速度が空転・滑走検知しきい値以上となると、空転・滑走検知信号は「Ｈ」となる。Ｎｏ．１軸が再粘着し、Ｎｏ．１軸速度と車体速度の差、すなわちすべり速度が空転・滑走信号解除しきい値以下となると、空転・滑走検知信号は「Ｌ」となる。この作用により、加速度のみで空転・滑走検知を行うよりも再粘着を確実に検知でき、再空転を防ぐことができる。
【００３８】
【発明の効果】
本発明により、空転・滑走時の再粘着特性が改善され、空転・滑走頻度が低減でき、電気車としての加速性能と乗り心地を向上させることができる。
【００３９】
特に、請求項１、３、４の発明によれば、電気車の空転又は滑走を検知してトルクを絞り、その後トルクを復帰させる再粘着制御を行う電気車制御装置において、駆動軸車輪の空転又は滑走を監視し、電動機の回転数信号より推定した車体速度と電動機の回転数信号より、空転又は滑走を検知している間の、駆動軸車輪のレールに対するすべり速度の最大値を演算し、さらに最大すべり速度をＸとして、粘着力係数Ｙの最大すべり速度Ｘに対してあらかじめ設定してある関数Ｙ＝−Ａ・Ｘ＋Ｂ（Ａ，Ｂ定数）により、あるいは、Ｙ＝Ａ／（Ｘ＋Ｂ）（Ａ、Ｂ定数）、あるいは、Ｙ＝−Ａ・Ｘ^２＋Ｂ（Ａ，Ｂ定数）により粘着力係数を求め、空転又は滑走を検知して駆動トルクを絞り、その後駆動トルクを復帰させる目標値を演算する際、この粘着力係数が大きい時はトルクを復帰させる目標値を大きくし、小さい時はトルクを復帰させる目標値を小さくするようにしたので、最新のレール・車輪間の粘着状態を考慮した駆動トルク指令の復帰値の設定が可能であり、空転・滑走時の再粘着特性が改善され、空転・滑走頻度が低減でき、電気車としての加速性能と乗り心地を向上させることができる。
【００４０】
また、請求項２の発明によれば、電気車の空転又は滑走を検知してトルクを絞り、その後トルクを復帰させる再粘着制御において、電動機の回転数信号より駆動軸車輪の空転又は滑走を検知し、また電動機の回転数信号より車体速度を推定演算し、空転又は滑走を検知した時に、車体速度と電動機の回転数信号より、駆動軸車輪のレールに対するすべり速度を演算し、空転又は滑走を検知してトルク指令を絞り、その後トルク指令を復帰させる際、すべり速度が予め設定された値以上になったことを検知してトルク指令を復帰させる動きを停止し、その時点のトルク指令値を保持するようにしたので、すべり速度を監視してトルク指令の増加を抑制することができ、すべり速度が増加し、再び空転・滑走が発生するのを防止できる。
【００４１】
さらに、請求項５の発明によれば、車輪の加速度あるいは減速度があるしきい値を超えたら空転・滑走検知信号をセットし、可変電圧可変周波数方式で駆動されている車輪と他の車輪との速度差があるしきい値以下になったら空転・滑走検知信号をリセットするようにしたので、加速度のみで空転・滑走検知を行うよりも再粘着を確実に検知でき、再空転を防ぐことができる。
【図面の簡単な説明】
【図１】本発明の第１の実施の形態のブロック図。
【図２】上記の実施の形態における車体速度推定部のブロック図。
【図３】上記の実施の形態において粘着力係数演算部が用いる演算式のグラフ。
【図４】上記の実施の形態において散水条件における粘着力とすべり速度との実測値を示すグラフ（その１）。
【図５】上記の実施の形態において散水条件における粘着力とすべり速度との実測値を示すグラフ（その２）。
【図６】本発明の第１の実施の形態、第２の実施の形態の再粘着制御特性を動作を示すタイミングチャート。
【図７】本発明の第２の実施の形態のブロック図。
【図８】本発明の第３の実施の形態において、粘着力係数演算部が用いる演算式のグラフ。
【図９】本発明の第４の実施の形態において、粘着力係数演算部が用いる演算式のグラフ。
【図１０】本発明の第５の実施の形態における空転・滑走検知部のブロック図。
【図１１】上記の実施の形態による空転・滑走検知動作のタイミングチャート。
【図１２】従来例の構成のブロック図。
【図１３】従来例の正義動作を示すタイミングチャート。
【符号の説明】
１トルク指令演算部
２空転・滑走検知部
３最大速度演算部
４最低速度演算部
５車体速度推定部
６加算器
７最大すべり速度演算部
８粘着力係数演算部
９乗算器
１０加算器
１１トルク指令ラッチ部
１２オフディレイタイマ
１３絞り量切換スイッチ
１４粘着力切換スイッチ
１５変化率リミッタ
１６加算器
１７復帰トルク保持部
１８すべり速度増大検知部
１９論理回路
３１加速度演算部
３２空転・滑走検知比較器
３３空転・滑走解除比較器
３５フリップフロップ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric vehicle control device characterized by re-adhesion control during idling / sliding.
