JPH0755004B2 - Electric vehicle control device - Google Patents

Description

TECHNICAL FIELD The present invention relates to a control device for an electric vehicle, and more particularly to a configuration of a device capable of maximizing adhesive performance.

[Conventional technology]

Driving of an electric vehicle is performed by the frictional force between the axle and the frame, and it is the basis of vehicle technology to make maximum use of this frictional force. FIG. 8 is a characteristic diagram showing the relationship between the friction coefficient between the wheel and the rail and the sliding speed. The value of the friction coefficient itself fluctuates greatly depending on the surface condition of the rail, weather, running speed, and the like. When the (pulling force of the wheel / axle load) exceeds the friction coefficient (called the adhesion coefficient) at point P in Fig. 8, large slippage occurs, and the machine runs on the rotating parts of the main motor, gear device, etc., rail surfaces, and wheel treads. It is a major problem to prevent this from occurring because the mechanical damage occurs and the tensile force also decreases, and to operate in a state as close to the point P as possible. Generally, a region where the slip velocity is P point or less is called a minute slip, that is, a creep region, and a region where the slip velocity is P point or more is called a slip region. By the way, in the past, a so-called post-treatment control system after occurrence of slippage has been adopted, which detects the occurrence of slippage and then reduces the tensile force. 9 to 11 show a slip detection method in a conventional electric vehicle controller. It is an explanatory diagram showing the voltage comparison method, the current comparison method, and the speed generator method, respectively, and the comparison of the detection sensitivity, principle, and problems of each method is shown in the table below.

[Problems to be Solved by the Invention] However, in the conventional electric vehicle control device as described above, there is a slight difference in the detection sensitivity depending on the idling detection method, but in any case, idling occurrence or slippage occurs. Since it is a detection in the area, it is a method of detecting slipping near the point R in Fig. 8 and reducing the tensile force to the point S to re-adhesive. It will be used in the area where the practical adhesion coefficient is relatively low. There was such a defect. That is, in the electric locomotive, since it is necessary to increase the number of moving shafts, the manufacturing cost becomes high, and if the number of moving shafts is constant, the traction load becomes small. Then, in the train, the ratio of (electric vehicle / accompanying vehicle) in one formation, that is, the electric vehicle, increases, and the manufacturing cost and maintenance cost increase.

The present invention has been made in order to solve the drawbacks of the conventional ones, and an object thereof is to provide a control device for an electric vehicle that can maximize the adhesive performance.

[Means for solving problems]

A control device for an electric vehicle according to the present invention is a vibration detection device that detects a natural vibration frequency component in a self-excited vibration of a wheel axle as a slipping precursory phenomenon and outputs a vibration detection signal, by dividing the vibration detection signal by the vehicle speed. The unitized signal is compared with the unitized permissible maximum amplitude standard of the natural vibration frequency component, and a motor controller for controlling the tensile force of the electric motor is provided so that the unitized natural vibration frequency component becomes constant. It is a thing.

[Action]

In the present invention, the tension force of the electric motor is controlled so that the natural vibration frequency component of the unitized wheel axle is kept constant within the allowable range at the stage of the slipping precursory phenomenon, so that slipping does not occur and regardless of the vehicle speed. High adhesive performance can be obtained.

Example of Invention

 Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a control block diagram of an electric vehicle controller in one embodiment to which the present invention is applied. In the figure, (Pa
n) is a pantograph, (CH) is a chitopa circuit that controls direct current input from a pantograph (Pan) to supply a direct current to a main motor (TM) incorporated in the bogie (BG), and (TS) is a bogie ( (BG) torque sensor that detects the self-excited vibration of the wheel axle,
(TG) is a speed generator built into the bogie (BG) and outputs a signal proportional to the speed of the vehicle. (DF) is a digital filter circuit that extracts only the natural vibration frequency component as a slipping precursor phenomenon from the self-excited vibration detected by the torque sensor (TS). The digital filter circuit (DF) is equipped with an amplifier (not shown) at its input to pass a frequency band in a predetermined range, and the natural vibration frequency is processed digitally using a microprocessor. The signal processing time is about several ms, which is extremely fast. The torque sensor (TS) and the digital filter circuit (DF) form a vibration detector (VS). (RA) is a division circuit that divides the output from the digital filter circuit (DF) by the output from the speed generator (TG) into a unit and outputs this unitized vibration detection signal.
(CPR) is a comparator that compares the unitized allowable maximum amplitude reference (AS) of the natural vibration frequency component with the output from the divider circuit (RA), and (SC) is the output from the comparator (CPR). A creep controller that receives and outputs a control signal to control the creep amount, (AMP) is the control signal from the creep controller (SC), the acceleration current command (IP), and the main motor current detected by the DC transformer (DCCT). (IM) is an input amplifier that outputs a gate signal to the chip circuit (CH). And
The controller (CH), the divider (RA), the maximum allowable amplitude reference (AS), the comparator (CPR), the creep controller (SC) and the amplifier (AMP) are used as a motor controller to control the controller. TMC).

