JPH0442703A - Controller for linear motor driven electric vehicle - Google Patents

Abstract

PURPOSE:To obtain a controller which can satisfy conditions of both position and speed with respect to time by obtaining information of 'time-speed' or 'time-position' from a central or adjacent control center and preparing a corresponding 'time-position' or 'time-speed' pattern. CONSTITUTION:The system may receive a 'time-speed' pattern or a 'time- position' pattern. In former case, a pattern generator 18 generates a 'time- position' pattern, based on a 'time-speed' pattern, which is then fed through a contact 61 to a speed controller 12. In latter case, a pattern generator 19 generates a 'time-speed' pattern, based on a 'time-position' pattern, which is then fed through a contact 62 to the speed controller 12. The speed controller 12 is a set of control rules based on the information of speed and position. The speed controller reads out the values of speed and position, as inputs, which are then subjected to inference. According to the method, a vehicle can be maintained at given position and speed.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) The present invention relates to a drive control device for an electric vehicle driven using a linear motor, and in particular, the present invention relates to a drive control device for an electric vehicle driven using a linear motor. The present invention relates to a control device for operating the vehicle while maintaining the same.

(Prior Art) In an electric vehicle using a so-called ground primary linear motor, electric power is supplied to armature coils arranged on the ground through a power converter. Considering long-distance transportation of several tens of kilometers or hundreds of kilometers, attempting to supply power at once with a single power converter not only increases the converter capacity, but also makes the system extremely uneconomical. It is.

Therefore, a method is generally adopted in which the track is divided into several parts and each track is supplied by a separate power converter.

Figure 4 shows its basic configuration. 1 is a driven vehicle equipped with a field composed of a superconducting magnet or the like. 2 is an armature coil, which is divided into feeding sections such as 21...25...

Power converters 51.52 are installed in the power conversion station 5, and their respective outputs are connected to feeder lines 41.42.

Furthermore, the feeder lines 41 are connected one by one to the armature coils 21,23,25 via switches 71,73,75. Similarly, the feeder lines 42 are connected to the armature coils 22, 24 one by one via the switches 72, 74. Further, a cross guide line is provided on the track as a vehicle position detection device, and the output thereof is received by the receiver 6 and a control signal is given to the converter 51, 52 so that the linear motor generates torque. When the vehicle 1 is traveling on the section 22, the switch 72 is closed and the other switches are open. Drive power is supplied from converter 52. The converters 51, 52 are a kind of current amplifier, and the output signals u, v of the receiver 6.

A sinusoidal current synchronized with W is supplied to the armature coil. Just before the vehicle 1 enters the section 23, the switch 73 is turned on to supply power from the converter 51, providing continuous driving force to the vehicle. There are various types of vehicle position detection devices, but in this embodiment, the cross guiding lines 3 are used for illustration. Next, the details will be explained using FIGS. 5 and 6. The cross guide line on the ground is 7 as shown in Figure 5.
There are pairs (U, , Uzt Vtt Vat Wtt V, and phase), all of which are superimposed and combined into one flat cable. If we take out only a certain pair of intersecting guide lines U1, there are sections where the two lines are twisted together and sections where they are not.

There are untwisted sections for each two-pole pitch of the field, U, U, V, and ■2. Ill□ and -2 are each arranged to be 180 degrees apart in electrical angle, and Ul and V□t'Wx are arranged so that they have a phase difference of 120 degrees in electrical angle. A signal of a constant frequency radiated from an antenna mounted on the vehicle is received by a cross-guide wire, and processed in the receiver 6 connected to the terminal as shown in FIG.

That is, the received waves U1 and U4 are amplitude-modulated signals of a constant frequency. By rectifying each of these signals, the envelope can be extracted like u'x+U'2. When [1, l/2 is determined, a substantially sinusoidal signal is obtained, which provides a phase reference for the current to be passed through the U phase of the armature coil. The phase reference signals of the (2) phase and W phase are obtained in the same manner.

Note that the two phases are cross guiding wires for checking, and are generally connected to feeding sections 21, 22, . It is provided to generate a signal when a vehicle enters... A commonly used speed control system is shown in FIG. In the figure, 12 is a speed controller, 13 is a limiter, 14 is a power converter having a current amplifier function, and K1 is its gain. 15 is a transfer function indicating vehicle motion, and 2 is a thrust coefficient 1
M is mass and S is a differential operator. Reference numeral 16 indicates a block for generating running resistance that changes depending on the speed. Further, 64.65 is a comparator.