[0002]
[Prior art]
FIG. 12 shows an example of re-adhesion control during idling / sliding in a conventional electric vehicle control device. The speed calculation unit 104 converts the rotation speed signal of each of the rotation speed detectors 103 of the plurality of motors 102 driven by the power converter 101 into a speed signal. The idling / sliding detection unit 105 obtains the speed change rate of the speed signal, and determines idling / sliding based on the speed change rate. The torque throttle / return operation unit 106 calculates and outputs the torque throttle amount or the return amount in accordance with the idling / sliding discrimination signal. The torque command pattern output unit 107 outputs a torque command pattern. The adder 108 adds (subtracts in this case) the output of the trill aperture / return operation unit 106 and the output of the torque command pattern output unit 107 and outputs the result as a converter torque command.
[0003]
FIG. 13 illustrates these movements by taking the idling as an example. If the idling / sliding detection flag is set at time t11 and re-adhesion control is started, and the idling / sliding detection is canceled at time t12, the torque command is then returned to the original command value with a first order delay of the time constant τ. to return to q _0.
[0004]
At this time, if the adhesive force between the rail and the wheel is still lowered, it re-runs before returning to the original command value q0 (time t13), re-adhesion control is executed again (time t14), and the torque command curve becomes , The movement shown by the one-dot chain line A in FIG.
[0005]
[Problems to be solved by the invention]
As described above, in the re-adhesion control during idling / sliding by the conventional electric vehicle control device, when the adhesion force of the wheel decreases due to rain or the like, the event of idling → re-adhesion → idling is frequently repeated as an electric vehicle. There were problems that caused a decrease in acceleration performance and a decrease in ride comfort.
[0006]
The present invention has been made in view of such conventional problems, and an object of the present invention is to provide an electric vehicle control device that can reduce the frequency of idling / sliding and improve acceleration performance and riding comfort. .
[0007]
[Means for Solving the Problems]
The invention according to claim 1 is an electric vehicle control device that performs re-adhesion control that detects idling or sliding of an electric vehicle, throttles the torque, and then recovers the torque. and slipping-skid detection means for detecting a vehicle body speed estimating means for estimating the vehicle speed from the rotational speed signal of the motor, the rotation speed signal of the vehicle speed and the motor demanded by the vehicle body speed estimating means, the idle- While the sliding detection means detects idling or sliding, the maximum slip speed calculating means for calculating the maximum slip speed (maximum slip speed) with respect to the rail of the drive shaft wheel, and the maximum slip speed as X is adhered. and adhesion coefficient calculating means for obtaining the adhesion coefficient by a function Y = -A · X + B ( a, B constant) that is set in advance for the maximum sliding speed X force factor Y, idling Adhesion coefficient according to detects the gliding stop the driving torque, then when calculating the target value for returning the driving torque, adhesion coefficient that is calculated based on the maximum slip velocity by the adhesion coefficient calculating means The torque recovery target value operating means for increasing the target value for returning the torque when the torque is large and decreasing the target value for returning the torque when the torque is small.