The natural vibration frequency of the self-excited vibration of the wheel shaft is determined by the torsion spring rigidity of the drive system torsion spring and the axle torsion spring system, and FIG. 2 shows an example thereof. That is, FIG. 2 (a) shows the frequency characteristic of the amplitude of the self-excited vibration based on the simulation result at the sliding speed x,
In this example, the natural vibration frequency is F ₁ H ₂ . Then, when the slip velocity increases from x to y in the creep region, it can be seen that the amplitude increases in proportion to the magnitude of the slip velocity, as shown in FIG. Further, the natural vibration frequency component amplitude of the self-excited vibration was found from the result of the experiment to increase substantially in proportion to the vehicle speed as shown in FIG.

Next, the operation of the control apparatus for the electric vehicle as an embodiment of the present invention configured as described above will be described. The axle is driven by the main electric motor (TM) incorporated in the wheel and axle device of the bogie (BG), but if a slight slippage occurs in the wheel, self-excited vibration of torsion occurs in the axle. Then, the natural vibration frequency component of this self-excited vibration increases as the slip velocity increases, as shown in FIG. Further, as shown in FIG. 3, the natural frequency component of the self-excited vibration increases substantially in proportion to the vehicle speed. Therefore, the output of vibration for removing the influence of the vehicle speed is divided by the vehicle speed. Unitization processing is required. Therefore, the torque sensor (TS) detects the above-mentioned self-excited vibration, and the digital filter circuit (DF) extracts only the natural vibration frequency component from this, and the output is unitized by the division circuit (KA). The maximum allowable amplitude standard (AS) unitized by the vibration component corresponding to the point Q in Fig. 8 is compared with the comparator (CPR), and the result is sent to the amplifier (AMP) via the creep controller (SC). Is entered.
Then, the amplifier (AMP) receiving the acceleration current command (IP) controls the gate control circuit of the chip circuit (CH) so that the vibration component maintains a value corresponding to the vicinity of point Q in FIG. The main motor current (IM) is controlled to control the tension of the main motor (TM).

As described above, in one practical example of the present invention, the electric vehicle is controlled by the above control so that the sliding speed V _{S at the} point Q in FIG.
In this case, the value of the maximum friction coefficient between the wheel and the rail can be used regardless of the surface condition of the rail and weather conditions. The number can be reduced (eg 4 from 6 motion axes
The manufacturing cost of an electric locomotive can be greatly reduced and resources can be saved, and the energy efficiency can be improved by increasing the capacity of a single machine such as a main motor. Furthermore, in the case of trains, the ratio of electric cars in a single train can be reduced by improving the adhesion coefficient, which greatly reduces the initial investment and saves resources, and also reduces energy consumption and maintenance costs by reducing train weight. Can be reduced.

FIG. 4 is a control block diagram of an electric vehicle controller in another embodiment of the present invention, in which the main transformer (MTR) and its secondary side are replaced by the main circuit (MTR) instead of the chip circuit (CH) of FIG. The connected thyristor bridge circuit (THB) is adopted, and the division circuit (RA), maximum allowable amplitude reference (AS), comparator (CPR), creep controller (SC) and amplifier (AMP) ) Is included in the thyristor phase controller (TMC) as a motor controller. In this case, the same effect as in the case of the above-described one embodiment can be achieved as an AC electric vehicle.

FIG. 5 shows an embodiment in which the digital filter circuit (DF) of FIG. 1 is composed of an analog filter circuit (AF) and a detection circuit (DET), and the natural vibration frequency of the self-excited vibration of the wheel axle by the torque sensor (TS). This is a method of detecting components.

