JPH09149506A - Electric car controlling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to curb the occurrence of slip for maintaining an acceleration capability by reducing a torque according to a slip amount in such a manner that the accelerating force of an electric car is close to a maximum value of adhesion. SOLUTION: This controlling device calculates the absolute value of the torque reduced amount proportional to the n(n>1)th power of the absolute value of the difference between the revolution speed Vw of an electric motor IM detected by a sensor S connected to a wheel of an electric car and the car body speed Vt of the electric car. The value calculated by adding or subtracting the absolute value of torque reduced amount to or from the torque command TrqRefDrv according to the car body speed Vt is outputted as a torque command value TrqRef to control the electric motor IM.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to an electric vehicle controller.

[0002]

2. Description of the Related Art An electric vehicle applies a rotational force (torque) to a wheel by an electric motor, and a frictional force (hereinafter, referred to as an adhesive force) between the wheel and the rail causes the rotational force to be a propulsive force (hereinafter, accelerated). It is used as force) to propel the wheel.

When the acceleration force F _TH exceeds the adhesive force F _AD , the surplus acceleration force ΔF _TH (= ΔF _TH −F _AD ) causes the wheels to accelerate to a speed higher than the vehicle body speed, idle around the rail, and transmit the acceleration force. Is significantly reduced. This phenomenon occurs during driving and is called “idling”. During braking, braking force F _BR is adhesive force F _AD
When the value exceeds, the wheels are decelerated below the vehicle speed due to the excessive braking force ΔF _BR (= F _BR −F _AD ), the wheels slide on the rails, and the transmission of the braking force is also significantly reduced. This phenomenon is called “sliding”. In the present invention, the slipping will be described below, but the same holds true for the gliding, and thus the description may be omitted. In addition, the above
The wheels connected to the electric motor are called driving wheels, and those not connected are called driven wheels.

When the idling occurs, first of all, the smooth transmission of the driving force cannot be carried out. However, other secondary problems such as separation of the tread surface of the driving wheel, burnout of the bearing, fatigue and wear of the rail also occur.

[0005]

When the idling occurs, the rotational speed of the moving wheel rises. Therefore, conventionally, the rotational speed of the moving wheel is monitored, and it is determined that the idling occurs when the amount of change exceeds a predetermined value. Then, control is performed to reduce the rotational force of the driving wheel. In the case of this control method, it is extremely important to select a predetermined value for judging idling, and if the specified value is lowered, false idling detection will occur frequently, and the acceleration force of the electric vehicle will be wasted even though idling has not occurred. There is a risk of reduction, and conversely, if the predetermined value is increased, idling detection will be delayed when idling actually occurs, and the idling will be further increased.

From the viewpoint of the control of the electric vehicle, it is desirable that the acceleration force is driven near the maximum value of the adhesive force determined by the rail condition. Therefore, the present invention controls the electric vehicle by controlling the torque according to the idling amount so that the acceleration force of the electric vehicle becomes close to the maximum value of the adhesive force, thereby suppressing the occurrence of idling and maintaining the acceleration performance. The purpose is to provide.

[0007]

In order to achieve the above-mentioned object, the invention according to claim 1 is a wheel speed detecting means for detecting a rotating speed of an electric motor connected to a wheel of an electric vehicle, and a rotating speed. And an absolute value of the torque throttle amount proportional to the n (n> 1) th power of the absolute value of the difference between the electric vehicle body speed and the electric vehicle speed are calculated, and the torque throttle amount absolute value is added to or subtracted from the torque command according to the vehicle speed. And a control unit that controls the electric motor using the value as the torque command value.

Further, the invention according to claim 2 is a plurality of wheel speed detecting means for respectively detecting rotation speeds of a plurality of electric motors connected to a plurality of wheels in the same formation of the electric vehicle,
The absolute value of the torque throttle amount is calculated in proportion to the n (n> 1) th power of the absolute value of the difference between each of the plurality of rotation speeds and the vehicle body speed of the electric vehicle, and the absolute value of the torque throttle amount is calculated in the torque command according to the vehicle speed. And a control means for controlling each of the plurality of electric motors with a value obtained by adding or subtracting each value as a torque command value.

[0009] The invention described in claim 3 is the first invention.
Alternatively, the control means calculates idle speed calculating means for calculating and outputting an idle speed which is a difference between the rotation speed and the vehicle body speed of the electric vehicle, and an absolute value of the idle speed. An absolute value calculating means for outputting, a torque throttle amount calculating means for calculating an absolute value of the torque throttle amount proportional to the n (n> 1) th power of the absolute value of the idle speed, and when the idle speed is positive,
The torque specified value is obtained by subtracting the absolute value of the torque throttling amount from the torque command according to the vehicle speed, and if the idling speed is negative,
And a torque command synthesizing means for setting a value obtained by adding the absolute value of the torque reduction amount to the torque command as the designated torque value.

[0010] The invention described in claim 4 is the first invention.
Alternatively, the control means calculates idle speed calculating means for calculating and outputting an idle speed which is a difference between the rotation speed and the vehicle body speed of the electric vehicle, and an absolute value of the idle speed. An absolute value calculating means for outputting, a torque throttle amount calculating means for calculating an absolute value of the torque throttle amount proportional to the n (n> 1) th power of the absolute value of the idling speed, and 1 of the torque throttle amount absolute value.
When the idling speed is positive, a first-order lag filter means for calculating a second-order lag component and a value obtained by subtracting the absolute value of the torque reduction amount and the first-order lag component from the torque command according to the vehicle body speed are set as the torque designated value, When the idling speed is negative, it has a torque command synthesizing means that uses a value obtained by adding the absolute value of the torque throttle amount and the first-order lag component to the torque command as the designated torque value.

The invention described in claim 5 is the third invention.
Alternatively, in the invention as set forth in claim 4, the torque reduction amount calculating means calculates the absolute value of the idling speed by the power of n (n> 1), and multiplies the gain by the nth power of the absolute value of the idling speed. It has a multiplication means for calculating the absolute value of the torque throttle amount and a gain calculation means for varying the gain.

