JP7491799B2 - Door drive device, door drive method, and door drive program - Google Patents

Description

The present invention relates to vehicle door drive technology.

In order to safely transport people and goods on trains and other vehicles, it is extremely important that the doors for entry and exit are operated properly. For safety reasons, the doors are closed when the train is moving, and are opened for entry and exit when the train is stopped.

In the railway vehicle door opening/closing control device disclosed in Patent Document 1, the door is driven to open and close by a door solenoid valve. This door solenoid valve is a so-called normally closed type valve that remains closed when not energized and opens only when energized. When de-energized, it automatically returns to the closed state. In Patent Document 1, a door opening relay is provided between the power source and the door solenoid valve, and when the door opening relay is switched ON and OFF, the energized state of the door solenoid valve is switched and the door opens and closes. Specifically, when the train driver performs the door opening operation while the train is stopped, the door opening relay is turned ON, the door solenoid valve is energized and the door opens. On the other hand, when the train is moving, the door opening relay is turned OFF, the door solenoid valve is not energized and the door is kept closed.

There is also a known door opening/closing control device for railway vehicles that uses a motor to open and close the doors instead of the solenoid valve of Patent Document 1. In this case, the opening and closing drives are achieved by switching the rotation direction of the motor. In other words, the rotation that achieves the opening drive (hereinafter referred to as forward rotation) and the rotation that achieves the closing drive (hereinafter referred to as reverse rotation) are in opposite directions. With the solenoid valve of Patent Document 1, the door closes automatically when the power is released, whereas with a motor, the door must be rotated in the reverse direction to close. On the other hand, using a motor allows for more precise opening and closing control than with a solenoid valve.

Even in railroad car doors that use a motor in this way, it is possible to drive the doors open and closed using a relay similar to the door opening relay in Patent Document 1. First, when the train crew performs the door opening operation while the train is stopped, the relay turns ON, and the motor is energized, enabling the door to be driven to open and close. After the motor rotates forward to open the door, the motor rotates reversely to close the door before the train is started again. When the train is moving, the relay turns OFF, the motor is not energized, and both forward and reverse rotation are prohibited, so the door remains closed.

JP 2005-193761 A

In this way, the doors are kept closed while the train is moving, but if for some reason the doors are open while the train is moving, it is necessary to stop the train, turn on the relay, and energize the motor to drive the doors back in the reverse direction, which is cumbersome.

The present invention was made in consideration of these circumstances, and its purpose is to provide a door drive device that can drive the doors to close without stopping the vehicle even while it is moving.

In order to solve the above problems, one embodiment of the door drive device of the present invention is a door drive device for a vehicle having a motor that generates rotational power by a drive current flowing through a multi-phase coil, and a door that is driven to open and close based on the rotational power, and is equipped with a drive current generation unit that flows drive currents to coils of different phases when driving the door to open and close, depending on the rotational position data of the motor's rotor, and a regulation circuit that regulates the drive current so that it does not flow to the coil of the phase to which the drive current should flow when driving the door to open, based on movement state data and rotational position data that indicate that the vehicle is in a specified driving state.

In this embodiment, a drive current is generated according to the rotational position of the motor rotor, but the phase of the coil through which the drive current flows is different when the door is driven to open (when the motor rotates forward) and when it is driven to close (when the motor rotates reverse). In other words, even if the rotational position data is the same, the drive current flows through coils of different phases when the door is driven to open and when it is driven to close. The regulating circuit utilizes this difference to selectively regulate the drive current during the open drive. This prohibits the door from being driven to open while the vehicle is traveling, ensuring the same level of safety as in the past. On the other hand, because the regulating circuit does not regulate the drive current during the close drive, the door can be driven to close even while the vehicle is traveling, eliminating the need to stop the vehicle to drive the door to close as described above.

Another aspect of the present invention is a door drive method. This method is a door drive method for a vehicle having a motor that generates rotational power by a drive current flowing through a multi-phase coil, and a door that is driven to open and close based on the rotational power, and includes a drive current generation step of flowing a drive current through a coil of a different phase when the door is driven to open and closed according to the rotational position data of the rotor of the motor, and a regulation step of regulating the drive current so that the drive current does not flow through the coil of the phase to which the drive current should flow when the door is driven to open, based on the moving state data and the rotational position data indicating that the vehicle is in a predetermined running state.

In addition, any combination of the above components, and any transformation of the present invention into a method, device, system, recording medium, computer program, etc., are also valid aspects of the present invention.

According to the present invention, the door can be driven to close without stopping the vehicle even while it is moving.

1 is a front view showing a schematic view of a railway vehicle door to which a door drive device according to an embodiment is applied; FIG. 2 is a diagram illustrating a detailed configuration of the door driving device according to the embodiment. 1 is a table showing possible digital values of the input and output of an input/output comparison element (NAND circuit). 1 is a table showing the state of the coils of each phase of the motor, the input signals to the driver, and the states of the transistors on the positive and negative sides of the drive current application section. 5 is a diagram showing the relationship between a Hall element signal and a drive current of each phase when the door drive device of the embodiment drives a motor to open and close. FIG. FIG. 11 is a diagram showing various signals and the energization state of each phase of the motor when attempting to perform open drive while the railway vehicle is running. FIG. 11 is a diagram showing various signals and the energization state of each phase of the motor when attempting to perform closing drive while the railway vehicle is running. FIG. 13 is a diagram showing a configuration example in which a part of a regulating circuit is provided after a driver.

First, an overview of the embodiment will be described. The door drive device of this embodiment rotates a three-phase brushless motor to open and close the doors of a railway vehicle. When the railway vehicle is stopped, both open and closed drives are allowed, but when the vehicle is moving, open drives are restricted and only closed drives are allowed, ensuring safety while the vehicle is moving. Restriction of open drives while the vehicle is moving is performed by a group of logic circuits provided between the microcomputer and the driver.