- is the speed command. The speed of the vehicle is determined by the crossing guide line U1.
．． ■□, v□, U2. v2. v2) It can be found by counting the number of mountains or by measuring the time of the signal. The speed command V* and the actual speed V are compared by a comparator 64, and the deviation is provided to the speed controller 12. The speed controller is usually ``
It consists of "proportional/integral" elements, and its output gives an acceleration or deceleration command. For the linear motor, this is a so-called thrust command.

This thrust command is compared with running resistance in a comparator 65, and an acceleration command for the linear motor is determined. Since a sudden change in acceleration deteriorates riding comfort, one bundle of armature current commands is created through an appropriately set limiter 13.

Since the power converter is a controller with a very small time constant compared to vehicle motion, it is expressed as a proportionality constant of 1. The output of the power conversion device 14 is a current that actually flows, and the product of this and the thrust coefficient is 2I, which becomes the generated thrust. In block 15, the vehicle speed V is obtained by dividing and integrating by the mass.

As described above, in conventional electric vehicles driven by linear motors, the driver changes the speed command while monitoring the position and speed of the vehicle. Therefore, when viewed from the perspective of actual vehicle operation, it is not possible to automatically maintain the position and speed of the vehicle.

(Problem to be solved by the invention) Considering the linear motor systems expected in the future, there is a need for a linear motor control system that can faithfully follow position and speed information from a central control unit or an adjacent control center. .

In that case, all train control would be performed by control equipment installed on the ground, so a method that requires human judgment should be considered useless. It is necessary to automatically control the vehicle position and maintain speed according to the timetable, accurately control acceleration and deceleration to provide good ride comfort, and stop position.

[Structure of the invention]

(Means for solving the problem) The central control center monitors the operating status of all trains on the track and issues operating instructions to individual trains. The information given at this time may be "time-velocity" or "time-position".

In any case, the two patterns are not independent; they are in a relationship where if one pattern is given, the other pattern is automatically determined. In special cases, when a delay or abnormality occurs, operation is performed while referring not only to information from the central control center but also to information from adjacent control centers. In general, during normal operation, it is easy for the controller to configure ``time-velocity'', and when stopping accuracy is required, it is best to give ``time-position'' along a typical deceleration pattern. good.

Individual train control is 10-2 depending on the train driving head
This is done at substations installed on the ground at intervals of 0-. A substation can control only one vehicle, and uses information from the central control center or an adjacent control center and position or speed information inspected by crossing guide lines as input, and maintains the commanded position and speed. determines the propulsion force and controls the linear motor.

(Function) The present invention obtains information on "1 hour-speed" or "1 hour-position" from the central control center or an adjacent control center and creates a "time-position" or "time-velocity" pattern corresponding to each. The system provides a control device that satisfies both position and speed with respect to time, and instead of using the conventional "proportional/integral" type of control method, it controls the vehicle according to control rules based on human experience. The objective is to determine the driving force to be applied.

(Example) An example of the speed control system according to the present invention is shown in the first example.
As shown in the figure. Elements in the figures that are the same as those in FIG. 7 are given the same symbols. That is, I2 is a speed controller,
13 is a limiter, 14 is a power converter having the function of a current amplifier, and 1 is its gain. 15 is a transfer function indicating vehicle motion, 2 is a thrust coefficient, M is mass, and S is a differential operator. 15 indicates a block for generating running resistance that changes depending on the speed, and 17 indicates a speed signal V
The signal V and X are both guided to the speed controller 12.

18 and 19 are pattern generators. As already mentioned, there are two systems in which a "time-velocity" pattern is used and a "time-position" pattern is used.

In the former case, the pattern generator 18 uses the 1 hour-velocity j pattern to generate a 1 hour-position pattern and guides it to the speed controller 12 via the contact 61. In the latter case, the pattern generator 19 uses the 1 time-position pattern to generate a "time-velocity" pattern which is routed to the speed controller 12 via contact 62. 63 is a comparator. If the speed and position inputs to the speed controller are v*, , *, respectively, then the actual vehicle speed ■ and position I! Compare with the detected value of x,
A thrust command F8 is calculated that makes both speed and position match the command value. Although the explanation is confusing, the speed of the vehicle is determined by the cross guidance mu, , vx , W, , u2 . V2,
It can be obtained by counting the number of peaks of W or by measuring the time of the phase signal. The thrust command F flux is compared with running resistance in a comparator 63, and an acceleration command for the linear motor is determined. Since a sudden change in acceleration deteriorates riding comfort, an armature current command J* is created through a limiter 13 that is appropriately set. Since the power converter is a controller with a very small time constant compared to vehicle motion, the proportionality constant is represented by □.

The output of the power conversion device 14 is a current that actually flows, and the product of this and the thrust coefficient is 2I, which becomes the generated thrust. In block 15, the vehicle speed V is obtained by dividing and integrating by the mass. This velocity is detected by the intersecting guide lines, but if the position signal is first detected by the intersecting guide lines, the velocity can be determined by differential calculation.

