JPH07106008B2 - Electric vehicle readhesion control device - Google Patents

Description

Description: FIELD OF THE INVENTION The present invention relates to re-adhesion of an electric vehicle suitable for maximally utilizing the adhesive force (friction force) between a driving wheel and a rail as a traction force or a braking force. Regarding the control device.

[Background of the Invention]

A railroad vehicle obtains its traction force or braking force by the adhesive force between the driving wheel and the rail, and if the driving torque or braking torque of the driving wheel shaft exceeds the limit value determined by the friction coefficient between the driving wheel and the rail, It is well known to cause slipping or sliding of the. This slipping and gliding are essentially the same phenomenon,
Similar measures are taken to stop these. Therefore, the operation of the electric vehicle at the time of power running will be described below as an example, and the different points during braking will be described.

FIG. 1 shows the relationship between the sliding speed (difference between the driving wheel peripheral speed and the vehicle traveling speed) v _S between the driving wheel rails and the adhesive force f. As shown in this figure, when the driving torque of the driving wheel shaft (hereinafter referred to as the driving torque) is increased, the adhesive force f is increased and the sliding speed v _S is also increased accordingly. When the driving torque is further increased and the adhesive force f reaches the maximum f _max , the sliding speed increases more and more, and as the sliding speed increases, the adhesive force f moves to the B region where it decreases ( The slip in area B is called idling during power running and gliding during braking). _Assuming that the sliding speed at which the adhesive force f reaches the maximum value f _max is v _so , v _s −v _so is called idling speed during power running and sliding speed during braking. Therefore, when slipping or gliding occurs, re-adhesion should be performed while the slipping or gliding speed is as small as possible (the slipping speed or gliding speed should be zero) so that the adhesive force becomes as close as possible to the maximum value f _max. In addition, the adhesive force can be used as the traction force or the braking force as effectively as possible by controlling the decrease amount of the driving torque to be the minimum necessary value.

The following conventional examples (refer to Japanese Patent No. 747,416 and Japanese Patent No. 828,451) are provided for the purpose of controlling in this manner. For the sake of simplicity, FIG. 2 is a block diagram of a conventional example in which one main controller controls one main motor. In FIG. 2, 1 is a torque command generator, which generates a torque command T _P as an output. A main controller 2 controls the torque generated by the main motor 3. As the main control device, there are various systems such as a system for controlling the firing phase angle of a thyristor in the case of an AC electric vehicle, and a checker control system and an inverter control system in the case of a DC electric vehicle. Reference numeral 4 denotes a device for detecting the peripheral speed of the moving wheel, which is a speed generator that is attached to the rotating shaft of the moving wheel or is mounted on a rotating shaft and generates a voltage proportional to the rotating speed. The speed detecting device also detects the passage of a tooth or a slit portion of a disk provided with a gear mounted on the driving wheel shaft or a shaft connected to the driving wheel shaft and rotating and provided with a slit on its circumference. It is also possible to use a device in which a sensor is used and an output of the sensor is obtained by a frequency-voltage conversion device to obtain a voltage proportional to speed. Reference numeral 5 denotes a differentiator which outputs a differential value _M of the moving wheel peripheral speed v _M. Reference numeral 6 is a waveform shaper, and when the differential value _M is larger than the reference value Δα ₁ ,
Generates a sufficiently large constant output. Reference numeral 7 is a delay element that responds quickly when the input increases and responds slowly with an appropriate time constant when the input decreases. Reference numeral 8 denotes a subtracter, which produces a difference between the torque command T _P and the output T _f of the delay element 7 as an output. The output T _P -T _f controls the torque of the main motor via the main controller 2.

FIG. 3 is an explanatory diagram of waveforms of respective parts in FIG. 2, where a is a temporal change of the driving wheel peripheral speed v _M , b is a derivative of the driving wheel peripheral speed, that is, a temporal change of the driving wheel peripheral acceleration _M , c shows the change over time in the output of the waveform shaper 6. As shown in the figure, when the wheel peripheral acceleration _M is larger than the reference value Δα ₁ , the waveform shaper 6 produces an output.

FIG. 4 shows a specific example of the delay element 7, in which D is a diode for preventing discharge to the input side,
C is a capacitor, and its capacity is also C. R is a discharging resistor for the capacitor C, and its resistance value is also R.
To simplify the explanation, assuming that the signal source output resistance is zero, the load resistance is infinite, and the diode is an ideal diode,
The input / output characteristic of this circuit has a delay of time constant τ = RC only when the input voltage drops.