1 is a front view showing a door 100 for a railway vehicle to which a door driving device 1 according to an embodiment of the present invention is applied. The door 100 mainly includes a door section 110 that is driven to open and close, a controller 120 that controls the entire door 100, a door engine 130 that generates power, and a power transmission section 140 that transmits power to the door section 110. In the following description, the left-right direction in FIG. 1 is the horizontal direction, and the up-down direction in FIG. 1 is the vertical direction, but the door 100 can be installed in any posture, and the installation direction is not limited to the following example. In addition, the door 100 shown in the figure is a sliding door type that opens and closes left and right, but the door driving device 1 of this embodiment can also be applied to other types of doors such as a swing door type or a folding door type. In this embodiment, a railway vehicle is used as an example of a vehicle for transporting people and goods, but the door driving device 1 of this embodiment can also be applied to other vehicles such as automobiles.

The door section 110 includes a first movable door 111L and a second movable door 111R that are each movable in the horizontal direction, door accommodation sections 112L and 112R that accommodate the first movable door 111L and the second movable door 111R when they are open, and a guide mechanism 113 that guides the horizontal movement of the first movable door 111L and the second movable door 111R. The first movable door 111L and the second movable door 111R are configured in a vertically elongated rectangular shape whose vertical dimension is larger than its horizontal dimension. When the door section 110 is driven to open, the first movable door 111L shown on the left side in FIG. 1 is driven to the left, and the second movable door 111R shown on the right side in FIG. 1 is driven to the right. In addition, when the door section 110 is driven to close, the first movable door 111L is driven to the right and the second movable door 111R is driven to the left, which is the opposite of when the door section 110 is driven to open. The number and shape of the doors that make up the door section 110 are not limited to the above and can be designed appropriately according to the needs of the installation location. Similarly, the movable direction of the door section 110 is not limited to the horizontal direction and may be inclined from the horizontal direction.

The guide mechanism 113 includes a running rail 1131, a door roller 1132, a guide rail 1133, and a vibration prevention part 1134. The running rail 1131 is a columnar rail member that extends horizontally above the movable doors 111L and 111R over the entire movable range. Two door rollers 1132 are provided on the upper part of each of the movable doors 111L and 111R, and each of the movable doors 111L and 111R is suspended on the running rail 1131. When each of the movable doors 111L and 111R is driven to open and close in the horizontal direction, the door rollers 1132 roll on the running rail 1131, enabling smooth opening and closing operations. The guide rail 1133 is a groove-shaped rail member that extends horizontally below the movable doors 111L and 111R over the entire movable range. The anti-sway portion 1134 protrudes from the bottom of the movable doors 111L, 111R and fits into a groove-shaped guide rail 1133. When each movable door 111L, 111R is driven to open and close in the horizontal direction, the anti-sway portion 1134 moves along the guide rail 1133, so vibrations in the projection direction (direction perpendicular to the paper surface of FIG. 1) of each movable door 111L, 111R can be suppressed.

The controller 120 is responsible for various information processing and control in the door 100. As described below, the door drive device 1 of this embodiment is implemented in the controller 120.

The door engine 130 includes a motor 131 and a drive pulley 132. The motor 131 is a brushless motor having a multi-phase coil through which a drive current generated by the door drive device 1 in the controller 120 flows. Although details will be described later, a rotating magnetic field of forward rotation (corresponding to opening the door section 110) or reverse rotation (corresponding to closing the door section 110) is generated by changing the drive current of the coil of each phase according to the rotation position of the rotor detected by a magnetic sensor such as a Hall element, and the rotor is rotated to obtain rotational power. In this embodiment, a three-phase brushless motor having coils of three phases, U phase, V phase, and W phase, will be described as an example of a multi-phase brushless motor. The drive pulley 132, which is driven to rotate by the motor 131, is connected to the rotor of the motor 131 via a gear mechanism or the like (not shown) and rotates in conjunction with it.

The power transmission unit 140 transmits the power generated by the door engine 130 to the door unit 110, and drives the movable doors 111L and 111R to open and close. The power transmission unit 140 includes a power transmission belt 141, a driven pulley 142, and a connecting member 143. The power transmission belt 141 is a circular timing belt with many teeth formed on its inner peripheral surface, and is wound around the driving pulley 132 on the right side of FIG. 1 and around the driven pulley 142 on the left side of FIG. 1. In this state, the horizontal dimension of the power transmission belt 141 is equal to the horizontal distance between the driving pulley 132 and the driven pulley 142, and is also approximately the same as the horizontal dimension of the movable range of the movable doors 111L and 111R. When the driving pulley 132 is rotated by the motor 131, the driven pulley 142 rotates in conjunction with it via the power transmission belt 141.

The connecting member 143 connects the movable doors 111L and 111R to the power transmission belt 141 to drive them to open and close. Here, one movable door is connected to the upper side of the power transmission belt 141, and the other movable door is connected to the lower side of the power transmission belt 141. In the example of FIG. 1, when the power transmission belt 141 rotates clockwise (forward rotation), the first movable door 111L moves to the left and the second movable door 111R moves to the right, which is an opening operation, and when the power transmission belt 141 rotates counterclockwise (reverse rotation), the first movable door 111L moves to the right and the second movable door 111R moves to the left, which is a closing operation.

Figure 2 shows the detailed configuration of the door drive device 1 of this embodiment. From left to right in the figure, the door drive device 1 includes a control information processing unit 2, a microcomputer 3, a regulating circuit 4, a driver 5, and a drive current application unit 6.

The control information processing unit 2 processes various control information to control the state of the door drive device 1, mainly when the train stops at a station or the like. Examples of control information include vehicle speed detection data 211, test command 212, simultaneous unlock command 213, open permission command 214, reopen command 215, and relay close signal 216, and can be acquired from each terminal of the control information acquisition unit 21.