[0012] The invention according to claim 6 is the same as the invention according to claim 5.
In the invention described above, the gain calculating means is characterized by varying the gain based on the vehicle speed. According to a seventh aspect of the present invention, a plurality of wheel speed detecting means for respectively detecting rotation speeds of a plurality of electric motors connected to a plurality of wheels in the same train of the electric vehicle, and a predetermined one of the plurality of electric motors. The first absolute value of the torque throttling amount that is proportional to the n (n> 1) th power of the absolute value of the difference between the rotation speed of one vehicle and the vehicle speed of the electric vehicle is calculated, and the first torque command corresponding to the vehicle speed is calculated. A predetermined one electric motor is controlled with a value obtained by adding or subtracting the absolute value of the torque throttling amount of No. 1 as a first torque command value, and the absolute value of the difference between the rotational speed of each of the other electric motors and the vehicle speed of the electric vehicle is n
A second torque throttle amount absolute value that is proportional to the (n> 1) th power is calculated, and the first torque command value is added to or subtracted from the torque command according to the vehicle body speed. And a control means for controlling each of the other electric motors by using the corrected value of the component as the second torque command value.

The invention according to claim 8 is the same as claim 2
In the invention described above, the vehicle body speed is estimated from the minimum speed of the rotation speeds of the plurality of electric motors. As described above, when the torque command is calculated and the torque of the electric motor is controlled based on this torque command, the driving torque has an intersection near the maximum value of the adhesive force curve between the rail wheels. Even in a situation, a value close to the maximum adhesive strength can always be output.

[0014]

Embodiments of the present invention will be described in detail with reference to the drawings. 1 to 4 are views showing a first embodiment of the present invention. FIG. 1 is an overall configuration diagram of an electric vehicle control device, FIG. 2 is a configuration diagram of the control device, and FIG. 3 is an n-th power torque throttle amount calculation. FIG. 4 is a diagram showing the configuration of the parts, and FIG.

In the electric car, the collector PAN collects the DC power supplied from the overhead wire, and the DC power is supplied to the inverter IN.
V is converted into AC power supplied to the electric motor IM and the electric motor I is converted.
It is driven by rotating wheels (not shown) connected to M. The control device 1 uses the electric motor I detected by the sensor S.
The rotation speed of M (hereinafter referred to as wheel speed) Vw and the vehicle body speed Vt are input, and a torque command Trq that prevents the driving wheel from idling.
Calculates Ref and outputs it to the inverter INV. The inverter INV receives the torque command TrqRef, performs switching control of a semiconductor element (not shown) included in the inverter INV, and supplies desired AC power to the electric motor IM, thereby performing idling suppression control.

Generally, the relationship between the difference between the wheel speed Vw and the vehicle body speed Vt (hereinafter referred to as idling speed) Vs and the frictional force between the wheel and the rail (hereinafter referred to as adhesive force) is shown in FIG. As such, it depends on the rail situation due to the weather. Even in the same rail situation, it is said that it changes depending on the idling speed Vs and takes the maximum value at a slight idling speed.

When the acceleration force generated by the driving electric motor IM or the like exceeds the maximum adhesive force determined by the rail condition, the idling speed Vs increases and the adhesive force decreases, and the idling speed Vs increases more and more. Fall into. Therefore, when the idling speed Vs exceeds the idling speed that gives the maximum value of the adhesive force, it is necessary to reduce the driving acceleration force to suppress the divergence of the idling speed.

The control device 1 includes an idling speed calculation unit 11, an absolute value calculation unit 12, a code determination unit 13, an n-th power torque reduction amount calculation unit 14, a code switching unit 15, and a torque command synthesis unit 16. Composed of. The idling speed calculation unit 11 receives the wheel speed Vw and the vehicle body speed Vt as input and calculates the idling speed Vs according to the following equation (1).
Is output.

[0019]

## EQU00001 ## Vs = Vw-Vt (1) The vehicle body speed Vt can be obtained from the output of a sensor (not shown) that detects the wheel speed of the driven wheels.

The absolute value calculation unit 12 receives the idling speed Vs output from the idling speed calculation unit 11 as an input, calculates the absolute value | Vs | of the input Vs, and outputs it as the idling speed absolute value | Vs |.

The sign discriminating unit 13 receives the idling speed Vs output from the idling speed calculating unit 11 as an input and calculates and outputs the idling speed code sgnVs according to the following conditional branching according to the positive or negative polarity of the idling speed Vs.

[0022]

## EQU00002 ## When Vs.gtoreq.0, sgnVs = + 1 (2) When Vs <0, sgnVs = -1 (3) That is, the idling speed Vs is usually 0, and idling occurs (2). When the formula and gliding occur, formula (3) is obtained.

The nth power torque reduction amount calculation unit 14 is an nth power calculation unit.
143 and a gain multiplication unit 144. nth power calculation unit
143 receives the idling speed absolute value | Vs | output from the absolute value computing unit 12 as an input, and computes and outputs the idling speed absolute value nth power | Vs | n by the equation (4).

[0024]

## EQU3 ## | Vs | n = | Vs | ⁿ (4) However, n is a positive constant larger than 1, and for example, 2 may be considered as the positive constant n.

As shown in the equation (5), the gain multiplication unit 144 receives | Vs | n, which is the absolute value of the idling speed output from the n-th power calculation unit 143, as input and multiplies | Vs | n by the gain K. This value is output as the absolute value of the torque reduction amount | ΔTrq |.

[0026]

## EQU4 ## | ΔTrq | = K · | Vs | n (5) where K is a positive constant. The sign switching unit 15 is an absolute value of the torque reduction amount output from the n-th power torque reduction amount calculation unit 14
ΔTrq | and the idling speed code output from the code determination unit 13
Using sgnVs as an input, the torque throttle amount Δ is calculated by the equation (6).
Calculate and output Trq.

[0027]

## EQU00005 ## .DELTA.Trq = sgnVs.multidot..vertline..DELTA.Trq | (6) The torque command combining unit 16 sets the torque command TrqRefDrv and the sign switching unit 15 based on the signal of a torque command setting device (not shown) operated by the driver. Input the torque throttle amount ΔTrq output from the
Calculate and output rqRef.

[0028]

[Equation 6] TrqRef = TrqRefDrv-ΔTrq (7) When the inverter INV is operated to control the torque of the electric motor IM based on the torque command TrqRef calculated in this way, the torque command TrqRef is changed to the rail as shown in FIG. -Because the intersection point is near the maximum value of the adhesive force curve between the wheels, a value close to the maximum adhesive force value can always be output in any rail situation. That is, the torque command TrqRefDrv set based on the signal output from the torque command setter has the characteristics empirically determined by the vehicle body speed Vt, for example, as shown in FIG. 5, and the torque command TrqRefdrv exceeds the maximum adhesive force value. And idling occurs. However, since the adhesive force curve changes according to the rail condition as described above, the torque command T
By subtracting the torque throttle amount ΔTrq output from the sign switching unit 15 from rqRefdrv according to the idling speed Vs,
It is possible to output the torque command TrqRef that is always a value close to the maximum adhesive force.