[0008]
The invention according to claim 2 is the electric vehicle control device that performs the re-adhesion control for detecting the idling or sliding of the electric vehicle, narrowing the torque, and then restoring the torque. An idling / sliding detecting means for detecting the vehicle speed, a vehicle speed estimating means for estimating and calculating a vehicle speed from a rotation speed signal of the motor, and when the idling / sliding detecting means detects idling or sliding, the vehicle speed estimating means From the vehicle body speed to be calculated and the rotational speed signal of the electric motor, sliding speed calculation means for calculating the sliding speed with respect to the rail of the drive shaft wheel, and detecting the idling or sliding, narrowing the torque command, and then returning the torque command, When the slip speed calculated by the slip speed calculation means exceeds the preset value, the movement to return the torque command is stopped, and the torque at that time is stopped. It is obtained by a torque command operating means for holding the instruction value.
[0009]
The invention of claim 3, throttle torque by detecting the idling or sliding an electric vehicle, the electric vehicle control device for re-adhesion control for subsequently returning torque, idling or sliding of the drive shaft wheel from the rotational speed signal of the motor The idling / sliding detecting means for detecting the vehicle speed, the vehicle speed estimating means for estimating and calculating the vehicle speed from the rotation speed signal of the electric motor, the vehicle speed and the rotation speed signal of the electric motor determined by the vehicle speed estimation means, While the sliding detection means detects idling or sliding, the maximum slip speed calculating means for calculating the maximum slip speed (maximum slip speed) with respect to the rail of the drive shaft wheel, and the maximum slip speed as X is adhered. and adhesion coefficient calculating means for obtaining the adhesion coefficient by a function Y = a / (X + B ) (a, B constant) that is set in advance for the maximum sliding speed X force factor Y, empty Alternatively, when the sliding torque is detected to reduce the driving torque and then the target value for returning the driving torque is calculated, the adhesive force coefficient is calculated according to the adhesive force coefficient calculated based on the maximum sliding speed by the adhesive force coefficient calculating means. The torque recovery target value operating means for increasing the target value for returning the torque when the torque is large and decreasing the target value for returning the torque when the torque is small .
[0010]
A fourth aspect of the present invention, squeeze the torque by detecting the idling or sliding an electric vehicle, the electric vehicle control device for re-adhesion control for subsequently returning torque, idling or sliding of the drive shaft wheel from the rotational speed signal of the motor The idling / sliding detecting means for detecting the vehicle speed, the vehicle speed estimating means for estimating and calculating the vehicle speed from the rotation speed signal of the electric motor, the vehicle speed and the rotation speed signal of the electric motor determined by the vehicle speed estimation means, While the sliding detection means detects idling or sliding, the maximum slip speed calculating means for calculating the maximum slip speed (maximum slip speed) with respect to the rail of the drive shaft wheel, and the maximum slip speed as X is adhered. and adhesion coefficient calculating means for obtaining the adhesion coefficient by are preset for the maximum slip velocity X of the force coefficient Y function Y = -A · X 2 + B (a, B constants), Adhesive strength according to the adhesive force coefficient calculated on the basis of the maximum sliding speed by the adhesive force coefficient calculating means when calculating the target value for detecting the rolling or sliding and reducing the drive torque and then returning the drive torque A torque return target value operating means for increasing the target value for returning the torque when the coefficient is large and decreasing the target value for returning the torque when the coefficient is small is provided .
[0011]
According to a fifth aspect of the present invention, in the electric vehicle control apparatus according to the first, third, and fourth aspects, the idling / sliding detecting means sets an idling / sliding detection signal when a wheel acceleration or deceleration exceeds a certain threshold value. In addition, the idling / sliding detection signal is reset when the difference in speed between the wheel driven by the variable voltage variable frequency method and the other wheel falls below a certain threshold value.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows the configuration of the first embodiment of the present invention. The torque command calculation unit 1 calculates a torque command Ts according to the notch command of the cab. The idling / sliding detection unit 2 detects idling or sliding from the speed of each drive shaft of the electric vehicle, and outputs an idling / sliding detection signal. A maximum speed calculation unit (MAX) 3 calculates the maximum speed value of each drive shaft. A minimum speed calculation unit (MIN) 4 calculates the minimum value of the speed of each drive shaft. The vehicle body speed estimation unit 5 estimates the vehicle body speed from the minimum speed value calculated by MIN4. The adder 6 calculates the difference between the maximum speed calculated by MAX3 and the minimum speed calculated by MIN5 as a sliding speed between the wheel and the rail.