The vehicle speed detection data 211 is a signal that is at a low level when the traveling speed of the railway vehicle is equal to or greater than a predetermined value (e.g., 5 km/h) and is at a high level when the traveling speed is less than the predetermined value. Therefore, the vehicle speed detection data 211 is at a high level when the railway vehicle is stopped. In the following explanation, for convenience, when the vehicle speed detection data 211 is at a high level, it is referred to as "when stopped," and when the vehicle speed detection data 211 is at a low level, it is referred to as "when traveling." Here, "when the railway vehicle is traveling" in this embodiment corresponds to "when the vehicle is in a predetermined traveling state" in the present invention.

The test command 212 is a command to start the door drive device 1 when a maintenance worker or the like performs a test. The simultaneous unlock command 213 is a command to simultaneously unlock the designated doors 100 of the railway vehicle (for example, all doors on one side of one vehicle, or all doors on one side of all vehicles in a train can be simultaneously unlocked). The open permission command 214 is a command to permit the opening and closing of the designated doors 100 of the railway vehicle. The re-opening and closing command 215 is a command to open and close only the doors 100 that have not yet been closed after all the doors 100 of the railway vehicle have been closed. The relay close signal 216 is a signal supplied from the FSR contact 41 that closes when the train is stopped, as described later. The test command 212, the simultaneous unlock command 213, the open permission command 214, and the re-opening and closing command 215 are high-level signals when the respective commands are issued by the operation of the crew or the like. The relay close signal 216 is a high-level signal when the FSR contact 41 is closed when the train is stopped.

Transistor 22 is an npn-type bipolar transistor, and receives at its base the following control information: test command 212, simultaneous unlock command 213, permission to open command 214, reopen command 215, and relay close signal 216, excluding vehicle speed detection data 211. When at least one of these control information items becomes high level, transistor 22 turns ON, and the emitter and collector become conductive. Because the emitter is grounded, when transistor 22 is ON, the collector becomes low level.

Transistor 23 is a pnp bipolar transistor that receives vehicle speed detection data 211 at its emitter and has its base connected to the collector of transistor 22. When the vehicle speed detection data 211 is at a high level during a stopped state and at least one of the control information 212 to 216 is at a high level and transistor 22 is turned ON, transistor 23, whose base is at a low level, also turns ON and high-level vehicle speed detection data 211 is supplied to the downstream microcomputer 3. In this way, microcomputer 3 recognizes that the railroad vehicle is at a stop and at least one of the control information 212 to 216 is active (high level).

Transistor 24 is an npn-type bipolar transistor that turns ON when it receives a high-level signal at its base generated by microcomputer 3, which receives high-level vehicle speed detection data 211, and its emitter and collector, which are connected to ground, become conductive.

Between the collector of transistor 23 and the collector of transistor 24, FSR coil 25 constituting a relay is connected in series. When transistor 23 and transistor 24 are turned ON at the same time as described above, conduction occurs from the line of vehicle speed detection data 211, which is at a high level, to the ground line to which the emitter of transistor 24 is connected, and current flows through FSR coil 25 on that path, exciting it. As described below, in an excited state in which current flows through FSR coil 25, FSR contact 41 is closed, and in a demagnetized state in which no current flows through FSR coil 25, FSR contact 41 is open. Note that FSR is an abbreviation for Fail Safe Relay, and as described below, it is derived from the fact that the excited state is permitted only when the vehicle is stopped and control information is active, preventing malfunctions and ensuring safety.

The above processing of the control information processing unit 2 can be summarized as follows.
When the vehicle is running and the vehicle speed detection data 211 is at a low level, the FSR coil 25 is always demagnetized and the FSR contact 41 is open, regardless of the other control information 212 to 216.
When the vehicle is stopped and the vehicle speed detection data 211 is at a high level, if at least one of the other control information 212 to 216 is at a high level (active), the FSR coil 25 is excited and the FSR contact 41 is closed.
Even when the vehicle is stopped and the vehicle speed detection data 211 is at a high level, if all of the other control information 212 to 216 is at a low level (inactive), the FSR coil 25 remains demagnetized and the FSR contact 41 is open.

The microcomputer 3 is a microcontroller IC that handles various information processing and control of the door driver 1, and supplies opening and closing drive commands for opening and closing the door 100 to the downstream regulating circuit 4, driver 5, and drive current application unit 6. As described above, the microcomputer 3 also controls the ON/OFF of the transistor 24 in the control information processing unit 2. As will be described in detail below, the microcomputer 3, driver 5, and drive current application unit 6 constitute a drive current generation unit that generates an opening and closing drive current for the door 100 according to the rotational position data of the rotor of the motor 131.

The regulation circuit 4, driver 5, and drive current application unit 6 are provided with approximately the same configuration corresponding to each coil of the U-phase, V-phase, and W-phase of the motor 131, which is a three-phase brushless motor. Therefore, the U-phase will be described in detail below, and the V-phase and W-phase will only be mentioned as appropriate when there are differences from the U-phase.

The regulation circuit 4 is provided between the microcomputer 3 and the driver 5 to regulate the open/close drive command for the coils of each phase, and at its front end is an FSR contact 41 which, together with the FSR coil 25, constitutes a relay and is controlled to open and close by the FSR coil 25. One end of the FSR contact 41 is connected to a 5V power supply, and the signal at the other end becomes the relay close signal 216 mentioned above. Therefore, when the FSR contact 41 is closed, the relay close signal 216 is at a high level (5V), and when the FSR contact 41 is open, the relay close signal 216 is at a low level.

The other end of the FSR contact 41 is branched and connected to a NOT circuit 42. The digital signal output by the NOT circuit 42 is the inverse of the relay close signal 216, and is hereinafter referred to as the "FSR signal" or simply "FSR". The digital value of the FSR signal is 0 when the FSR contact 41 is closed, and 1 when the FSR contact 41 is open. As described above, when the railway vehicle is running, the FSR contact 41 is always open, so the FSR signal is always 1. In this way, the FSR signal is data indicating that the railway vehicle is in a running state, and corresponds to the movement state data in this invention. This FSR signal is supplied to the microcomputer 3 and is used to generate a drive signal.