Switches 61 and 62 between the pattern generators 18 and 19 and the speed controller 12 are switched to the 61 side during acceleration/powering operation where a "time-speed" pattern is mainly given, and to the "time-speed" pattern.
In the braking mode where the "position" pattern is given, the brake is often switched to the 62 side, but there may be various driving modes depending on the driving situation.

According to the present invention, the speed controller 12 is a set of control laws made into rules based on speed and position information, and the details of the 0 position and speed will be explained using FIGS. The deviation is determined by dividing into three levels Z, P, and N, respectively, as shown in FIG.

2: The deviation is small, P: The deviation is positive and large, N: The deviation is negative and large. Also, the calculation results of the speed controller that gives the thrust command are Z and N.
It is classified into five levels: S, NB, PS, and PB and output.

i.e. 2: Output does not move, NS: Gives a small negative value as output.

NB: Gives a large negative value as output.

PS: Gives a small positive value as output.

PS: Gives a large positive value as output.

After grading the input and output levels as described above, the following control law is created.

Rule 1: If there is little speed deviation and little position deviation, the output will not be changed to maintain the operating state.

Rule 2: If there is almost no speed deviation and the position deviation is negative, the position exceeds the command value, so set the speed to a slightly negative value to recover the position.

Rule 3: If there is almost no speed deviation and the position deviation is positive, set the output to a slightly positive value to increase the speed a little and speed up the position correction.

Rule 4: When the speed deviation is negative and the position deviation is positive, it seems that the position is being corrected at a higher speed, so observe the situation without moving the output.

Create a control law according to Figure 3 as shown in Figure 3.

In this way, methods such as logical product, logical sum, and center of gravity calculation are used to read velocity and position values as input, perform inference processing using the control rules as described above, and derive a fixed value of output, that is, thrust command. .

The speed controller according to the present invention does not use the conventional "proportional-integral" method, but uses the experienced driver's empirical rules as a rule, as if the driver were driving while judging the position and location of the vehicle on the vehicle. Sometimes, based on "time-velocity",
In other cases, the feature is that control is performed to maintain a given vehicle position and speed based on "time-position".

〔Effect of the invention〕

The speed controller according to the present invention converts the empirical rules of experienced drivers into rules, just as if the driver was driving while judging the position and location of the vehicle on the vehicle. In other cases, the system is characterized by controlling to maintain a given vehicle position and speed using "support feeling - position" as a reference.

Even if only speed or position is given as the command value, the "time-position" pattern or "time-position" pattern
Since a "velocity" pattern is created whenever necessary, vehicle operation management can be performed accurately. Therefore, acceleration of the vehicle, deceleration control for passing through a tunnel, etc., and fixed point stopping control are achieved while maintaining good ride comfort, as if the vehicle were being driven by a skilled driver.

[Brief explanation of the drawing]

FIG. 1 is a configuration diagram showing one embodiment of the present invention, FIGS. 2 and 3 are explanatory diagrams of the same embodiment, FIG. 4 is a configuration diagram of a conventional linear motor driven electric vehicle, and FIG. 5. FIG. 6 is an explanatory diagram of the operation of the cross guiding wire for position detection, which is a component of FIG. 4, and FIG. 7 is a block diagram showing the speed control system of FIG. 4. 1... Vehicle, 2... Track, 21, 22... 25... Divided track, 3...
Cross guiding wire for position detection, 4... Feeder line, 5... Substation, 51, 52... Power converter and control device, 6...
Receiver, 71, 72...75...Feeding power classification switch, 11...Antenna. 12... Speed controller, 13... Limiter, 14... Current amplifier indicating a power converter, 15... Elements representing the linear motor and vehicle (K: thrust coefficient, M: mass of vehicle), 16... Running resistance generator, 17... Component generator, 18... "Time-position" pattern generator, 19...
"Time-velocity" pattern generator, 61, 62...Switcher, 63, 64.65...Comparator. Agent Patent Attorney Noriyuki Chika

Claims (1)

[Claims] An armature is buried in the ground, a magnet or a secondary conductor is attached to the vehicle, and it is equipped with a means to detect the speed or position of the vehicle on the ground, and a power conversion device that calculates and outputs the current to be supplied to the armature. , a "time-velocity" command or a "time-position" command is received from the central control center or an adjacent control center, and in the former case, a new "time-position" pattern is created, and in the latter case, a "time-position" command is received. Create a "velocity" pattern, compare it with the velocity and position signals detected by the position detection device, and apply rules based on experience while monitoring the velocity and position to calculate the thrust command and control the current of the linear motor. A control device for a linear motor-driven electric vehicle.