It should be noted that the reference value Δα ₁ of the driving wheel circumferential acceleration is such that the running acceleration of the vehicle is set so that the waveform shaper 6 does not generate an output in an operating state in a normal creep region (A in FIG. 1).
It is selected in consideration of the differential value of the slip velocity in the creep region, the vibration of the drive shaft system during traveling, and the like.

As described above, the known example is such that T _f is zero in the operating state in the normal creep region, so that the main electric motor generates torque according to the torque command T _P and the vehicle is driven. However, when the maximum adhesion force value f _max is smaller than the torque command T _P , idling occurs, the driving wheel peripheral acceleration _M becomes larger than the reference value Δα ₁ , the waveform shaper 6 produces an output, and the output of the delay element 7 T _f rises rapidly, the output of the subtractor 8 suddenly decreases, the torque of the main motor rapidly decreases, and idling is controlled. At that time, when the driving wheel circumferential acceleration _M becomes smaller than the reference value Δα ₁ , the output of the waveform shaper 6 becomes zero, but the output T _f of the delay element 7 decreases gradually as shown in FIG. 4, and the main motor torque becomes It is further delayed by a delay element such as the inductance of the main motor winding, decreases until it completely re-adheres, and then gradually increases in the form of T _f . In this conventional example, creep can be permitted in this way, and idling can be quickly detected and re-adhesion can be performed. As described above, T _f is a control signal of the driving torque for re-adhesion, and hence it is hereinafter referred to as a re-adhesion control signal.

By the way, in the case of this conventional example, there is a drawback that the torque of the main motor is unnecessarily reduced when idling occurs, and the adhesive force may not be utilized as effectively as the traction force or the braking force. Next, it will be described.

When the delay element 7 is used as in this conventional example, the adhesion limit force f _max is now a value corresponding to T _P −T _fo (T _fo is a value described in FIG. 4) in the torque command. If the output T _f of the delay element 7 decreases to T _{fo, the} idling occurs again. By the way, the output of the delay element 7 is
Since it does not increase unless it becomes larger than T _fo , it is necessary for the waveform shaper 6 to generate an output of T _fo or more in the initial stage of idling in order to re-adhere. Further, in order to re-adhesive, it is necessary to reduce the driving torque until the driving wheel peripheral speed decelerates, but in this conventional example, the re-adhesion control signal T _f is zero when the driving wheel peripheral speed is still increasing. become. Therefore, the output of the waveform shaper 6 must be made sufficiently large and the time constant τ of the delay element 7 must be made relatively large in order to make the readhesion more reliable. Therefore, the driving torque may be reduced more than necessary, and the adhesive force may not be utilized to the maximum.

[Object of the Invention]

An object of the present invention is to eliminate such drawbacks and provide a re-adhesion control device for an electric vehicle that can maximize the adhesive force between the drive and the rail during power running or accuracy.

[Outline of Invention]

The present invention relates to a control device for controlling an electric vehicle driving electric motor based on an electric motor torque command, a speed detecting means for detecting a peripheral speed or a sliding speed of a moving wheel driven by the electric motor, and a peripheral speed or a sliding speed of the moving wheel. The idling acceleration period detection signal that detects the start and end of the idling acceleration when the time differential value at the speed becomes equal to or greater than the reference value is set as the start of the idling acceleration period, and when it becomes zero A re-adhesion control device for an electric vehicle, comprising: a re-adhesion signal generation means for inputting an output of a period detection means to a delay element to output a re-adhesion signal, and a means for subtracting the re-adhesion signal from the electric motor torque command. The re-adhesion signal generating means outputs a signal that is the sum of a re-adhesion signal at the start of idling acceleration and a value proportional to a change in the peripheral speed or sliding speed of the moving wheel from the start time. Means for outputting the re-adhesion signal by inputting the output signal to the delay element, and increasing the increase rate of the re-adhesion signal at the start of the idle acceleration from the decrease rate of the re-adhesion signal at the end of the idle acceleration. It is also characterized by making it larger.