The regulation circuit 4 has a group of logic circuits that perform a predetermined logical operation based on the drive signal from the microcomputer 3, the FSR signal, and the rotational position data of the rotor of the motor 131. Note that FIG. 2 shows only one example of the configuration of the group of logic circuits, and it is well known that other configurations can be adopted to realize the same logical operation. The example of the group of logic circuits shown in the figure includes two NAND circuits 43, 44 and two AND circuits 45, 46.

The NAND circuit 43 receives the FSR signal and the rotational position data of the rotor of the motor 131. Here, the rotational position data is the detection data of the Hall elements H1, H2, and H3, which are shown in the motor 131 of FIG. 2. As is well known, in a three-phase brushless motor, three Hall elements H1, H2, and H3 are provided at positions that form a mechanical angle of 120 degrees from each other, and the rotational position (angle) of the rotor is detected by detecting the magnetism of the rotating rotor. The detection data of the Hall element H1 is input to the U-phase NAND circuit 43, the detection data of the Hall element H2 is input to the V-phase NAND circuit 43, and the detection data of the Hall element H3 is input to the W-phase NAND circuit 43. This is to regulate the open drive when the railway vehicle is running, as described later. In this embodiment, as shown in FIG. 1, the door 100 opens the door section 110 when the motor 131 rotates clockwise, and closes the door section 110 when the motor 131 rotates counterclockwise. However, in the case of a door 100 that closes in the opposite direction, that is, closes in the clockwise direction and opens in the counterclockwise direction, the hall elements input to the NAND circuits 43 of the U, V, and W phases can be switched to H2, H3, and H1, respectively, to regulate the opening drive while driving.

In a three-phase brushless motor, the method of generating Hall element signals H1, H2, and H3 with a phase difference of 120 degrees shown in FIG. 5 described later is not limited to the above, and Hall elements may be provided at an appropriate mechanical angle depending on the number of north and south poles of the rotor, which is a magnet. For example, when a 10-pole magnet with 10 north and 10 south poles is used as a rotor, three Hall elements may be provided at positions that form a mechanical angle of 60 degrees with respect to each other. In the case of 10 poles, a mechanical angle of 60 degrees corresponds to an electrical angle of 60 x 10 = 600 degrees, but by subtracting this from 720 degrees, which is a multiple of 360 degrees, the desired phase difference of 120 degrees is obtained. In this case, the three Hall elements can be mounted in a range of a mechanical angle of 120 degrees, so the wiring can be reduced.

The AND circuit 45 receives the output signal INE of the NAND circuit 43 and the pulse width modulation signal PWM from the microcomputer 3. Here, the pulse width modulation signal PWM is supplied to the driver 5 of each phase at a different timing to rotate the motor 131. Details will be described later, but when the motor 131 is rotated forward (open drive), the pulse width modulation signal PWM is supplied to the driver 5 in the order of U phase, V phase, and W phase, and when the motor 131 is rotated backward (close drive), the pulse width modulation signal PWM is supplied to the driver 5 in the order of W phase, V phase, and U phase.

In the above configuration, the NAND circuit 43 constitutes a regulating element that regulates the open drive when the railway vehicle is in a running state based on the FSR signal as the moving state data and the Hall element signals H1, H2, and H3 as the rotational position data. More specifically, when the NAND circuit 43 detects that the railway vehicle is in a running state based on the FSR signal during the open drive, and detects that the rotor of the motor 131 has reached a rotational position where a drive current should be passed through the coils of each phase based on the Hall element signals H1, H2, and H3, it regulates the drive current so that it does not flow through the coils of each phase. As described above, when the railway vehicle is running, the FSR signal is always 1. Therefore, the output signal INE of the NAND circuit 43 is 0 if the Hall element signal is 1, and 1 if the Hall element signal is 0. Therefore, the AND circuit 45 outputs 0 when the Hall element signal is 1 (INE is 0), and outputs the PWM output of the microcomputer 3 as is when the Hall element signal is 0 (INE is 1).

Details will be described later, but for example, in order to perform an open drive in the U phase, it is necessary to supply the pulse width modulation signal PWM to the driver 5 when the corresponding hall element signal H1 is 1. However, as described above, when the hall element signal is 1, INE becomes 0 and the output of the AND circuit 45 is regulated to 0, so the pulse width modulation signal PWM is blocked and not supplied to the driver 5. Therefore, open drive is prohibited when the railway vehicle is running. On the other hand, when performing a close drive in the U phase, the pulse width modulation signal PWM may be supplied to the driver 5 when the hall element signal H1 is 0, which is the opposite of the open drive, but this time INE becomes 1, so the pulse width modulation signal PWM is not blocked by the AND circuit 45. Therefore, close drive is permitted when the railway vehicle is running. Note that when the FSR signal is 0 when the railway vehicle is stopped, the output INE of the NAND circuit 43 is always 1 regardless of the hall element signal, so the AND circuit 45 always passes the pulse width modulation signal PWM from the microcomputer 3. Therefore, both open and closed drive are permitted when the vehicle is stopped.

The NAND circuit 44 constitutes an input/output comparison element that compares the input and output of the NAND circuit 43 as a regulating element, and regulates the drive current during closed drive when the logical operation result is incorrect. Specifically, the NAND circuit 44 receives three signals, the FSR signal and the Hall element signal, which are the inputs of the NAND circuit 43, and the output signal INE of the NAND circuit 43, and detects a failure of the NAND circuit 43 based on the NAND operation result CINE. FIG. 3 is a list of the three inputs FSR, H, and INE of the NAND circuit 44 and the digital values that the output CINE can take. Here, if the NAND circuit 43 is faulty, an incorrect operation result surrounded by a triangle will occur in the INE column. The output CINE of the NAND circuit 44 will be 1 in most cases, but only when both FSR and H are 1 and INE takes the incorrect value 1, CINE will be 0. In other words, when CINE indicates 0, the NAND circuit 43 is faulty.