[0013]
The maximum slip speed calculation unit 7 calculates the maximum slip speed X while the idling / sliding detection signal detected by the idling / sliding detection unit 2 is being output. The adhesive force coefficient calculation unit 8 calculates an adhesive force coefficient Y from the maximum slip speed calculated by the maximum slip speed calculation unit 7. The torque command latch unit 11 latches the torque command before idling at the rising edge of the idling / sliding detection signal detected by the idling / sliding detection unit 2.
[0014]
The multiplier 9 obtains the adhesive force Tμ from the adhesive force coefficient Y obtained by the adhesive force coefficient calculation unit 8 and the torque command before idling latched by the torque command latch unit 11. The adder 10 subtracts the adhesive force Tμ output from the multiplier 9 from the torque command Ts calculated by the torque command calculation unit 1 to obtain the throttle amount ΔTadh during adhesion. While the idling / sliding detection signal detected by the idling / sliding detection unit 2 is being output, the iris amount changeover switch 14 at the front stage of the change rate limiter 15 that outputs the iris amount ΔT is switched to the torque command Ts side and changed. The throttle amount ΔT output from the rate limiter 15 starts to increase toward the torque command Ts.
[0015]
On the other hand, the off-delay timer (OFFTD) 12 gives an idling / sliding detection signal output from the idling / sliding detection unit 2 to an OFF delay of a predetermined time. Therefore, when the idling / sliding detection signal is output from the idling / sliding detection unit 2, the output of the adhesive output switching switch 13 is switched to ΔTadh as the OFF delay signal as an adhesion holding signal. For this reason, when the idling / sliding detection signal from the idling / sliding detection unit 2 disappears, the aperture amount switch 14 is switched to the output side of the adhesive force selector switch 13, and the input of the change rate limiter 15 becomes ΔTadh. ΔT decreases to ΔTadh with a certain slope.
[0016]
After that, the adhesive force holding signal is released after a certain OFF delay time after the idling / sliding detection signal is released, so that the output of the adhesive force changeover switch 13 becomes 0 and the aperture amount ΔT has a certain inclination to 0. Decrease.
[0017]
The drive torque command Tref is a value obtained by subtracting ΔT output from the change rate limiter 15 from the torque command Ts output from the torque command calculation unit 1 by the adder 16. Therefore, when the idling / sliding detection unit 2 detects idling, the idling / sliding detection signal decreases with a certain inclination while the idling / sliding detection signal is output, and when the idling / sliding detection signal disappears, it returns to the adhesive force Tμ with a certain inclination. When the idling / sliding detection signal disappears, the operation returns to the original value after a certain time.
[0018]
FIG. 2 shows a detailed configuration of the vehicle body speed estimation calculation unit 5 in FIG. The acceleration calculation unit 21 calculates the acceleration / deceleration of the minimum speed input from the minimum speed calculation unit (MIN) 4. A steep acceleration / deceleration due to idling / sliding is suppressed by the first-order lag filter 22 and integrated by the integrator 24 to obtain a stable estimated speed. The acceleration correction unit 26 obtains the difference between the estimated speed output from the integrator 24 and the input minimum speed, corrects the acceleration output from the acceleration calculation unit 21 in the adder 23, and the estimated speed obtained by the integrator 24 is minimized. Prevents you from moving far away from speed.
[0019]
The minimum value calculation unit (MIN) 25 prevents the estimated speed from becoming larger than the minimum speed, and when it is larger, the integrator 24 and the first-order lag filter 22 are preset so that the estimated vehicle speed matches the minimum speed. To do.
[0020]
FIG. 3 shows an example of an adhesive force coefficient calculation formula executed by the adhesive force coefficient calculator 8 in FIG. Assuming that the rail drying time is 1.0, the sliding speed X can be expressed as a function of Y = −A · X + B in a region where X> X ₀ . According to the inventor's experimental results,
X ₀ = 0.25 km / h, A = 0.09, B = 0.83
Is obtained.
[0021]
4 and 5 show experimental data obtained by measuring the relationship between the adhesive force during running and the sliding speed between the rail and the wheel under the condition that water is sprayed on the wheel. These average values are converted with the rail drying value as 1.0, and the characteristics plotted against the sliding speed are as shown in the graph of FIG.