Example of Invention

FIG. 5 shows changes with time in the moving wheel peripheral speed v _M , the moving wheel peripheral speed _M, and the readhesion control signal T _f for explaining the operation of an embodiment of the readhesion controlling device of the present invention. . In the figure, a is the driving wheel circumferential velocity v _M , b is the driving wheel circumferential acceleration _{M 1} ,
c is a temporal change of the readhesion control signal T _f . As shown in the figure, the time t _{i at} the moment when the driving wheel circumferential acceleration _M exceeds the reference value Δα ₁
Period from to time t _{o which M} is zero called idle acceleration period since idling is accelerating, the variable SLIP 1 Distant, referred to the period except for the idling acceleration period and the non-idle acceleration period, the variable SLIP Is set to zero. In the idling acceleration period, the readhesion control signal T _f is increased rapidly, and in the non-idling acceleration period,
T _f is gradually decreased. There are various possible ways of giving T _f during the idling acceleration period and the non-idling acceleration period. Next, the increasing speed of T _f during the idling acceleration period is set to a value proportional to the wheel peripheral acceleration _M , and the non-idling acceleration period is 1 A method of calculating T _f in the case of decreasing T _{f in the} next delay will be described.

The calculation uses a microprocessor, and the sampling cycle Δ
Obtain the readhesion control signal at each time point every t _S seconds. Now, the readhesion control signal _Tf at each time point is _Tf (n), the readhesion control signal before one sampling period is _Tf (n-1), the difference between the wheel peripheral speeds at each time point, that is, the wheel circumference at each time point. The difference between the speed v _M (n) and the driving wheel circumferential speed v _M (n-1) one sampling period before is Δ
_Assuming that v _M and the proportional gain are G, the following difference equation corresponding to the differential equation _{f 2} = G _M with respect to T _f is obtained in the idling acceleration period.

From this, T _f (n) = T _f (n-1) + G · Δv _M (1) That is, T _f at each time point (T _f (n) in the equation (1)) is one sampling period before. determined by T _f adding G times the difference Delta] v _M of the driving wheel peripheral velocity of each time point ((1) T _f (n-1)) of. To calculate this with the microprocessor, add G · Δv _M to the numerical value stored in the memory of the variable T _f , store the result again in the memory of the variable T _f , and store the T _f at each time point. It can be T _f of.

Next, in the non-idle Each fast period, when the time constant of the response of a first-order lag and tau, the differential equation for T _f τ _{f +} T _f =
The following difference equation corresponding to 0 is obtained.

Than this That is, at each time point T _f ((2) expression of T _f (n)) is, tau in one sampling period before the T _f ((2) expression of T _f (n-1))
It may be a value obtained by multiplying / (Δt _S + τ).

FIG. 6 shows a block diagram of an embodiment of the readhesion control device of the present invention which is made to operate as shown in FIG. 5 by using a microprocessor. In FIG. 6, the same parts as those in FIG. Next, a part different from FIG. 2 will be described. In FIG.
Reference numeral 9 is an A-D converter, the output of which is input to the microprocessor 10. Reference numerals 11 and 12 indicate the contents of calculation in the microprocessor 10, and 11 is a calculation unit for calculating the difference Δv _M between the driving wheel peripheral speed v _M. Since the value obtained by dividing Δv _M by the sampling period Δt _S is equivalent to the driving wheel circumferential acceleration _M , Δv _M is
It can be used instead of _M. 12 is a logic operation unit, driving wheel peripheral velocity v _M, determination of wheel peripheral speed difference Delta] v _M idle acceleration period and the non-idle acceleration period by using a, and the operation of the re-adhesion control signal T _f for both periods performed , Output this T _f . 13 is a DA converter, which is a microprocessor 10
The digital value T _f which is the output of is converted into an analog value,
The subtracter 8 calculates the difference T _P −T _{f from} the torque command T _P, and controls the drive torque accordingly.

FIG. 7 is a flowchart specifically showing the contents of the logical operation of the logical operation unit 12. The meanings of the variables SLIP, Δv _M , T _f used in FIG. 7 are the same as the meanings of the similar symbols described above, and these variables are all zero at the time of initialization of the microprocessor. The symbol:
= Means that the value on the right side of this symbol is stored in the memory assigned to the variable on the left side. In FIG.
At 121, it is determined whether SLIP is 1, that is, whether it is the idling acceleration period. If SLIP ≠ 1, that is, the non-idling acceleration period,
Proceeding to 122, at 122, it is judged if the difference Δv _M between the moving wheel peripheral speeds is larger than the reference value Δα ₁ ′. Where Δ
α ₁ ′ is a reference value Δα for the driving wheel circumferential acceleration _{M in} FIG.
It is a constant equal to the product of ₁ and the sampling period Δt _S. 12
In 2, when Δv _M <Δα ₁ ′, the routine proceeds to 124 and it is the non-idle acceleration period, so the readhesion control signal T _f is calculated by the equation (2). At 122, when Δv _M ≧ Δα ₁ ′, the routine proceeds to 125, where it is considered that the idling acceleration period has started, SLIP is set to 1, and T _f is calculated by the equation (1). In SL121, if SLIP is 1, that is, in the idling acceleration period, the process proceeds to 123. In 123, if Δv _M ≧ 0, the process proceeds to 126. Since it is the idling acceleration period, T _f is calculated by the equation (1). At 123, Δv _M
When <0, the routine proceeds to 127, where it is regarded as the end time of the idling acceleration period, SLIP is set to zero, and T _f is calculated by the equation (2).