The AND circuit 46 provided after the NAND circuit 44 receives the shutdown signals SD and CINE from the microcomputer 3. When the shutdown signal SD is 0, it prohibits positive and negative current from passing through the coils of each phase. As described later, when the motor 131 is driven, the coils of each phase periodically repeat a positive current state, a negative current state, and a non-current open state, and the shutdown signal SD is used to realize the open state. Here, in the normal state where there is no failure in the NAND circuit 43, CINE is always 1, so the output of the AND circuit 46 is equal to the shutdown signal SD from the microcomputer 3. On the other hand, in the abnormal state where there is a failure in the NAND circuit 43, CINE becomes 0, so the output of the AND circuit 46 becomes 0 regardless of the shutdown signal SD, and the coil of the corresponding phase is forcibly switched to the open state. In this way, the motor 131 that deviates from the normal driving sequence automatically becomes inoperable and safely stops.

The driver 5 applies a drive current to the motor 131 based on an open/close drive command from the microcomputer 3, and has a signal input terminal IN to which the pulse width modulation signal PWM from the microcomputer 3 is input, and a shutdown terminal SD to which the shutdown signal SD from the microcomputer 3 is input. Figure 4 is a table showing the state of the coils of each phase, the signals IN and SD, and the state of the positive-side transistor FET+ and the negative-side transistor FET- of the drive current application unit 6 described later. When a positive current is applied, a pulse width modulation signal PWM is input to IN, and 1 is input to SD. At this time, FET+ is ON and conducts with the power supply voltage, and a positive current flows through the coil. When a negative current is applied, 0 is input to IN, and 1 is input to SD. At this time, FET- is ON and conducts with the ground voltage, and a negative current flows through the coil. When open, 0 is input to SD (not affected by IN). At this time, both FET+ and FET- are OFF, and no current flows through the coil.

The drive current application unit 6 has FET61 as a high-potential transistor on the positive side that energizes the coils of each phase, and FET62 as a low-potential transistor on the negative side that energizes the coils of each phase. FET61 and FET62 are connected in series between a 110V power supply, which is the high potential point, and ground, which is the low potential point, and drive current flows from the connection point to the coils 131U, 131V, and 131W of the corresponding phase. FET61 and FET62 are both n-type MOSFETs (Metal-Oxide-Semiconductor Field-Effect Transistors), and are turned on (ON) when a positive gate voltage is applied from the driver 5.

Here, a so-called bootstrap circuit is used for the positive side FET 61 to obtain a sufficient gate voltage for turning it on. The bootstrap circuit is composed of a bootstrap diode 63 connected in the forward direction to a 12V power supply, and a bootstrap capacitor 64 that accumulates charge to obtain the gate voltage for turning on the FET 61. While the FET 62 is ON when the coils of each phase are negatively energized, the negative electrode of the bootstrap capacitor 64 becomes the ground potential, and charge is accumulated in the bootstrap capacitor 64 due to the difference with the positive power supply potential of 12V. When the coils of each phase are positively energized, the voltage due to this accumulated charge can be applied to the gate of the FET 61 to turn the FET 61 ON. Note that if the FET 61 is configured as a p-type MOSFET, the bootstrap circuit is not necessary because it can be turned ON by a negative gate voltage.

Between the 110V power supply and the positive side FET 61, an overcurrent relay 65 (also called an OCR (Over Current Relay)) is provided as an overcurrent detection unit. When the overcurrent relay 65 detects an excessive drive current caused by a short circuit in the FET 61 or FET 62, it immediately cuts off the power supply to safely stop the door drive device 1.

Figure 5 shows the relationship between the Hall element signals H1, H2, and H3 and the drive current of each phase when the door drive device 1 configured as described above drives the motor 131 to open and close. In the upper part of the figure, the detection values of the Hall elements H1, H2, and H3 corresponding to the electrical angle of the rotor of the motor 131 are shown as binary values of 1 and 0. In the middle part of the figure, the drive current flowing through the coil of each phase when the motor 131 is driven to rotate in the clockwise direction is shown as three values of "plus", "open (0)", and "minus". In the lower part of the figure, the drive current flowing through the coil of each phase when the motor 131 is driven to rotate in the counterclockwise direction is shown as three values of "plus", "open (0)", and "minus". As shown in the figure, when the motor 131 is driven to rotate in the clockwise direction in the middle part, the drive current of each phase is controlled from left to right in the figure, and when the motor is driven to rotate in the counterclockwise direction in the lower part, the drive current of each phase is controlled from right to left in the figure.

The method of driving such a three-phase brushless motor is well known, so a detailed explanation will be omitted, but for example, between electrical angles of 150° and 90°, H1 and H3 are 1 and H2 is 0, and when driving in the clockwise direction, the U phase is positively energized, the V phase is negatively energized, and the W phase is open, and a drive current flows from the U phase to the V phase, and when driving in the counterclockwise direction, the U phase is negatively energized, the V phase is positively energized, and the W phase is open, and a drive current flows from the V phase to the U phase. Similarly, between electrical angles of 90° and 30°, H1 is 1, H2 and H3 are 0, and when driving in the clockwise direction, the U phase is positively energized, the V phase is open, and the W phase is negatively energized, and a drive current flows from the U phase to the W phase, and when driving in the counterclockwise direction, the U phase is negatively energized, the V phase is open, and the W phase is positively energized, and a drive current flows from the W phase to the U phase. The same applies below.

As shown in FIG. 5, even if the Hall element signals H1, H2, and H3, which are the rotational position data of the rotor of the motor 131, or the electrical angle are the same, drive currents are passed through coils of different phases when the door 100 is driven to open (when driven in a clockwise direction) and when it is driven to close (when driven in a counterclockwise direction).

Next, we will explain how the door drive device 1 configured as above operates when the vehicle is stopped and when it is moving.