[0022]
Next, the operation of the above embodiment will be described with reference to FIG. When an idling / sliding detection signal is generated by the idling / sliding detection unit 2 at time t2, the driving torque command value Tref at that time is latched as a Treflatch by the torque command latch unit 11. Thereafter, the amount of torque restriction is increased at a certain inclination by the adhesive force coefficient calculation unit 8 to reduce the drive torque command Tref. maximum slip velocity X ₁ between the up slipping-skid detection signal is released at time t3 is calculated by the maximum slip speed calculator 7, monkey operation output Y ₁ of the adhesion coefficient calculation unit 9 due to the characteristics of FIG. 3 . That is, the adhesion coefficient Y ₁ is determined by the maximum sliding speed X ₁ .
Y ₁ = −A · X ₁ + B
Multiplying the driving torque Treflatch latched at the time of slipping / sliding detection by the adhesive force coefficient Y ₁ ,
Tμ = Y ₁・ Treflatch
Calculated with
[0023]
When the idling / sliding detection signal is canceled at time t3, the output of the adhesive force coefficient calculation unit 9 decreases toward the adhesive force ΔTadh, so that the drive torque command Tref increases toward Tμ as shown in the figure. To do. In other words, the torque command value when the wheel re-adheres to the rail and the idling / sliding detection signal is canceled becomes a value Tμ obtained by multiplying the torque command value when idling is detected by an adhesive force coefficient.
[0024]
According to the first embodiment of the present invention, since the adhesive force is calculated from the maximum slip speed before the torque command is restored, the return value of the drive torque command can be set in consideration of the latest adhesion state between the rail and the wheel. It becomes possible.
[0025]
Next, a second embodiment of the present invention will be described with reference to FIG. In FIG. 6, elements common to the first embodiment shown in FIG. Elements added to the first embodiment shown in FIG. 1 are a return torque holding unit 17, a sliding speed increase detection unit 18, and a logic circuit 19.
[0026]
The return torque holding unit 17 has a function of stopping the decrease in the amount of torque restriction by a return stop signal. Similarly, the added slip speed increase detector 18 detects an increase in the maximum slip speed output from the maximum slip speed calculator 7 and outputs a slip speed increase detection signal, and the logic circuit 19 adheres to the off-delay timer 12. An AND between the NOT signal for the force holding signal and the slip speed increase detection signal is obtained. The return torque holding unit 17 functions to stop the decrease in the amount of torque restriction by the return stop signal, but this return stop signal does not include the slip speed increase detection signal and the adhesive force holding signal which are the outputs of the logic circuit 19. It is a signal that is established under the condition of AND.
[0027]
Thereby, after the idling / sliding is detected, the return stop signal is not output until the adhesive force holding signal disappears, so that the adhesive force based on the coefficient calculated by the adhesive force coefficient calculating unit 8 is ensured. As a result of the inventor's experiment, the threshold of the sliding speed for outputting the return stop signal is 0.5 km / h, the threshold for releasing the return stop signal is 0.3 km / h, and OFFTD12 that holds the adhesive force holding signal. The delay time is preferably 3 seconds.
[0028]
The operation of the second embodiment will be described with reference to FIG. 6 as in the first embodiment. When the adhesion holding signal disappears at time t5 and the torque throttle amount starts to decrease, the driving torque increases, and the idle rotation starts again at time t6 when the adhesion force between the rail and the wheel becomes equal to or greater. At the time t7 when the slip speed increases and becomes equal to or higher than the set value for outputting the return stop signal, the operation for decreasing the torque throttle amount is stopped. Thereafter, at time t8 when the sliding speed becomes equal to or less than the reset value for canceling the return stop signal, the drive torque command starts increasing again.
[0029]
According to the second embodiment of the present invention, since the slip speed is monitored and the increase of the torque command is suppressed, it is possible to prevent the slip speed from increasing and causing idling / sliding again.
[0030]
Next, a third embodiment of the present invention will be described with reference to FIG. In the first embodiment shown in FIG. 1 or the second embodiment shown in FIG. 7, the calculation of the adhesive force coefficient Y in the adhesive force coefficient calculation unit 8 is as follows: Y = A / (X + B) can be performed. Thus, the maximum sliding speed X ₁ and the adhesive force coefficient Y ₁ are calculated by Y ₁ = A / (X ₁ + B). However, A and B are constants.