FIG. 6 shows an embodiment in which the digital filter circuit (DF) shown in FIG. 4 is composed of an analog filter circuit (AF) and a detection circuit (DET), which is unique among the self-excited vibrations of the wheel axle by the torque sensor (TS). This is a method of detecting a vibration frequency component.

Also in the embodiment shown in FIGS. 5 and 6, the amplitude of the unitized natural vibration frequency component is compared with the unitized maximum allowable amplitude standard (AS), and the unitized natural vibration frequency component becomes constant. By controlling the tension force of the main electric motor (TM), an electric vehicle control device capable of maximizing the adhesive performance while allowing a slight idling is provided.

FIG. 7 shows another embodiment of the present invention when a thyristor variable voltage variable frequency control device (TMC) using a variable voltage variable frequency control circuit (VVVF) is applied as a motor control device. In this case, the main motor ( (TM) as a control device for an electric vehicle using a three-phase squirrel-cage induction motor.

〔The invention's effect〕

As described above, the present invention detects the natural vibration frequency component of the self-excited vibration of the wheel axle in the precursory phenomenon before the occurrence of large slip, and divides this natural vibration frequency component by the vehicle speed to form a unit. Since the speed dependence of the detection signal is eliminated, the tension force of the electric motor is controlled so that the unitized natural vibration frequency component is constant by comparing with the unitized allowable maximum amplitude standard. The maximum friction coefficient between the rail and the rail can be almost the same, and the adhesive performance can be maximized.

[Brief description of drawings]

FIG. 1 is a control block diagram of an electric vehicle controller according to an embodiment of the present invention, FIG. 2 is a characteristic diagram showing frequency characteristics of amplitude of self-excited vibration, and FIG. 3 is vehicle speed and natural vibration frequency component. 4 to 7 are control block diagrams of a control device for an electric vehicle in different embodiments of the present invention, and FIG. 8 is a control block diagram between a wheel and a rail. Characteristic diagram showing the relationship between coefficient of friction and slip velocity, No. 9
1 to 11 are explanatory views showing a voltage comparison method, a current comparison method and a speed generator method, which are idling detection methods in a conventional electric vehicle control device, respectively. In the figure, (TM) is the main motor as an electric motor, (VS)
Is a vibration detection device, (RA) is a division circuit, (AS) is a unitized maximum allowable amplitude reference, and (TMC) is a motor controller. In the drawings, the same reference numerals indicate the same or corresponding parts.

Claims (7)

[Claims] 1. A vibration detecting device for detecting a natural vibration frequency component in self-excited vibration of a wheel axle driven by an electric motor to output a vibration detection signal, a vehicle speed being detected, and the vibration detection signal being divided by the vehicle speed. A division circuit for unitizing and outputting a unitized vibration detection signal, a comparison circuit for comparing the unitized vibration detection signal with a unitized maximum allowable amplitude reference of the natural vibration frequency component, and a comparison circuit from this comparison circuit A creep controller that outputs a control signal that controls the amount of slip speed of the wheel with respect to the rail, an electric motor controller that controls the tensile force of the electric motor so that the natural vibration frequency component unitized by the control signal becomes constant. A control device for an electric vehicle, comprising: 2. A vibration detecting device is attached to a wheel axle, and a torque sensor for detecting self-excited vibration of the wheel axle and outputting a detection signal, and the detection signal are input to extract a natural vibration frequency component of the self-excited vibration. The control device for an electric vehicle according to claim 1, further comprising a filter circuit that outputs a detection signal. 3. The control device for an electric vehicle according to claim 2, wherein the filter circuit is a digital filter circuit. 4. A filter circuit comprising an analog filter circuit and a detection circuit for detecting a natural vibration frequency component of self-excited vibration of a wheel set.
A control device for an electric vehicle according to the item. 5. The electric motor control device is a chip control device for controlling the pulling force of the electric motor by controlling the electric current of the electric motor by using a chopper circuit. The control device for an electric vehicle according to any one of 4 above. 6. A motor control device is a thyristor phase control device for controlling a pulling force of the motor by controlling a current of the motor by using a thyristor bridge circuit. An electric vehicle control device according to any one of items 1 to 4. 7. The electric motor control device is a thyristor variable voltage variable frequency control device for controlling the tensile force of a three-phase squirrel cage induction motor, according to any one of claims 1 to 4. The electric vehicle control device described.