When the door drive device 1 is stopped, as described above, it means that the traveling speed of the railway vehicle is less than a predetermined value (for example, 5 km/h), and the vehicle speed detection data 211 is at a high level. In this state, when any of the control information 212 to 216 becomes a high level, the transistors 22 and 23 are turned ON, and the high-level vehicle speed detection data 211 is supplied to the microcomputer 3. The microcomputer 3 that receives the high-level vehicle speed detection data 211 generates a high-level base drive signal and turns on the transistor 24. When both the transistors 23 and 24 are turned ON in this way, a current flows through the FSR coil 25 between them, and it is excited. The excited state of the FSR coil 25 closes the FSR contact 41, and the relay close signal 216, which is its output, becomes a high level. The high-level relay close signal 216 maintains the ON state of the transistors 22 and 23, so the excited state of the FSR coil 25 is also maintained. In other words, closing the FSR contact 41 self-maintains the excited state of the FSR coil 25. The FSR coil 25 can be excited with control information 212-215 other than the relay close signal 216, but since the open permission command 214, for example, only goes high temporarily when the crew issues the command, a relay close signal 216 is needed to self-maintain the excited state of the FSR coil 25 even after the open permission command 214 returns to a low level.

In the regulating circuit 4 downstream of the microcomputer 3, the FSR contact 41 is closed, so the FSR signal output from the NOT circuit 42 is 0. Therefore, the output INE of the NAND circuit 43, which is a regulating element, is always 1, and the AND circuit 45 downstream of the NAND circuit 43 always passes the pulse width modulation signal PWM from the microcomputer 3. Therefore, the door 100 can be opened and closed by driving the motor 131 based on the driving sequence shown in FIG. 5. When the train stops at a station and passengers board and disembark, the motor 131 of the door 100 facing the platform is driven in a clockwise direction to open the door 100. After boarding and disembarking are completed, the motor 131 is driven counterclockwise to close the door 100. When the microcomputer 3 confirms that all the doors 100 are completely closed, it stops the base drive signal to the transistor 24. When the transistor 24 is turned OFF in this way, the FSR coil 25 is demagnetized and the FSR contact 41 is opened. As a result, relay close signal 216, which had been self-maintaining the excited state of FSR coil 25, goes to low level, and transistors 22 and 23 turn off. This ends the operation when the train is stopped, and the train can start moving.

Next, the operation of the door driver 1 when the vehicle is traveling will be described. When the vehicle is traveling, the traveling speed of the railway vehicle is equal to or greater than a predetermined value (e.g., 5 km/h), and the vehicle speed detection data 211 is at a low level. Unlike when the vehicle is stopped, high-level vehicle speed detection data 211 is not supplied to the microcomputer 3, and therefore a base drive signal to the transistor 24 is not generated. Therefore, the transistor 24 is always OFF, and no current flows through the FSR coil 25, so the FSR contact 41 is always open.

In the regulating circuit 4 downstream of the microcomputer 3, the FSR contact 41 is open, so the FSR signal output from the NOT circuit 42 becomes 1. At this time, as shown in Figures 6 and 7, the action of the regulating circuit 4 prohibits the door 100 from being driven open, and only the door 100 is allowed to be driven closed.

6 shows various signals and the energization state of each phase of the motor 131 when the open drive is performed while driving. In this figure, the Hall element signals H1, H2, and H3 and the microcomputer commands PWM_U, PWM_V, and PWM_W are the open drive sequence shown in FIG. 5 itself. INE_U, INE_V, and INE_W are the outputs of the NAND circuit 43, which is the regulating element of each phase. Here, when the microcomputer command is "PWM" for positive energization, it can be seen that when the PWM_U of the U phase is "PWM", the corresponding INE_U is 0, when the PWM_V of the V phase is "PWM", the corresponding INE_V is 0, and when the PWM_W of the W phase is "PWM", the corresponding INE_W is 0. As described above, the pulse width modulation signal PWM of the phase where INE is 0 is cut off by the AND circuit 45, which means that the positive current "PWM" to all phases is restricted. Therefore, when the vehicle is running, no drive current flows through the coils 131U, 131V, and 131W, and the clockwise drive of the motor 131 is prohibited, and the door 100 is prohibited from being driven to open. In other words, the restriction circuit 4 restricts the high potential side transistor FET61 of the phase through which the drive current should flow during the open drive to a non-conductive state. Note that the configuration of the restriction circuit 4 can also be appropriately adjusted to restrict the low potential side transistor FET62 to a non-conductive state.

Figure 7 shows various signals and the energization state of each phase of the motor 131 when attempting to perform a closed drive while driving. In this figure, the Hall element signals H1, H2, and H3 and the microcomputer commands PWM_U, PWM_V, and PWM_W are the closed drive sequence shown in Figure 5. As in Figure 6, if we focus on the INE of the phase in which the microcomputer command is "PWM" for positive energization, it can be seen that, contrary to the open drive, when the PWM_U of the U phase is "PWM", the corresponding INE_U is 1, when the PWM_V of the V phase is "PWM", the corresponding INE_V is 1, and when the PWM_W of the W phase is "PWM", the corresponding INE_W is 1. As mentioned above, the pulse width modulation signal PWM of the phase in which INE is 1 passes through the AND circuit 45 as it is, so that positive energization "PWM" can be performed normally to all phases. Therefore, when traveling, the motor 131 is allowed to rotate counterclockwise, allowing the door 100 to be driven to close.

According to the door drive device 1 of the present embodiment described above, the restriction circuit 4 restricts the door 100 from being driven to open while the train is traveling, so safety can be ensured while the train is traveling. In addition, since the restriction circuit 4 allows the door 100 to be driven to close while the train is traveling, if the door 100 is open while the train is traveling for some reason, the door 100 can be safely closed without stopping the train. For example, if a foreign object is caught in the door 100 and the train departs with the door 100 open, the foreign object can be removed while the train is traveling, and the door 100 can be closed as is. In addition, if the door 100 is manually unlocked and opened while the train is traveling, the door can be immediately driven to close to ensure safety. Furthermore, if a gap is created even when the door 100 is closed normally, the gap can be reduced by driving the door to close at all times while the train is traveling.