[0031]
FIG. 8 is a graph when B = A. According to FIG. 8, as the maximum sliding speed increases, the adhesive force coefficient becomes nearly inversely proportional.
[0032]
Next, a fourth embodiment of the present invention will be described with reference to FIG. In the first embodiment shown in FIG. 1 or the second embodiment shown in FIG. 7, the calculation of the adhesive force coefficient Y in the adhesive force coefficient calculation unit 8 is as follows: Y = It can also be performed by -A · X ² + B (A, B constant). Thereby, the maximum bevel speed X ₁ and the adhesive force coefficient Y ₁ are calculated by Y ₁ = −A · X ₁ ² + B (A, B constants).
[0033]
FIG. 9 shows a case where B = 1.0. According to FIG. 9, as the maximum sliding speed increases, the adhesive force coefficient decreases in proportion to the square.
[0034]
Next, a fifth embodiment of the present invention will be described with reference to FIG. FIG. 10 shows the idling / sliding that can be used in place of the idling / sliding detecting unit 2 in the electric vehicle control apparatus of the first embodiment shown in FIG. 1 and the second embodiment shown in FIG. The detailed structure of the detection part 2 is shown.
[0035]
The idling / sliding detection unit 2 of the present embodiment is VVVF (variable voltage variable frequency system) and No. The case where one axis is driven is shown. No. The acceleration calculation unit 31 calculates the uniaxial acceleration, and the output is input to the idling / sliding detection comparator 32. This comparator 32 outputs “H” if the input acceleration exceeds the slipping / sliding detection threshold value, and sets it to the S input of the slipping / sliding detection signal creation flip-flop 35. As a result, the idling / sliding detection signal that is the output of the flip-flop 35 becomes “H”.
[0036]
On the other hand, the No. output from the minimum speed calculation unit 4. 1 axis speed to No. The vehicle body speed estimation value obtained by the vehicle body speed estimation unit 5 for the minimum speed value among the four-axis speeds is fetched. The difference between the uniaxial speed and the estimated vehicle speed, that is, the sliding speed is obtained. The idling / sliding cancellation comparator 34 receives the slip speed output from the adder 33. The comparator 34 sets “H” to the R input of the idling / sliding detection signal creation flip-flop 35 if the slip speed is equal to or less than the idling / sliding signal release threshold value. As a result, the idling / sliding detection signal that is the output of the flip-flop 35 becomes “L”.
[0037]
FIG. 11 shows an idling / sliding detection method by the idling calculation unit 2 of FIG. No. When one axis idles and its acceleration exceeds the idling / sliding detection threshold, the idling / sliding detection signal becomes “H”. No. No. 1 shaft re-adhered. When the difference between the single-axis speed and the vehicle body speed, that is, the slip speed is equal to or less than the idling / sliding signal release threshold, the idling / sliding detection signal becomes “L”. By this action, it is possible to detect re-adhesion more reliably than to detect idling / sliding only by acceleration, and prevent idling.
[0038]
【The invention's effect】
According to the present invention, the re-adhesion characteristics during idling / sliding can be improved, the idling / sliding frequency can be reduced, and acceleration performance and riding comfort as an electric vehicle can be improved.
[0039]
In particular, according to the first, third, and fourth aspects of the present invention, in the electric vehicle control device that performs re-adhesion control that detects the idling or sliding of the electric vehicle, throttles the torque, and then restores the torque, Alternatively, the sliding is monitored , and the maximum value of the sliding speed with respect to the rail of the drive shaft wheel is calculated while detecting idling or sliding from the vehicle speed estimated from the motor speed signal and the motor speed signal, Further, assuming that the maximum sliding speed is X, a function Y = −A · X + B (A, B constant) set in advance with respect to the maximum sliding speed X of the adhesive force coefficient Y, or Y = A / (X + B) ( (A, B constants) or Y = -A · X ² + B (A, B constants) to determine the adhesive force coefficient, detect idling or sliding, throttle the drive torque, and then return the drive torque to the target value When calculating When the adhesion coefficient is large, the target value for restoring torque is increased, and when it is small, the target value for restoring torque is reduced. A return value can be set, re-adhesion characteristics during idling / sliding can be improved, idling / sliding frequency can be reduced, and acceleration performance and riding comfort as an electric vehicle can be improved.