As described above, the re-adhesion control device of the present invention increases the re-adhesion control signal T _f immediately after idling starts, and T _f does not increase unless a certain level of signal is input as in the prior art example. There is no inconvenience. Also, as in the conventional example, a signal (output of the waveform shaper 6) caused by the idling while the idling is still accelerating.
Since there is no inconvenience that it becomes zero, it increases during the acceleration period of idling, is proportional to the magnitude of idling, and re-adhesion control is performed using the minimum re-adhesion control signal necessary for re-adhesion. The disadvantage of the conventional example that the drive torque may be reduced more than necessary is eliminated.

Next, this point will be further described with reference to the drawings. FIG. 8 shows the adhesive force f between the driving wheel rails with respect to the sliding speed v _S.
(Solid line) and driving force around the driving wheel (driving torque / driving wheel radius)
F (one-dot chain line) and the like are illustrated. In Figure 8,
The driving wheel circumferential driving force F corresponding to the torque command T _P and the F corresponding to the readhesion control signal T _fi (see FIG. 5) at the idling start time t _i are also shown. As shown in Fig. 8, when idling starts
The driving wheel circumferential driving force F at t _i is (F corresponding to T _P ) − (F corresponding to T _fi ), that is, at the peak point of the adhesive force f, and due to the occurrence of idling, the driving wheel circumferential driving force F is as indicated by the one-dot chain line. Fluctuates and re-adhesive. When idling occurs, the readhesion control signal T _f increases and F decreases, but when F> f, the driving wheel peripheral speed v _M increases ( _M > 0), and _M = 0 at the p point where F = f. , F <
At f, the driving wheel peripheral velocity v _M slows down ( _M <0) and re-adhesion occurs. Therefore, in order to prevent re-adhesion and reduce the driving torque more than necessary, it is preferable that the re-adhesion control signal T _f be maximized at the point where the driving wheel circumferential acceleration is zero. In this way, T _f changes according to the magnitude of the idling, and the driving torque is not reduced more than necessary in the micro idling.

As is clear from the above description, in order to re-adhesion, the re-adhesion control signal T _f may be a signal that increases during the acceleration period, and the increasing speed of T _f can be determined by the increase of T _f as shown in the formula (1). It is not limited to being proportional to the acceleration (this is the same as accelerating the signal proportional to the change from the wheel peripheral speed at the idling start time t _i of the wheel peripheral speed v _M to T _fi ), For example, it may be increased linearly as shown by the chain double-dashed line in FIG. When increasing linearly like this
In equation (1) of T _f , Δv _M is a constant value.
In this way, method of increasing the T _f at a constant speed, acceleration period is short in the case of small idle, by the acceleration period becomes longer in the case of a large idle, the Yotsute T _f to the magnitude of the idle The magnitude, that is, the amount of decrease in the drive torque does not change, and the drive torque does not decrease more than necessary in the case of small idling, and the same effect as in the case of the formula (1) can be obtained. Further, in the above-mentioned embodiment, the decrease of T _f is made the first-order lag, but it is not limited to this, and it may be made linear, for example.

FIG. 9 is a waveform diagram for explaining the operation of another embodiment of the present invention. In the present embodiment, the ground traveling speed of the vehicle (hereinafter abbreviated as vehicle speed) v _T is used. In FIG. 9, a ₁ is the driving wheel peripheral speed v _M , a ₂ is the vehicle speed v _T , b ₁ is the driving wheel peripheral acceleration _M , b ₂
Is the derivative of the vehicle speed v _T over time, that is, the vehicle acceleration
₃ shows changes in _T with respect to time. d
The difference _M in the wheel peripheral acceleration _M and the vehicle acceleration _T - _T,
That is, the differential values _S and c of the slip velocity v _S (= v _M −v _T ) show the changes of the readhesion control signal T _f with respect to time. The difference from FIG. 5 in the case of the above-mentioned embodiment is only that the idling start time t _i is the moment when the differential value _{S of the} slip velocity exceeds the reference value Δα ₂ , and other readhesion control signals. Everything related to the calculation of T _f is the same as in FIG.