Next, FIG. 6 is a block diagram of a control device showing a second embodiment of the present invention. In addition to the first embodiment shown in FIG. 2, the present embodiment is provided with an n-th power torque throttle amount calculation unit 17, a sign switching unit 18, a first-order lag filter unit 19, and an addition unit 20.

The other structure is the same as that of the first embodiment shown in FIG. That is, in the present embodiment, two n-th power torque reduction amount calculation units 14 and 17 and a code switching unit 1 are provided.
It has 5 and 18. The nth power torque reduction amount calculation unit 14 outputs a value obtained by multiplying the n1th power of the idling speed absolute value | Vs | output from the absolute value calculation unit 12 by the gain K1 as the torque reduction amount absolute value | ΔTrq | 1. .

[0031]

## EQU7 ## | ΔTrq | 1 = K1 · | Vs | ⁿ¹ (8) where n1 is a positive constant larger than 1 and K1 is a positive constant. The code switching unit 15 inputs the torque throttle amount absolute value | ΔTrq | 1 output from the n-th power torque reduction amount calculation unit 14 and the idling speed code sgnVs output from the code determination unit 13, and (9) The torque throttling amount ΔTrq1 is obtained from the formula and output.

[0032]

## EQU00008 ## .DELTA.Trq1 = sgnVs.multidot..vertline..DELTA.Trq.vertline.1 (9) Also, the n-th power torque reduction amount calculation unit 17 adds the gain K2 to the n-th power of the idling speed absolute value | Vs |
The value obtained by multiplying by is output as the absolute value of torque reduction amount | ΔTrq | 2.

[0033]

[Formula 9] | ΔTrq | 2 = K2 · | Vs | ⁿ² (10) where n2 is a positive constant larger than 1 and K2 is a positive constant. Further, n2 may have the same value as n1, and K2 may have the same value as K1.

The sign switching unit 18 is an n-th power torque reduction amount calculation unit.
The absolute value of the torque throttling amount | ΔTrq | 2 output from 17
The idling speed code sgnVs output from the code determination unit 13 is input, and the torque throttling amount ΔTrq2 is obtained and output by the equation (11).

[0035]

[Equation 10] ΔTrq2 = sgnVs · | ΔTrq | 2 (11) The primary delay filter unit 19 inputs the torque throttle amount ΔTrq2 output from the sign switching unit 18, and a value obtained by applying the primary delay filter to a new torque. It is output as the diaphragm amount ΔTrqF2.

[0036]

[Equation 11] However, T1 is a first-order lag time constant, and s is a differential operator.
The addition unit 20 calculates the sum ΔTrq of the torque throttle amount ΔTrq1 output from the sign switching unit 15 and the torque throttle amount ΔTrqF2 output from the first-order lag filter unit 19, and the torque command unit
16 inputs the torque command TrqRefDrv set based on the signal of the torque command setter operated by the driver and the sum Trq output from the adder 20, and calculates and outputs the torque command TrqRef by the equation (13). .

[0037]

[Equation 12] TrqRef = TrqRefDrv−ΔTrq (13) Therefore, when the torque of the electric motor IM is controlled based on the torque command TrqRef, as shown in FIG.
rqRef has an intersection near the maximum value of the adhesive force curve between rail wheels, so that it is possible to always output a value close to the maximum adhesive force in any rail situation, and the torque throttle amount. Since the first-order lag filter unit suppresses the excessive sudden change of the vehicle, it is possible to suppress the deterioration of the riding comfort.

Next, FIGS. 7 to 10 are views showing a third embodiment of the present invention, FIG. 7 is a block diagram of a control device, FIG. 8 is a block diagram of an n-th power torque throttle amount calculation unit, and FIG. Is a configuration diagram of a gain increase / decrease determination unit, and FIG. 10 is an operation explanatory diagram.

The control device 1 has the same configuration as that of the first embodiment shown in FIG. 2, but feeds back the torque throttle amount ΔTrq which is the output of the sign switching portion 15 to the n-th power torque throttle amount calculating portion 14. .

The structure of the n-th power torque reduction amount calculation unit 14 will be described with reference to FIG. The nth power torque reduction amount calculation unit 14 includes a gain calculation unit 141, a gain increase / decrease determination unit 142, and an nth power calculation unit 14
3, a gain multiplication unit 144, and an average value calculation unit 145.

The gain calculation unit 141 operates in discrete time at every constant sampling time ΔT. The current time will be described as T. The gain calculation unit 141 stores the gain increase / decrease determination unit in the torque throttle gain K (m) (m is a positive integer) output at the previous sampling time (T−ΔT) by the gain calculation unit 141 held in the hold unit 141a. Torque throttle amount gain change amount ΔK (m +
1) is added by the addition unit 141b, and the torque throttle gain K (m + 1) is added.
Is output.

[0042]

[Equation 13] K (m + 1) = K (m) + ΔK (m + 1) (14) In the average value calculation unit 145, the torque throttling amount ΔTrq output from the code switching unit 15 is input and the constant sampling time ΔT The average value between them is taken as the torque throttling amount ΔTrqAve, which is obtained by the equation (15) and output.

[0043]

[Equation 14] However, the present time will be described as T. Further, m is a positive integer. The operation of the gain increase / decrease determination unit 142 will be described with reference to FIGS. 9 and 10. The gain increase / decrease determination unit 142 operates in discrete time at constant sampling time ΔT. The gain increase / decrease determination unit 142 determines the torque throttle amount gain change amount ΔK (m) output by the gain increase / decrease determination unit 142 in the previous sampling time.
(M is a positive integer) and the torque throttling amount average value ΔTrqAve (m) output from the average value calculating unit 145 are input, and the torque throttling amount gain change amount ΔK (m + 1) is calculated and output. .