[0040]
According to the second aspect of the present invention, in the re-adhesion control for detecting the idling or sliding of the electric vehicle to reduce the torque and then recovering the torque, the idling or sliding of the drive shaft wheel is detected from the rotation speed signal of the electric motor. The vehicle speed is estimated and calculated from the motor speed signal, and when slipping or sliding is detected, the slip speed of the drive shaft wheel with respect to the rail is calculated from the car speed and motor speed signal, so When the torque command is detected and throttled, and then the torque command is returned, the movement to return the torque command is stopped by detecting that the slip speed has exceeded the preset value, and the torque command value at that time is Since this is maintained, the slip speed can be monitored to suppress an increase in the torque command, and the slip speed can be prevented from increasing and preventing idling / sliding again.
[0041]
Further, according to the invention of claim 5, when the acceleration or deceleration of the wheel exceeds a certain threshold value, the idling / sliding detection signal is set, and the wheel driven by the variable voltage variable frequency method and other wheels Since the idling / sliding detection signal is reset when the speed difference falls below a certain threshold, it is possible to detect re-adhesion more reliably than to detect idling / sliding only by acceleration and to prevent idling it can.
[Brief description of the drawings]
FIG. 1 is a block diagram of a first embodiment of the present invention.
FIG. 2 is a block diagram of a vehicle body speed estimation unit in the above embodiment.
FIG. 3 is a graph of an arithmetic expression used by an adhesive force coefficient calculator in the embodiment.
FIG. 4 is a graph (1) showing measured values of adhesive force and sliding speed under watering conditions in the embodiment.
FIG. 5 is a graph showing measured values of adhesive force and sliding speed under watering conditions in the above embodiment (No. 2).
FIG. 6 is a timing chart showing the operation of the re-adhesion control characteristics of the first embodiment and the second embodiment of the present invention.
FIG. 7 is a block diagram of a second embodiment of the present invention.
FIG. 8 is a graph of an arithmetic expression used by an adhesive force coefficient calculator in the third embodiment of the present invention.
FIG. 9 is a graph of an arithmetic expression used by an adhesive force coefficient calculator in the fourth embodiment of the present invention.
FIG. 10 is a block diagram of an idling / sliding detection unit according to a fifth embodiment of the present invention.
FIG. 11 is a timing chart of the idling / sliding detection operation according to the embodiment.
FIG. 12 is a block diagram of a configuration of a conventional example.
FIG. 13 is a timing chart showing a justice operation of a conventional example.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Torque command calculating part 2 Idle / sliding detection part 3 Maximum speed calculating part 4 Minimum speed calculating part 5 Vehicle body speed estimating part 6 Adder 7 Maximum slip speed calculating part 8 Adhesive force coefficient calculating part 9 Multiplier 10 Adder 11 Torque instruction Latch unit 12 Off-delay timer 13 Aperture amount switch 14 Adhesive force switch 15 Change rate limiter 16 Adder 17 Return torque holding unit 18 Slip speed increase detection unit 19 Logic circuit 31 Acceleration calculation unit 32 Idling / sliding detection comparator 33 Idling・ Sliding cancellation comparator 35 flip-flop

Claims

In the electric vehicle control device that performs re-adhesion control to detect the idling or sliding of the electric vehicle, reduce the torque, and then restore the torque,
An idling / sliding detecting means for detecting idling or sliding of the drive shaft wheel from the rotation speed signal of the electric motor,
Vehicle body speed estimating means for estimating and calculating the vehicle body speed from the rotational speed signal of the motor;
Based on the vehicle body speed required by the vehicle body speed estimating means and the rotation speed signal of the motor, the maximum value of the sliding speed with respect to the rail of the drive shaft wheel while the idling / sliding detecting means detects idling or sliding (maximum slip). Maximum slip speed calculating means for calculating (speed),
An adhesive force coefficient calculating means for obtaining an adhesive force coefficient by a function Y = −A · X + B (A, B constant) preset with respect to the maximum slip speed X of the adhesive force coefficient Y, where X is the maximum slip speed; ,
Adhesive strength according to the adhesive force coefficient calculated by the adhesive force coefficient calculating means based on the maximum sliding speed when calculating a target value for detecting idling or sliding and reducing the drive torque and then returning the drive torque An electric vehicle control device comprising torque return target value operating means for increasing a target value for returning torque when the coefficient is large and decreasing a target value for returning torque when the coefficient is small.