FIG. 10 shows a block diagram of an embodiment for operating as shown in FIG. The same parts as those in the embodiment shown in FIG. 6 use the same symbols. Next, different parts will be described.
In Figure 10, 4 'are driven shaft speed generator attached to (shaft not driven by the main electric motor) for detecting the vehicle speed v _T, produces a voltage proportional to the vehicle speed v _T as an output. As the vehicle speed detecting means, a ground speed detecting device using a Doppler radar using ultrasonic waves can be used. 9 'is the A-D converter, input to the microprocessor 10 converts the vehicle velocity v _T into a digital value.
11, 11 'and 12' show the contents of calculation in the microprocessor 10, and 11 is the difference Δv _{M between the} moving wheel peripheral speeds as described above.
Calculation of, 11 'is a calculation unit of the difference between the vehicle speed v _T of the difference Delta] v _T, i.e. each time the vehicle speed v _T (n) and one sampling period before the vehicle speed v _T (n-1). Δv _T / Δt _S obtained by dividing the vehicle speed difference Δv _T by the sampling period Δt _S is equivalent to the vehicle acceleration _T. The can utilize Delta] v _T connexion, instead of _T. 12 'is a logical operation unit, which is the moving wheel peripheral speed v _M , the difference between the moving wheel peripheral speed Δv _M , and the vehicle speed.
The non-idling acceleration period of the idling acceleration period is determined using v _T , the vehicle speed difference Δv _T, etc., and the readhesion control signal T _f in both periods is calculated, and this T _f is output. The flow chart of the operation contents of the logical operation unit 12 'is the same as that shown in FIG. 7 except that 122 in FIG. 7 is replaced with 122' in FIG.

In Fig. 11, Δv _S is the difference in slip velocity and Δv _M −
Calculated by Δv _T. Further, Δα ₂ ′ is a constant given by the product of the reference value Δα ₂ and the sampling period Δt _S with respect to the differential value _S of the slip velocity described with reference to FIG. Therefore, the occurrence of slipping is detected by the fact that the slip velocity difference Δv _S is larger than the reference value Δα ₂ ′ (equivalent to the slip velocity differential value _S being larger than Δα ₂ ). The readhesion control signal T _f is obtained in the same manner as in the embodiment of FIG.

According to this embodiment, it is possible to detect the occurrence of idling more quickly than in the above embodiments. This is because in the above-described embodiment, the reference value Δα ₁ needs to be a relatively large value in consideration of the maximum value of the vehicle acceleration, and when the actual vehicle acceleration is small, the detection of the occurrence of slipping is delayed. Since the vehicle acceleration is not erased and included in the differential value _S of the slip velocity in the embodiment, the reference value Δα ₂ does not need to take the vehicle acceleration into consideration and can be set to a relatively small value. It can be detected promptly.

Further, in the relational expression of _S = _M − _T , as in the case where the heavy load of the locomotive is pulled down to perform the uphill slope,
Since _S ≈ _M when the vehicle acceleration _T is sufficiently small, in the embodiment shown in FIG.
_The part using _M or the difference Δv _M of the driving wheel peripheral speed is
Differential value _{S of} slip velocity or difference Δ of slip velocity
v Can be replaced with _S. That is, the end of acceleration of idling is determined as the time when the differential value _{S of the} slip velocity becomes zero,
123 in Figure 7 Alternatively, the arithmetic expression (equation (1)) of the readhesion control signal T _f can be changed to the following equation (1 ′).

_{T f (n) = T f} (n-1) + G · Δv S ... (1 ') In other words, for each time point T _f ((1') formula T _f (n)) of one sampling period before the T _f (T _f (n-1) in the equation (1 ') is added with G times the difference Δv _{S in} slip velocity at each time point.

In the embodiment of FIG. 10, the case where the vehicle speed detecting device is provided as the means for detecting the vehicle speed and the vehicle acceleration has been described, but next, without providing such a vehicle speed detecting device, An embodiment in which the vehicle speed and the vehicle speed are obtained from the above and used in the readhesion control device of the present invention will be described.