The current time will be described as T. Time (T
-(ΔT) to the time (T-ΔT), the output of the gain calculation unit 141 is K (m-1) (m is a positive integer), and the time (T-ΔT) to the time (T). It is assumed that the output of the gain calculation unit 141 is K (m) (m is a positive integer). At this time, the relationship between the output K (m-1) and the output K (m) and the torque throttle amount gain change amount ΔK (m) output from the gain increase / decrease determination unit 142 at the sampling time (T−ΔT) is ( It is expressed as Eq. (16) based on Eq. (14).

[0045]

[Equation 15] K (m) = K (m-1) + ΔK (m) (16) Average value of torque throttle amount Δ input at sampling time T
TrqAve (m) and the last sampling time (T-ΔT)
The subtraction unit 142b calculates the difference from the torque throttling amount average value ΔTrqAve (m-1) held in the hold unit 142a, which is input to the subtraction unit 142b, to obtain the torque throttling amount average value change amount dΔTrqAve.

[0046]

[Expression 16] dΔTrqAve = ΔTrqAve (m) −ΔTrqAve (m−1) (17) The polarity of the torque throttling amount average value change amount dΔTrqAve is discriminated by the sign discriminating unit 142c, and the torque throttling amount average value change amount sign sgnd.
ΔTrqAve is obtained by the following conditional branch.

[0047]

[Expression 17] When dΔTrqAve ≧ 0, sgndΔTrqAve = + 1 (18) When dΔTrqAve <0, sgndΔTrqAve = -1 (19) The torque throttle amount gain change output during the previous sampling time held by the hold unit 142d The amount ΔK (m) and the torque squeeze average value change amount code sg held by the hold unit 142e
From ndΔTrqAve, the multiplication unit 142f obtains and outputs the torque restriction amount gain change amount ΔK (m + 1) by the equation (20).

[0048]

[Expression 18] ΔK (m + 1) = sgndΔTrqAve · ΔK (m) (20) In the n-th power calculation unit 143, the absolute value of idling speed | Vs | output from the absolute value calculation unit 12 is input (21). The absolute value of the idling speed nth power | Vs | n is calculated by the formula and output.

[0049]

| Vs | n = | Vs | ⁿ (21) However, n is a positive constant larger than 1, and for example, 2 may be considered as the positive constant n.

In the gain multiplication unit 144, the n multiplication unit 14
3 and the absolute value n of the idling speed | Vs | n output from the torque calculation unit 141 and the torque reduction gain K output from the gain calculation unit 141.
(m) is input, and the value obtained by multiplying | Vs | n by the gain K (m) is output as the absolute value of torque throttle amount | ΔTrq |.

[0051]

[Equation 20] | ΔTrq | = K (m) · | Vs | n (22) Therefore, the torque throttle gain K can be varied even if the idling speed that gives the maximum value of the adhering force of the idling speed-adhesive force curve changes. Thus, it is possible to always operate at a value close to the maximum adhesive strength.

Next, FIGS. 11 and 12 are views showing a fourth embodiment of the present invention. FIG. 11 is a block diagram of the control device, and FIG.
FIG. 4 is a configuration diagram of an n-th power torque reduction amount calculation unit. The control device 1 has the same configuration as that of the first embodiment shown in FIG. 12,
The vehicle speed Vt is input to the n-th power torque reduction amount calculation unit 14.

The nth power torque reduction amount calculation unit 14 is an nth power calculation unit.
143, a gain multiplication unit 144, and a gain setting unit 146. The gain setting unit 146 receives the vehicle body speed Vt as an input, obtains the torque throttle gain K from the equation (23), and outputs it.

[0054]

[Equation 21] K = K ₀ −a · Vt (23) where K 0 is a positive constant and a is a constant. Here, the method of determining the torque throttle gain K is not limited to the equation (23), which is a linear function, and may be a function having an order of 1 or more.

In the n-th power calculation unit 143, the absolute value calculation unit
The absolute value of idling speed | Vs | output from 12 is input, and the absolute value of idling speed | Vs | n is calculated and output by the following calculation.

[0056]

## EQU22 ## | Vs | n = | Vs | ⁿ (24) However, n is a positive constant larger than 1, and for example, 2 may be considered as the positive constant n.

In the gain multiplication unit 144, the nth power calculation unit
The absolute value n of the idling speed output from 143, | Vs | n,
Torque throttle amount gain K output from gain setting unit 146
Is input and a value obtained by multiplying | Vs | n by the gain K is output as the absolute value of the torque throttle amount | ΔTrq |.

[0058]

[Equation 23] | ΔTrq | = K · | Vs | n (25) When the vehicle body speed Vt increases, the maximum value of the adhesive force of the idling speed-adhesive force curve shifts to the right side in FIG. By varying according to the vehicle speed Vt, it is possible to always drive at a value close to the maximum adhesive force.

Next, FIGS. 13 and 14 are views showing a fifth embodiment of the present invention, FIG. 13 is a block diagram of a control device, and FIG. 14 is a block diagram of a torque command correction value computing section. The control device 1 includes a slipping speed calculation unit 11, an absolute value calculation unit 12, a code determination unit 13,
The n-th power torque reduction amount calculation unit 14, the sign switching unit 15, the torque command combining unit 16, the torque command correction value calculation unit 20, and the addition unit 21.
It is composed of

The operation of the torque command correction value calculator 20 will be described with reference to FIG. The torque command correction value calculation unit 20 includes a torque command correction value increase / decrease determination unit 201 and an average value calculation unit 202.

The torque command correction value calculation unit 20 operates in discrete time at every constant sampling time ΔT. The torque command correction value calculation unit 20 calculates the torque command correction value ΔTrqR output by the torque command correction value calculation unit 20 during the previous sampling time.
ef (m) and the torque throttle amount ΔT output from the sign switching unit 15
Torque command correction value ΔTrq with the sum of rq ΔTrq1 as input
Calculates and outputs Ref (m + 1).

The average value calculation unit 202 calculates the sum ΔTrq1 of the torque command correction value ΔTrqRef (m) output from the torque command correction value calculation unit 20 and the torque throttle amount ΔTrq output from the sign switching unit 15 in the previous sampling time. Is input, the average value during the constant sampling time ΔT is calculated to obtain the torque throttling amount average value ΔTrqAve by the equation (26) and output.