The present invention has been described above based on the embodiments. The embodiments are merely examples, and it will be understood by those skilled in the art that various modifications are possible in the combination of each component and each processing process, and that such modifications are also within the scope of the present invention.

In the embodiment, the regulating circuit 4 is provided between the microcomputer 3 and the driver 5, but all or part of the regulating circuit 4 may be provided downstream of the driver 5 to achieve the same regulating operation as in the embodiment. However, when the regulating circuit 4 is provided between the microcomputer 3 and the driver 5, it only needs to operate at a lower voltage than the downstream of the driver 5, so it can be constructed inexpensively.

Figure 8 shows a configuration example in which a part of the regulating circuit 4 is provided in the rear stage of the driver 5. The AND circuit 47 provided in the rear stage of the driver 5 regulates the positive current for open drive during driving by calculating the logical product of the gate voltage applied to the FET 61 for positive current, the output INE of the NAND circuit 43, and the output CINE of the NAND circuit 44. As explained in Figure 6, the INE of the positive current (PWM) phase during open drive during driving is always 0, so the output of the AND circuit 47 is regulated to 0. Therefore, open drive during driving is regulated. On the other hand, as explained in Figure 7, the INE of the positive current (PWM) phase during close drive during driving is always 1, so the AND circuit 47 passes the gate voltage for positive current. Therefore, close drive during driving is permitted. Also, when the FSR contact 41 is closed while the vehicle is stopped, INE is always 1, so the AND circuit 47 passes the gate voltage for positive current. Therefore, both open and closed drives are permitted when the vehicle is stopped. As shown in FIG. 3, the output CINE of NAND circuit 44 is always 1 unless there is a malfunction in NAND circuit 43, so there is no effect on the above-mentioned regulating operation. On the other hand, if there is a malfunction in NAND circuit 43 and CINE becomes 0, the positive current is regulated by AND circuit 47, and motor 131 is safely stopped.

In the embodiment, the FSR signal input to the NAND circuit 43 as a regulating element is obtained from the FSR contact 41, but the vehicle speed detection data 211 passed through the NOT circuit 42 may be input to the NAND circuit 43 instead of the FSR signal. When the railway vehicle is moving, the vehicle speed detection data 211 is at a low level, so when passed through the NOT circuit 42, it always becomes a digital value of 1. Therefore, it can be used instead of the FSR signal, which also always becomes a digital value of 1 when moving. However, from the viewpoint of ensuring safety, it is preferable to use the FSR signal, which requires two-stage activation by the vehicle speed detection data 211 and the control information 212 to 216.

In the embodiment, the same regulating circuit 4 is provided for all phases (U-phase, V-phase, W-phase) of the motor 131, but the regulating circuit 4 may be provided for some of the phases. As described in the embodiment, positive current flow during driving and open drive of the phase in which the regulating circuit 4 is provided is prohibited, and the normal open drive sequence shown in FIG. 5 cannot be executed, so that open drive during driving is regulated. For example, when the regulating circuit 4 is provided only in the U-phase, in FIG. 6 showing the open drive during driving, positive current flow (PWM application) of the V-phase and W-phase without the regulating circuit 4 is permitted, but positive current flow of the U-phase is regulated by the regulating circuit 4. Therefore, when the door 100 is fully closed before driving, if the position of the rotor of the motor 131 is adjusted to a position where positive current should be applied to the U-phase, open drive from the fully closed position can be prohibited. Specifically, in FIG. 6, positive current supply to the U phase is attempted when (H1, H2, H3) = (1, 0, 1) (1, 0, 0), which corresponds to the electrical angle of 150° to 30° in FIG. 5. Therefore, if the rotor is moved to any rotational position within this electrical angle range, for example, a rotational position of 60°, when the door 100 is fully closed, positive current supply to the U phase for opening while driving is prohibited, so that the door 100 can be kept fully closed. At this time, the rotational position of the rotor is kept at, for example, 60°, and the rotor does not come to an electrical angle position where positive current should be supplied to the V phase or W phase, so there is no problem even if the regulating circuit 4 is not provided for the V phase and W phase. However, in order to reliably prohibit opening while driving, it is preferable to provide a regulating circuit 4 that regulates the drive current in all phases as in the embodiment.

The functional configuration of each device described in the embodiments can be realized by hardware resources or software resources, or by the cooperation of hardware and software resources. Processors, ROM, RAM, and other LSIs can be used as hardware resources. Programs such as operating systems and applications can be used as software resources.

Among the embodiments disclosed in this specification, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions consolidated, and conversely, those in which multiple functions are provided in a consolidated manner may have some or all of the multiple functions distributed. Regardless of whether the functions are consolidated or distributed, it is sufficient that the configuration is such that the object of the invention can be achieved.

1 Door drive device, 2 Control information processing unit, 3 Microcomputer, 4 Regulatory circuit, 5 Driver, 6 Drive current application unit, 25 FSR coil, 41 FSR contact, 65 Overcurrent relay, 100 Door, 131 Motor.