FIG. 12 is a diagram for explaining the principle of such an embodiment, where a in FIG. 12 shows the temporal change of the driving wheel peripheral velocity v _M. As shown in the figure, slipping period SLIPD = 1, non-spinning period SLIPD = 0
Then, in the non-idling period (SLIPD = 0), it is assumed that the vehicle speed v _T is equal to the driving wheel peripheral speed v _M , and the vehicle acceleration _T
Is the average of several sample values of the wheel circumference acceleration,
During the idling period (SLIPD = 1), the vehicle speed v _T is the 12th
As shown by the broken line in the figure, it is assumed that the vehicle acceleration _Ti changes linearly at the idling start time (t _i ), and the vehicle acceleration is assumed to be constant at the value _Ti at the idling start time.
As shown in the figure, θ is the driving wheel circumferential velocity v _{M at the} time t _i
Let t ′ be the change gradient with respect to time as the time difference t−t _i between each time point t in the idling period and the idling start time t _i , the difference between the vehicle speed v _T , the vehicle acceleration v _T , and the vehicle acceleration in each period. Δv _T is set as follows.

Here, Δv _M (j) is the difference Δv _M between the driving peripheral speeds at the j-th sample time, j = N corresponds to each time point, and j =
1 corresponds to Δv _M at the time point (N−1) times before the sampling period from each time point. In addition, v _Ti is the time t _i
The vehicle velocities v _T and Δv _{Ti in the above} are the vehicle velocities Δv _T and Δt _S at the idling start time t _i . That is, the vehicle speed difference Δv _T in the non-idling period is an average value of N driving wheel peripheral speed differences Δv _M. As a method of calculating this with a microprocessor, Δv _M
It is conceivable to provide N memories for N, and store the calculated value of Δv _M in each memory at each sample time, then obtain the sum of the numerical values of the N memory, and divide by N. . The value of N may be set to an optimum value by a test, but it is considered to be about 10. Since it is possible to assume that the probability of idling is zero in an extremely short time after the vehicle is started until N Δv _M are obtained, Δv _T during that period can be set to Δv _M. Also, the idling start time t _i
Is the moment when Δv _M −Δv _T ≧ Δα ₂ ′ is satisfied. Here, Δv _T is a value obtained from the equation (3). When idling ends
Let t _{s be} the moment when v _M −v _T <0 is satisfied. Here, v _T is a value obtained from the equation (4).

FIG. 13 shows a block diagram of this embodiment. 10 differs from the embodiment of FIG. 10 in that the vehicle speed detecting device 4 ′ is used in FIG. 10, but in this embodiment it is not used and the output of the moving wheel peripheral speed detecting device 4 is The digital value is converted by the D converter 9 and input to the microprocessor 10, and the vehicle speed v _T and the vehicle speed difference Δv _T are calculated at 14 and input to the readhesion control signal calculation unit 12 '. .

In 14, the idling period and the non-idling period are discriminated, and v _T and Δv _T are determined by the above equations (3) and (4) according to the respective periods. The flow chart is shown in FIG.
Variables used in this flow chart SLIPD, t ′, v _M , v
The meanings of _T , Δv _M , Δv _T , v _Ti and Δv _Ti are shown in FIG. 12 and (3),
As described above in the explanation of the equation (4), these are all set to zero at the time of initialization of the microprocessor. In FIG. 14, in 141, it is determined whether SLIPD is 1, that is, in the idling period. If it is not the idling period, 142
In 142, it is determined whether the difference between the moving wheel peripheral speed difference Δv _M and the vehicle speed difference Δv _T is larger than the reference value Δα ₂ ′. Here, Δα ₂ ′ is the same constant as Δα ₂ ′ in FIG. When Δv _M −Δv _T <Δα ₂ ′, the process proceeds to 144, and the vehicle speed v _T and the difference Δv _T between the vehicle speed are obtained by the equation (3) because it is the non-idling period. At 142, Δv _M −
When Δv _T ≧ Δα ₂ ′, proceed to 145, judge that it has entered the idling period, set SLIPD to 1, set the value of v _T at that time to the memory of v _Ti , and the value of Δv _T to the memory of Δv _Ti . To memorize. In 145, v _T and Δv _T are kept at the values one sampling period before. In 141, when SLIPD is 1, proceed to 143, and 1
If v _M ≧ v _T in 43, proceed to 146. In 146, since it is the idling period, first, the elapsed time t ′ from the idling start point is obtained, and v _T and Δv _T are obtained by the equation (4). Note that t'in 146 shows a case where t'is obtained as an accumulated value of the sampling period Δt _S , k = 1 corresponds to the idling start time t _i , and k = n corresponds to each time t. When v _M <v _T in 143, the process proceeds to 147, it is considered that idling has ended, SLIPD is set to 0, and t ′
Is reset to zero, and v _T and Δv _T are calculated by the equation (3).