[0063]

(Equation 24) However, the present time is described as T here, and m is a positive integer. The torque command correction value increase / decrease determination unit 201 operates in discrete time at every constant sampling time ΔT. The torque command correction value increase / decrease determination unit 201 determines the torque command correction value change amount dΔTrqRef (m) (m is a positive integer) output by the torque command correction value increase / decrease determination unit 201 during the previous sampling time.
And the torque throttling amount average value ΔTrqAve (m) output from the average value calculation unit 202 are input, and the torque command correction value change amount dΔTrqRef (m + 1) is calculated and output.

The current time will be described as T. Time (T
The output of the torque command correction value calculation unit 20 is ΔTrqRef (m-1) (m) from the time (-2ΔT) to the time (T-ΔT).
Is a positive integer), and the output of the torque command correction value calculation unit 20 is ΔTrq during the time from time (T−ΔT) to time (T).
It is assumed that it is Ref (m) (m is a positive integer). At this time,
The relationship between ΔTrqRef (m-1) and ΔTrqRef (m) and the torque command correction value change amount dΔTrqRef (m) output from the torque command correction value increase / decrease determination unit 201 at the sampling time (T−ΔT) is (27). It is represented by a formula.

[0065]

[Formula 25] ΔTrqRef (m) = ΔTrqRef (m-1) + dΔTrqRef (m) (27) That is, the previous torque command correction value ΔTrqRef (m-1) held in the hold unit 20a and the torque command correction value. Torque command correction value change amount dΔT output from the increase / decrease determination unit 201
The addition unit 20b adds rqRef (m) to obtain the current torque command correction value ΔTrqRef (m).

The torque throttling amount average value ΔTrqAve (m) input at the sampling time T and the torque throttling amount average value ΔTrqAve (m- held by the hold unit 201a and input at the previous sampling time (T-ΔT). 1) The difference with
The calculation is performed in 1b to obtain the change amount ΔTrqAve of the average value of the torque throttling amount.

[0067]

[Expression 26] dΔTrqAve = ΔTrqAve (m) −ΔTrqAve (m−1) (28) The polarity of the torque throttling amount average value change amount dΔTrqAve is discriminated by the sign discriminating unit 201c, and the torque throttling amount average value change amount sign sgnd.
ΔTrqAve is obtained by the following conditional branch.

[0068]

[Expression 27] When dΔTrqAve ≧ 0, sgndΔTrqAve = + 1 (29) When dΔTrqAve <0, sgndΔTrqAve = -1 (30) The amount of change in the torque command correction value held by the hold unit 201d and output during the previous sampling time dΔTrqRef (m) and the torque squeezing amount average value change sign sg via the sign inverting unit 201e
From the ndΔTrqAve, the multiplying unit 201f obtains and outputs the torque command correction value change amount dΔTrqRef (m + 1).

[0069]

[Formula 28] dΔTrqRef (m + 1) =-sgndΔTrqAve · dΔTrqRef (m) (31) The torque command correction value ΔTrqRef (m) output by the torque command correction value calculation unit 20 at the previous sampling time and the torque command correction value increase / decrease The torque command correction value ΔTrqR expressed by the equation (32) based on the equation (27) from the torque command correction value variation dΔTrqRef (m + 1) output from the determination unit 201.
Find and output ef (m + 1).

[0070]

[Formula 29] ΔTrqRef (m + 1) = ΔTrqRef (m) + dΔTrqRef (m + 1) (32) In the torque command combining unit 16, the torque command T set based on the signal of the torque command setter operated by the driver.
The torque command is calculated by the following calculation by inputting rqRefDrv, the sum ΔTrq1 of the torque throttle amount ΔTrq output from the sign switching unit 15 and the torque command correction value ΔTrqRef (m + 1) output from the torque command correction value calculation unit. Calculate and output TrqRef.

[0071]

[Equation 30] TrqRef = TrqRefDrv−ΔTrq1 (33) where ΔTrq1 = ΔTrq + ΔTrqRef (m + 1). In this way, by calculating the torque command value, it is possible to always operate at a value close to the maximum adhesive force value even if the idle speed that gives the maximum adhesive force value of the idle speed-adhesive force curve changes.

Next, FIGS. 15 and 16 are views showing a sixth embodiment of the present invention, and FIG. 15 is an overall configuration diagram of an electric vehicle control device.
16 is a block diagram of the control device. In the electric car, the DC power supplied from the overhead wire is collected by the collector PAN, and the DC power is converted into AC power supplied to the first and second shaft electric motors IM1 and IM2 by the inverters INV1 and INV2, respectively. The wheels are driven by rotating wheels (not shown) connected to the electric motors IM1 and IM2. The control device 30 inputs the rotational speeds (hereinafter referred to as wheel speeds) Vw1 and Vw2 of the electric motors IM1 and IM2 detected by the sensors S1 and S2 and the vehicle body speed Vt, and a torque command TrqRef1 that prevents each driving wheel from idling. , TrqRef2 are calculated and the inverter INV is calculated.
1, output to INV2. Inverter INV1, INV
2 receives the torque commands TrqRef1 and TrqRef2,
By performing switching control of a semiconductor element (not shown) forming the inverters INV1 and INV2 and supplying desired AC power to the electric motors IM1 and IM2, idling suppression control is performed.

The control device 2 includes a first axis idling suppression control section 31.
A second axis idling suppression control unit 32, a torque command feedforward correction value calculation unit 33, and a torque command feedforward correction value combining unit 34.

The first-axis idling suppression control unit 31 and the second-axis idling suppression control unit 32 have the same configuration and operation as those of the control device 1 of the first embodiment shown in FIG. Therefore, the detailed configuration and the same reference numerals will be used in the following description.

In the torque command feedforward correction value calculation unit 33, the torque throttling amount ΔTrq output from the sign switching unit 15 which is a constituent element of the idling suppression control unit 31 for the first axis.
Is input, and the torque command feedforward correction value ΔTrqFF is obtained and output by the equation (34).

[0076]

(Equation 31) However, T2 is a time delay filter time constant, and s is a differential operator. Torque command feedforward correction value combining unit 34
In the equation (35), the torque command TrqRef2 output from the second axis idling suppression control unit 32 and the torque command feedforward correction value ΔTrqFF output from the torque command feedforward correction value calculation unit 33 are input by the equation (35). , And obtains and outputs a new second axis torque command value TrqRef21.