Claims (14)

A door drive device for a vehicle having a motor that generates rotational power by a drive current flowing through a multi-phase coil, and a door that is opened and closed based on the rotational power,
a drive current generating unit that supplies the drive current to the coil of a different phase when the door is driven to open and when the door is driven to close in accordance with rotational position data of a rotor of the motor;
a regulation circuit that regulates the drive current so that the drive current does not flow through the coil of the phase through which the drive current should flow during the open drive, based on the movement state data indicating that the vehicle is in a predetermined running state and the rotational position data ,
The drive current generating unit includes a controller that generates an opening/closing drive command for the door, and a driver that applies the drive current to the motor based on the opening/closing drive command;
The regulation circuit is provided between the controller and the motor,
When the moving state data indicates that the vehicle is in the traveling state, the driver cuts off the drive current corresponding to the open/close drive command from the controller to the coil of the phase through which the drive current should flow during the open drive so that the driver does not apply the drive current to the motor;
When the moving state data indicates that the vehicle is in the traveling state, the driver transmits a drive current corresponding to the open/close drive command from the controller to the coil of the phase through which the drive current should flow during the closing drive so that the driver applies the drive current to the motor;
When the moving state data indicates that the vehicle is not in the running state, the driver transmits to the motor a drive current corresponding to the opening/closing drive command from the controller to the coil of the phase to which the drive current should flow during the opening drive and the closing drive.
Door drive device. The door drive device according to claim 1 , wherein the regulating circuit is provided for all of the coil phases and regulates the drive current so that the drive current does not flow to the coil of each phase through which the drive current should flow during the opening drive. 3. The door drive device according to claim 1, wherein when the regulating circuit detects, during the opening drive, that the vehicle is in the specified running state based on the moving state data, and detects, based on the rotational position data, that the rotor of the motor has reached a rotational position where the drive current should be passed through the coil of each phase, the regulating circuit regulates the drive current not to flow through the coil of each phase. 4. The door drive device according to claim 1, wherein the regulating circuit includes a regulating element that performs a logical operation based on the moving state data and the rotational position data, and regulates the drive current during the opening drive based on a result of the logical operation. 5. The door drive device according to claim 4, wherein the regulating circuit includes an input/output comparison element that compares an input and an output of the regulating element and, when a logical operation result is incorrect, regulates the drive current during the closing drive. 6. The door drive device according to claim 1, wherein the travel state data is supplied from one end of a relay that is connected to a power source and that is opened when the vehicle is in the predetermined travel state. The door drive device according to claim 6, wherein the movement state data is digital data representing a potential of the power source appearing at the other end when the relay is in a closed state and a potential lower than a potential of the power source appearing at the other end when the relay is in an open state. The door drive device according to claim 1 , wherein the regulating circuit is provided between the controller and the driver, and regulates the opening/closing drive command to the coil of a phase through which the drive current should flow during the opening drive. the drive current generating unit includes, for each phase of the coil, a high-potential side transistor having one end connected to a high potential point, and a low-potential side transistor having one end connected to a low potential point and the other end connected to the other end of the high-potential side transistor;
When the high-side transistor is conductive, the driving current flows in a positive direction from the other end to the coil of each phase;
When the low-side transistor is conductive, the drive current flows in a negative direction from the other end to the coil of each phase;
The door drive device according to claim 1 , wherein the regulating circuit regulates at least one of the high potential side transistor and the low potential side transistor of a phase through which the drive current should flow during the opening drive to a non-conducting state. The door drive device according to claim 1 , further comprising an overcurrent detection unit that cuts off power supply to the drive current generation unit when an excessive drive current is detected. 11. The door drive device according to claim 1, wherein the drive current generating unit generates the drive current that rotates the rotor of the motor in one direction when driving the door to open, and generates the drive current that rotates the rotor of the motor in a direction opposite to the one direction when driving the door to close. the vehicle is a rail vehicle,
The door drive device according to claim 1 , wherein the predetermined running state is a state in which the running speed of the railway vehicle is equal to or higher than a predetermined value. A door driving method for a vehicle having a motor that generates rotational power by a driving current flowing through a multi-phase coil, and a door that is opened and closed based on the rotational power, comprising:
a drive current generating step of flowing the drive current to the coil of a different phase when driving the door to open and when driving the door to close in accordance with rotational position data of a rotor of the motor;
and a regulating step of regulating, based on the movement state data indicating that the vehicle is in a predetermined running state and the rotational position data, the driving current not to flow through the coil of the phase through which the driving current should flow during the open drive mode ,
the drive current generating step is executed by a controller that generates an opening/closing drive command for the door, and a driver that applies the drive current to the motor based on the opening/closing drive command;
The regulating step is performed between the controller and the motor;
When the moving state data indicates that the vehicle is in the traveling state, the driver cuts off the drive current corresponding to the open/close drive command from the controller to the coil of the phase through which the drive current should flow during the open drive so that the driver does not apply the drive current to the motor;
When the moving state data indicates that the vehicle is in the traveling state, the driver transmits a drive current corresponding to the open/close drive command from the controller to the coil of the phase through which the drive current should flow during the closing drive so that the driver applies the drive current to the motor;
When the moving state data indicates that the vehicle is not in the running state, the driver transmits to the motor a drive current corresponding to the opening/closing drive command from the controller to the coil of the phase to which the drive current should flow during the opening drive and the closing drive.
Door drive method. A door drive program for a vehicle having a motor that generates rotational power by a drive current flowing through a multi-phase coil, and a door that is opened and closed based on the rotational power,
a drive current generating step of flowing the drive current to the coil of a different phase when driving the door to open and when driving the door to close in accordance with rotational position data of a rotor of the motor;
a regulating step of regulating, based on the moving state data indicating that the vehicle is in a predetermined running state and the rotational position data, so that the driving current does not flow through the coil of the phase through which the driving current should flow during the open drive mode ;
the drive current generating step is executed by a controller that generates an opening/closing drive command for the door, and a driver that applies the drive current to the motor based on the opening/closing drive command;
The regulating step is performed between the controller and the motor;
When the moving state data indicates that the vehicle is in the traveling state, the driver cuts off the drive current corresponding to the open/close drive command from the controller to the coil of the phase through which the drive current should flow during the open drive so that the driver does not apply the drive current to the motor;
When the moving state data indicates that the vehicle is in the traveling state, the driver transmits a drive current corresponding to the open/close drive command from the controller to the coil of the phase through which the drive current should flow during the closing drive so that the driver applies the drive current to the motor;
When the moving state data indicates that the vehicle is not in the running state, the driver transmits to the motor a drive current corresponding to the opening/closing drive command from the controller to the coil of the phase to which the drive current should flow during the opening drive and the closing drive.
Door drive program.

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