By the method described above, the vehicle speed v _T and the difference Δv _T between the vehicle speed and the vehicle speed can be obtained and used in the readhesion control device of the present invention. According to this method, it is possible to provide a readhesion control device having substantially the same performance as when the vehicle speed detection device is used, by a simple method that does not use the vehicle speed detection device.

As described in detail above, the re-adhesion control device of the present invention always re-adheres the idling at each time point to the control signal T _fi for generating the driving torque corresponding to the maximum adhesion force value f _max at each time point. Since the re-adhesion control is performed by the re-adhesion control signal to which the optimum signal for performing the re-adhesion control is performed, the driving torque is not reduced more than necessary as in the conventional device, and the maximum adhesion force f _max is always obtained. It is possible to control the main motor current, that is, the drive torque, so as to provide a driving wheel circumferential drive force that is sufficiently close. FIG. 15 is a diagram for explaining the above, in which e ₁ is the maximum adhesion force value f _max , e ₂ is the torque command T _P , e ₃ is the readhesion control signal T _f , e ₄ is mainly The graph shows changes in the motor current I _M with respect to time. When a DC motor is used, the driving torque is almost proportional to the main motor current I _M. If it is considered that the vehicle is traveling at a constant speed, the horizontal axis may be the traveling distance. The maximum adhesive force f _max is
If it fluctuates like e ₁ and the torque command T _P is at a level like the chain double-dashed line, when f _max is greater than the T _P equivalent value, idling does not occur, so T _f is zero and I _M is a value corresponding to T _P, the f _max is smaller than T _P equivalent value, but repeat the idle and readhesion, commensurate ivy ideal f _max and the size of the idling of each time point as described above Since the re-adhesion control signal of is used, the fluctuation of the re-adhesion control signal T _f is small and T _P −T _f is always a value commensurate with f _{max, so} that the main motor current I _M , that is, the driving torque is f It is always controlled so that the value is commensurate with _max .

In the above embodiment, one main control device controls one main electric motor for simplification, but when one main control device controls a plurality of main electric motors, each main electric motor is controlled. The readhesion control signal can be obtained for each of the above cases, and the output of the main controller can be controlled by the maximum value thereof. Further, although the case where there is no feed back loop of the main motor current or the drive torque actually generated in the above-mentioned embodiment is shown, it is naturally applicable to the case where these feed backs exist. Also, use the maximum value of multiple driving wheel peripheral speeds (minimum value during braking) instead of the driving wheel peripheral speed, and use the minimum value of multiple driving wheel peripheral speeds (maximum value during braking) instead of vehicle speed. You can
Further, instead of using the speed detecting device to obtain the slip speed, it is possible to use the difference between the maximum value and the minimum value of a plurality of electric motor voltages controlled by the same main controller. Although the embodiment using the microprocessor has been described, the same control can be performed by using an operational amplifier.

Also, the above explanation was mainly made about the case of idling during power running, but considering that the driving wheel peripheral speed becomes smaller than the vehicle speed during braking, the sliding speed v _S is the vehicle speed v _T and the driving wheel peripheral speed v The difference of _M v _T −v _M , the differential value _{S of the} slip velocity is
_{As T} - _M , it may be handled in the same manner as in the above embodiment,
When the differential value _{M of the} driving wheel peripheral speed or the difference Δv _M of the driving wheel peripheral speed is used for detecting the start of sliding and the end of the acceleration of sliding and for calculating the readhesion control signal of the acceleration time of sliding, the positive and negative polarities are reversed. Then, it can be handled in the same manner as in the above embodiment.

〔The invention's effect〕

As described above in detail, according to the present invention, the re-adhesion control of the electric vehicle can be utilized by maximally effectively utilizing the adhesion force between the driving wheel and the rail as the traction force or the braking force by the simple improvement of the re-adhesion control unit. There is an effect that a device can be provided.