[0077]

[Equation 32] TrqRef21 = TrqRef2-ΔTrqFF (35) By adding the information of other axes in this way, the adhesive force is always applied even if the idle speed that gives the maximum value of the adhesive force of the idle speed-adhesive force curve changes. It is possible to operate at a value close to the maximum value, and it is possible to further reduce the probability of idling divergence in drive shafts other than the first shaft.

When there are three drive shafts, this can be achieved by providing a structure for the third shaft (similar to the structure for the second shaft) as shown in FIG. Further, when there are four drive shafts, the structure shown in FIG. 16 may be provided for each carriage.

Next, FIG. 18 is a block diagram of a control device showing a seventh embodiment of the present invention. The control device 2 includes a vehicle body speed estimation unit 41 and a slip suppression control unit 42. The idling suppression control unit 42 has the same configuration as the control device 2 in the sixth embodiment shown in FIG.

In the idling speed calculation unit 11 which is a component of the idling suppression control unit 42, the wheel speed Vw and the vehicle body speed estimated value Vt_H output from the vehicle body speed estimating unit 41 are input, and the equation (36) is used. Thus, the idling speed Vs is obtained and output.

[0081]

[Expression 33] Vs = Vw-Vt_H (36) The operation of the other constituent elements of the idling suppression control unit 42 is the same as in the sixth embodiment.

The vehicle body speed estimating section 41 includes a minimum value selecting section 43,
The differentiating section 44, the vehicle body acceleration estimating section 45, the integrating section 46, and the steady deviation correcting section 47. An example will be described in which there are two drive shafts in the train set.

In the minimum value selector 43, the wheel speed Vw 1 of the first drive shaft and the wheel speed Vw 2 of the second drive shaft are input, and the minimum value wheel speed Vw M is obtained by the following conditional branch.
Ask for in and output.

[0084]

(1) During power running: When Vw 1 ≧ Vw 2: Vw Min = Vw 2 (37) When Vw 1 <Vw 2: Vw Min = Vw 1 (38) (2) During regeneration: When Vw 1 ≧ Vw 2: Vw Min = Vw 1 (39) When Vw 1 <Vw 2: Vw Min = Vw 2 (40) In the differentiation unit 44, the minimum value output from the minimum value selection unit 43 Using the wheel speed Vw Min as an input, the minimum wheel acceleration αw Min is obtained and output by the equation (41).

[0085]

Αw Min = s · Vw Min (41) where s is a differential operator. In the vehicle body acceleration estimating unit 45, the minimum wheel acceleration αwMi output from the differentiating unit 44
Using n as an input, the vehicle body acceleration estimated value αT is calculated by equation (42).
_H is obtained and output.

[0086]

[Equation 36] However, T3 is a temporal delay filter time constant, and s is a differential operator. In the integrating unit 46, the sum of the vehicle body acceleration estimated value αT_H output from the vehicle body acceleration estimating unit 45 and the steady deviation correction value ΔαT output from the steady deviation correcting unit 47 is input, and the vehicle speed is calculated by the equation (43). The estimated value Vt_H is obtained and output.

[0087]

(37) However, s is a differential operator. In the steady deviation correction unit 47, the minimum wheel speed Vw output from the minimum value selection unit 43
Min and the vehicle speed estimation unit Vt_ output from the integration unit 46
The difference ΔVt with H is input, and the steady-state deviation correction value ΔαT is calculated and output from equation (44).

[0088]

[Expression 38] Δαt = G (s) · ΔVt (44) where G (s) is a correction gain, for example, G (s) = K2 (K
2 is a positive constant).

Thus, from the minimum value of each axis to the vehicle speed Vt_
Since H is estimated, it is possible to always output a value close to the maximum adhesive force in any rail situation without attaching a sensor for detecting the vehicle body speed to the driven wheel or the like.

Next, FIG. 19 is a block diagram of a control device showing an eighth embodiment of the present invention. The control device 2 includes a vehicle body speed estimation unit 41 and a slip suppression control unit 42. The idling suppression control unit 42 has the same configuration as the control device 2 in the sixth embodiment shown in FIG.

In the idling speed calculation unit 11 which is a constituent element of the idling suppression control unit 42, the wheel speed Vw and the vehicle body speed estimated value Vt_H output from the vehicle body speed estimating unit 41 are input, and equation (45) is used. Thus, the idling speed Vs is obtained and output.

[0092]

[Equation 39] Vs = Vw-Vt_H (45) The operation of the other components of the idling suppression control unit 42 is the same as that of the sixth embodiment.

The vehicle body speed estimating section 41 includes a minimum value selecting section 43,
The differential unit 44, the vehicle body inertia reciprocal estimation unit 51, the integration unit 46, and the steady deviation correction unit 47 are included. An example will be described in which there are two drive shafts in the train set.

In the minimum value selection unit, the wheel speed Vw 1 of the first drive shaft and the wheel speed Vw 2 of the second drive shaft are input, and the minimum wheel speed Vw Min is obtained by the following conditional branch.
Is output.

[0095]

(1) During power running: When Vw 1 ≧ Vw 2: Vw Min = Vw 2 (46) When Vw 1 <Vw 2: Vw Min = Vw 1 (47) (2) During regeneration: When Vw 1 ≧ Vw 2: Vw Min = Vw 1 (48) When Vw 1 <Vw 2: Vw Min = Vw 2 (49) In the differentiation unit 44, the minimum value output from the minimum value selection unit 43 Using the wheel speed Vw Min as an input, the minimum wheel acceleration αw Min is obtained and output by the equation (50).

[0096]

Αw Min = s · Vw Min (50) where s is a differential operator. In the body inertia reciprocal estimation unit 51, the minimum wheel acceleration αw output from the differentiation unit 44
A value obtained by dividing Min by the torque command TrqRefDrv set based on the signal of the torque command setter operated by the driver is input, and the vehicle body reciprocal inertia estimated value JT_H is calculated by the equation (51).
Is output.

[0097]

(Equation 42) However, T4 is a temporary delay filter time constant, and s is a differential operator. In the integration unit 46, a value αT_H obtained by multiplying the vehicle body inertia reciprocal estimation value JT_H output from the vehicle body inertia reciprocal estimation unit 51 by a torque command TrqRefDrv set based on the signal of the torque command setter operated by the driver, Using the sum of the steady deviation correction value ΔαT output from the steady deviation correction unit 47 as an input, the vehicle body speed estimated value Vt_H is obtained and output by the equation (52).