In the electric vehicle control device that performs re-adhesion control to detect the idling or sliding of the electric vehicle, reduce the torque, and then restore the torque,
An idling / sliding detecting means for detecting idling or sliding of the drive shaft wheel from the rotation speed signal of the electric motor,
Vehicle body speed estimating means for estimating and calculating the vehicle body speed from the rotational speed signal of the motor;
When the idling / sliding detecting means detects idling or gliding, a slip speed calculating means for calculating a slip speed with respect to the rail of the drive shaft wheel from a vehicle speed and a rotation speed signal of the motor required by the body speed estimating means,
When the slip command is narrowed down by detecting idling or sliding, and then the torque command is returned, it is detected that the slip speed calculated by the slip speed calculating means is equal to or higher than a preset value, and the torque command is returned. An electric vehicle control device comprising torque command operating means for stopping movement and holding a torque command value at that time.

In the electric vehicle control device that performs re-adhesion control to detect the idling or sliding of the electric vehicle, reduce the torque, and then restore the torque ,
An idling / sliding detecting means for detecting idling or sliding of the drive shaft wheel from the rotation speed signal of the electric motor,
Vehicle body speed estimating means for estimating and calculating the vehicle body speed from the rotational speed signal of the motor;
Based on the vehicle body speed required by the vehicle body speed estimating means and the rotation speed signal of the motor, the maximum value of the sliding speed with respect to the rail of the drive shaft wheel while the idling / sliding detecting means detects idling or sliding (maximum slip). Maximum slip speed calculating means for calculating (speed),
Adhesive force coefficient calculating means for obtaining an adhesive force coefficient by a function Y = A / (X + B) (A, B constant) preset with respect to the maximum slip speed X of the adhesive force coefficient Y, where X is the maximum slip speed. When,
Adhesive strength according to the adhesive force coefficient calculated by the adhesive force coefficient calculating means based on the maximum sliding speed when calculating a target value for detecting idling or sliding and reducing the drive torque and then returning the drive torque An electric vehicle control device comprising torque return target value operating means for increasing a target value for returning torque when the coefficient is large and decreasing a target value for returning torque when the coefficient is small .

In the electric vehicle control device that performs re-adhesion control to detect the idling or sliding of the electric vehicle, reduce the torque, and then restore the torque ,
An idling / sliding detecting means for detecting idling or sliding of the drive shaft wheel from the rotation speed signal of the electric motor,
Vehicle body speed estimating means for estimating and calculating the vehicle body speed from the rotational speed signal of the motor;
Based on the vehicle body speed required by the vehicle body speed estimating means and the rotation speed signal of the motor, the maximum value of the sliding speed with respect to the rail of the drive shaft wheel while the idling / sliding detecting means detects idling or sliding (maximum slip). Maximum slip speed calculating means for calculating (speed),
Adhesive strength coefficient calculation for determining the adhesive strength coefficient by a function Y = −A · X ² + B (A, B constant) preset with respect to the maximum sliding speed X of the adhesive strength coefficient Y, where X is the maximum sliding speed. Means,
Adhesive strength according to the adhesive force coefficient calculated by the adhesive force coefficient calculating means based on the maximum sliding speed when calculating a target value for detecting idling or sliding and reducing the drive torque and then returning the drive torque An electric vehicle control device comprising torque return target value operating means for increasing a target value for returning torque when the coefficient is large and decreasing a target value for returning torque when the coefficient is small .

The electric vehicle control device according to any one of claims 1, 3, and 4 , wherein the idling / sliding detecting means sets an idling / sliding detection signal when a wheel acceleration or deceleration exceeds a certain threshold value, An electric vehicle control device that resets an idling / sliding detection signal when a difference in speed between a wheel driven by a variable voltage variable frequency system and another wheel becomes a certain threshold value or less.