[Brief description of drawings]

FIG. 1 is an explanatory view of the relationship between the sliding speed v _S between the moving wheel and the rail and the adhesive force f, FIG. 2 is a block diagram of an example of a conventional readhesion control device, and FIG. 3 is the conventional device of FIG. 4 is an explanatory view of operation waveforms of respective parts of FIG. 4, FIG. 4 is an explanatory view of concrete examples of delay elements used in the conventional apparatus of FIG.
FIG. 6 is an explanatory diagram of waveforms of a driving wheel peripheral speed v _M , a driving wheel peripheral acceleration _M, and a readhesion control signal T _f for explaining the operation of the readhesion controlling device of the present invention. FIG. FIG. 7 is a block diagram of one embodiment, FIG. 7 is a flow chart showing the contents of calculation of the logical operation unit 12 of FIG. 6, and FIG. 8 is an explanatory diagram of the reduction amount of the driving torque necessary for re-adhesion, and FIG. Are waveforms of a driving wheel peripheral speed v _M , a vehicle speed v _T , a driving wheel peripheral acceleration _{M 1} , a vehicle acceleration _{T 2} , a differential value _S of a slip speed, and a readhesion control signal T _f for explaining the operation of another embodiment of the present invention. 10 is a block diagram of another embodiment of the present invention which operates as shown in FIG. 9, and FIG. 11 is a portion different from FIG. 7 of the logical operation unit 12 'of FIG. Fig. 12 shows the wheel peripheral speed for explaining the principle of the method for obtaining the vehicle speed without using the vehicle speed detection device. Illustration between changes, 13
FIG. 14 is a block diagram of an embodiment of the present invention in the case of using the method for determining the vehicle speed from the driving wheel peripheral speed, and FIG. 14 is a flow chart showing the calculation contents of the vehicle speed and vehicle speed difference calculation unit 14 of FIG. FIG. 15 shows the maximum adhesion force f _max , torque command T _P , readhesion control signal T _f, and traction motor for showing the operation of the readhesion control device of the present invention when the maximum adhesion force changes with time. it is an illustration of a temporal change of the current I _M. v _S ... Slip velocity, f ... Adhesive force, f _max ... Maximum value of adhesive force, 1 ... Torque command generator, 2 ... Main controller,
3 ... Main motor, 4 ... Driving wheel peripheral speed detection device, 5 ... Differentiator, 6 ... Waveform shaper, 7 ... Delay element, 8 ... Subtractor, T _P ...... Torque command, T _f ... … Readhesion control signal, v _M ……
Driving wheel peripheral speed, _M ...... Driving wheel peripheral acceleration, 9,9 '... AD
Conversion device, 10 ... Microprocessor, 12, 12 '... Logical operation unit, 11 ... Moving wheel peripheral speed difference operation unit, 13 ... D-
A conversion device, Δv _M …… Difference between moving wheel peripheral speeds, Δt _S …… Sampling period, F …… Driving wheel peripheral driving force, v _T …… Vehicle speed,
_T: vehicle acceleration, _S: slip velocity differential value, 4 '
…… Vehicle speed detection device, 11 ′ …… Vehicle speed difference calculation unit,
Δv _T …… Vehicle speed difference, Δv _S …… Slip speed difference,
14 …… Calculation unit for vehicle speed and vehicle speed difference.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Akira Kimura Akira Kimura 4026 Kuji Town, Hitachi City, Ibaraki Prefecture Hitachi Research Institute, Ltd. (72) Inventor Yoshio Tsutsui 4026 Kuji Town, Hitachi City Hitachi, Ltd. Within Hitachi Research Laboratory (56) Reference JP 58-89446 (JP, A) JP 51-1895 (JP, B1)

Claims (1)

[Claims] 1. A control device for controlling an electric vehicle driving electric motor based on an electric motor torque command, speed detecting means for detecting a peripheral speed or a sliding speed of a moving wheel driven by the electric motor, and a peripheral speed of the moving wheel or The idling acceleration period detection means for detecting the start and end of the idling acceleration is defined as the start of the idling acceleration period when the time differential value at the slip velocity becomes equal to or greater than the reference value, and the end when it becomes zero. A re-adhesion control device for an electric vehicle comprising a re-adhesion signal generation means for inputting the output of the acceleration period detection means to a delay element and outputting a re-adhesion signal, and a means for subtracting the re-adhesion signal from the electric motor torque command. In the above, the re-adhesion signal generation means outputs a signal that is a sum of a re-adhesion signal at the start of idling acceleration and a value proportional to a change in the peripheral speed or sliding speed of the moving wheel from the start time. Means for outputting the re-adhesion signal by inputting the output signal to the delay element, and increasing the increase rate of the re-adhesion signal at the start of idle acceleration from the decrease rate of the re-adhesion signal at the end of idle acceleration. A re-adhesion control device for electric vehicles, which is characterized in that it is also made larger.