[0098]

[Equation 43] However, αT_H = JT_H × TrqRefDrv, s is a differential operator. In the steady deviation correction unit 47, the minimum wheel speed Vw Min output from the minimum value selection unit 43 and the integration unit 46
The difference ΔVt from the estimated vehicle body speed Vt_H output from is input, and the steady-state deviation correction value ΔαT is calculated by the equation (53) and output.

[0099]

[Expression 44] Δαt = G (s) · ΔVt (53) where G (s) is a correction gain, for example, G (s) = K2 (K
2 is a positive constant).

With this configuration, it is possible to always output a value close to the maximum adhesive force in any rail situation without mounting a sensor for detecting the vehicle body speed on the driven wheel or the like, and at the same time, for the driver. By making the set value of the torque command that is operated in a feedforward manner, it becomes possible to perform the vehicle body speed estimation with good followability to the change.

Next, FIG. 20 is a block diagram of a control device showing a ninth embodiment of the present invention. The control device 2 includes a vehicle body speed estimation unit 41 and a slip suppression control unit 42. The idling suppression control unit 42 has the same configuration as the control device 2 in the sixth embodiment shown in FIG.

In the idling speed calculation unit 11 which is a constituent element of the idling suppression control unit 42, the wheel speed Vw and the vehicle body speed estimated value Vt_H output from the vehicle body speed estimating unit 41 are input to the equation (54). Thus, the idling speed Vs is obtained and output.

[0103]

[Equation 45] Vs = Vw-Vt_H (54) The operation of the other components of the idling suppression control unit 42 is the same as in the sixth embodiment.

The vehicle body speed estimating section 41 includes a minimum value selecting section 43,
Vehicle body acceleration estimation unit 45, integration unit 46, steady-state deviation correction unit 47
It is composed of An example will be described in which there are two drive shafts in the train set.

In the minimum value selection unit, the wheel speed Vw 1 of the first drive shaft and the wheel speed Vw 2 of the second drive shaft are input, and the minimum wheel speed Vw Min is obtained by the following conditional branch.
Is output.

[0106]

(1) During power running: When Vw 1 ≧ Vw 2: Vw Min = Vw 2 (55) When Vw 1 <Vw 2: Vw Min = Vw 1 (56) (2) During regeneration: When Vw 1 ≧ Vw 2: Vw Min = Vw 1 (57) When Vw 1 <Vw 2: Vw Min = Vw 2 (58) In the vehicle body acceleration estimating unit 45, the acceleration (not shown) attached to the vehicle body Using the acceleration α output from the sensor as an input, the vehicle body acceleration estimated value αT_H is obtained and output by the equation (59).

[0107]

[Equation 47] However, T5 is a temporary delay filter time constant, and s is a differential operator. In the integrating unit 46, the sum of the vehicle body acceleration estimated value αT_H output from the vehicle body acceleration estimating unit 45 and the steady deviation correction value ΔαT output from the steady deviation correcting unit 47 is input, and the vehicle speed is calculated by the equation (60). The estimated value Vt_H is obtained and output.

[0108]

[Equation 48] However, s is a differential operator. In the steady deviation correction unit 47, the minimum wheel speed Vw output from the minimum value selection unit 43
Min and the estimated vehicle speed value Vt_ output from the integration unit 46
The difference ΔVt with H is input, and the steady-state deviation correction value ΔαT is obtained and output from equation (61).

[0109]

Δαt = G (s) · ΔVt (61) where G (s) is a correction gain, for example, G (s) = K2 (K
2 is a positive constant).

With this configuration, the acceleration sensor used for other purposes such as riding comfort control can be used.
It is possible to always output a value close to the maximum adhesive strength in any rail situation.

Next, FIG. 21 is a configuration diagram of a control device showing a tenth embodiment of the present invention. An example will be described in which there are two drive shafts in the train set. The control device 2 includes a first axis idling suppression control unit 31, a second axis idling suppression control unit 32,
It is composed of a torque command feedforward correction value calculation unit 33, a torque command feedforward correction value combining unit 34, and a vehicle body speed estimation unit 41.

In the idling speed calculation unit 11 included as a constituent element in the first shaft idling suppression control unit 31 and the second shaft idling suppression control unit 32, the wheel speed Vw and the vehicle body speed estimation unit 41 With the estimated vehicle body speed Vt_H that is output as an input, the idle speed Vs is obtained and output from equation (62).

[0113]

[Equation 50] Vs = Vw-Vt_H (62) The first-axis idle rotation suppression control unit 31 and the second-axis idle rotation suppression control unit
The components 32 and 32 have the same configuration and operation as those of the control device 1 in the first embodiment shown in FIG.

In the torque command feedforward correction value calculation unit 33, the torque throttle amount ΔTrq output from the code determination unit 13 which is a constituent element of the first axis idling suppression control unit 31.
Is input, and the torque command feedforward correction value ΔTrqFF is obtained and output by the equation (63).

[0115]

(Equation 51) However, T2 is a time delay filter time constant, and s is a differential operator. Torque command feedforward correction value combining unit 34
In the equation (64), the torque command TrqRef2 output from the second axis idling suppression control unit 32 and the torque command feedforward correction value ΔTrqFF output from the torque command feedforward correction value calculation unit 33 are input by the equation (64). , And obtains and outputs a new second axis torque command value TrqRef21.

[0116]

[Equation 52] TrqRef21 = TrqRef2-ΔTrqFF (64) In the vehicle body speed estimation unit 41, the vehicle body speed Vw 1 of the first drive shaft and the wheel speed Vw 2 of the second drive shaft are input. Calculate and output the estimated value. The structure and operation of the vehicle body speed estimation unit 41 are the same as in the seventh embodiment.

With this structure, the idling speed-
Adhesion curve maximum adhesion value Even if the idling speed changes, it is possible to always operate at a value close to the adhesion maximum value, and to lower the probability of idling divergence on the second drive shaft. You can Further, by reducing the probability of idling divergence of the second axis, it is possible to bring the estimated value of the vehicle body speed, which is the output of the vehicle body speed estimating unit, closer to the actual vehicle body speed value, and improve the performance of the idling suppression control. You can

[0118]

As described above, according to the present invention,
The driving torque has an intersection near the maximum value of the adhesive force curve between rail wheels, and a value close to the adhesive force maximum value can always be output in any rail situation.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an electric vehicle control device showing a first embodiment of the present invention.

FIG. 2 is a configuration diagram of a control device according to the first embodiment of the present invention.

FIG. 3 is a configuration diagram of an n-th power torque throttle amount calculation unit in FIG. 2.

FIG. 4 is a diagram showing a relationship between idling speed and adhesive force.

FIG. 5 is a diagram showing a relationship between a vehicle body speed and a torque command.

FIG. 6 is a configuration diagram of a control device showing a second embodiment of the present invention.

FIG. 7 is a configuration diagram of a control device showing a third embodiment of the present invention.

FIG. 8 is a configuration diagram of an n-th power torque reduction amount calculation unit in FIG. 7.

9 is a configuration diagram of a gain increase / decrease determination unit in FIG.

10 is an explanatory diagram of the operation of FIG.

FIG. 11 is a configuration diagram of a control device showing a fourth embodiment of the present invention.

FIG. 12 is a configuration diagram of an n-th power torque throttle amount calculation unit in FIG. 11.

FIG. 13 is a configuration diagram of a control device showing a fifth embodiment of the present invention.

14 is a configuration diagram of a torque command correction value calculation unit in FIG.

FIG. 15 is a configuration diagram of an electric vehicle control device showing a sixth embodiment of the present invention.

FIG. 16 is a configuration diagram of a control device showing a sixth embodiment of the present invention.

FIG. 17 is a configuration diagram of a control device showing a sixth other embodiment of the present invention.

FIG. 18 is a configuration diagram of a control device showing a seventh embodiment of the present invention.

FIG. 19 is a configuration diagram of a control device showing an eighth embodiment of the present invention.

FIG. 20 is a configuration diagram of a control device showing a ninth embodiment of the present invention.

FIG. 21 is a configuration diagram of a control device showing a tenth embodiment of the present invention.

[Explanation of symbols]

 IM ... motor S ... sensors 1,2 ... control device 11 ... idling speed calculation unit 12 ... absolute value calculation unit 14 ... nth power torque reduction amount calculation unit 16 ... torque command synthesis unit 19 ... first-order lag filter unit 141 ... gain calculation unit 143 ... n-th power calculation unit 144 ... gain calculation unit 146 ... gain setting unit 41 ... vehicle speed estimation unit

Claims (8)

[Claims] 1. Wheel speed detecting means for detecting a rotation speed of an electric motor connected to a wheel of an electric vehicle, and an absolute value of a difference between the rotation speed and a vehicle body speed of the electric vehicle raised to the power of n (n> 1). An electric vehicle having a control means for calculating an absolute value of a torque reduction amount proportional to the above, and controlling the electric motor with a value obtained by adding or subtracting the absolute value of the torque reduction amount to a torque command according to the vehicle speed as a torque command value. Control device. 2. A plurality of wheel speed detection means for respectively detecting rotation speeds of a plurality of electric motors connected to a plurality of wheels in the same formation of an electric vehicle, each of the plurality of rotation speeds and a vehicle body speed of the electric vehicle. The absolute value of the torque throttling amount that is proportional to the n (n> 1) power of the absolute value of the difference is calculated, and the absolute value of the torque throttling amount is added to or subtracted from the torque command corresponding to the vehicle speed. An electric vehicle control device comprising: a control unit that controls each of the plurality of electric motors as a torque command value. 3. The electric vehicle controller according to claim 1 or 2, wherein the control means calculates and outputs an idle speed which is a difference between the rotation speed and a vehicle body speed of the electric vehicle. A speed calculation means, an absolute value calculation means for calculating and outputting the absolute value of the idling speed, and a torque throttle for calculating an absolute value of the torque throttle amount proportional to the n (n> 1) th power of the absolute value of the idling speed. Quantity calculation means, when the idling speed is positive, a value obtained by subtracting the torque throttle amount absolute value from the torque command according to the vehicle body speed is set as a torque designated value, and when the idling speed is negative, the torque An electric vehicle control device comprising: a torque command synthesizing unit that uses a value obtained by adding the torque throttle amount absolute value to a command as the torque designated value. 4. The electric vehicle controller according to claim 1 or 2, wherein the control means calculates and outputs an idle speed which is a difference between the rotation speed and a vehicle body speed of the electric vehicle. A speed calculation means, an absolute value calculation means for calculating and outputting the absolute value of the idling speed, and a torque throttle for calculating an absolute value of the torque throttle amount proportional to the n (n> 1) th power of the absolute value of the idling speed. Quantity calculating means, first-order lag filter means for calculating a first-order lag component of the torque throttle amount absolute value, and when the idling speed is positive, the torque throttle amount absolute value is added to the torque command according to the vehicle body speed. When the idling speed is negative, a value obtained by adding the absolute value of the torque throttle amount and the first-order lag component to the torque command is a value obtained by subtracting the first-order lag component and the first-order lag component. Torque command with specified value Electric vehicle control device having a means. 5. The electric vehicle controller according to claim 3 or 4, wherein the torque throttle amount calculation means calculates the absolute value of the idling speed raised to the power of n (n> 1), An electric vehicle control device comprising: a multiplication unit that multiplies the absolute value of the idling speed to the n-th power by a gain to calculate an absolute value of the torque throttle amount; and a gain calculation unit that changes the gain. 6. The electric vehicle control device according to claim 5, wherein the gain calculation means changes the gain based on the vehicle body speed. 7. A plurality of wheel speed detection means for respectively detecting rotation speeds of a plurality of electric motors connected to a plurality of wheels in the same formation of an electric vehicle, and a rotation speed of a predetermined one of the plurality of electric motors. And an absolute value of the difference between the vehicle speed of the electric vehicle and the n (n> 1) power of the absolute value is calculated, and the first torque absolute value is calculated as a torque command according to the vehicle speed. An absolute value of the difference between the rotation speed of each of the other electric motors and the vehicle body speed of the electric vehicle is controlled by using a value obtained by adding or subtracting the absolute value of the throttle amount as a first torque command value. N
A second torque throttling amount absolute value that is proportional to the (n> 1) th power is calculated, and a value obtained by adding or subtracting the second torque throttling amount absolute value to the torque command according to the vehicle body speed is used as the first value. An electric vehicle control device comprising: a control unit that controls each of the other electric motors using a value obtained by correcting the torque command value component as a second torque command value. 8. The electric vehicle control device according to claim 2, wherein the vehicle body speed is estimated from a minimum speed among rotation speeds of the plurality of electric motors.