JPS5829302A - Controlling device for linear synchronous motor vehicle - Google Patents

Abstract

PURPOSE:To smooth the change in a running speed and an acceleration by a method wherein the actual speed and acceleration of a vehicle at the time when restarting is commenced are given as the initial value of a running speed pattern and the initial value of the acceleration when the vehicle is transferred out of the state of coasting into that of restarting. CONSTITUTION:A running speed pattern B in accordance with a reference speed A is prepared by an acceleration limitter 12, an acceleration change rate limitter 14 and integrators 15 and 16. A frequency pattern generating element 2 delivers a frequency pattern G in accordance with the running speed pattern B. A follow- up control element 3 gives an effective-value control output J and a sine-wave pattern K to a power transformer 5 via a multiplier 4 according to the frequency pattern G and a signal H of the position of a vehicle 8. When a restarting instruction RST is delivered at the time when the vehicle 8 is in the state of coasting, an output M of the speed of the vehicle and an output N of the acceleration thereof at that time are given as the initial values of the running speed pattern B and a running acceleration pattern D.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control system for a linear synchronous motor vehicle, and particularly to improvements in speed control thereof.

In a control device for a linear synchronous motor vehicle, as shown in FIG.
is generated from the speed pattern generator 1, and a frequency pattern corresponding to this speed pattern and the traveling acceleration pattern is generated from the frequency pattern generator 2, and the phase of this frequency pattern and the wheel position detector 6 are obtained. The tracking control unit 3 compares the phase of the position signal with the phase difference to determine the effective value of the current flowing through the ground primary coil 7 according to the phase difference, and further generates a sine wave pattern/signal corresponding to the vehicle speed based on the position signal. A current pattern is generated from the tracking control unit 3, and is multiplied by this sine wave pattern signal and the effective value in a multiplier 4 to obtain a current pattern having a peak value and frequency necessary to follow the speed reference command A. There is a system that amplifies the power in the power converter 5 and energizes the primary coil on the ground, thereby controlling the running speed of the vehicle 80.

However, in such a control device, when performing driving processing such as starting or restarting a vehicle by manual control, there is a problem in how to set the initial value of the traveling speed pattern.
Conventionally, the technology in this respect has not been established, and there has been a drawback that the running speed and acceleration change rapidly during start-up/restart operation, which impairs ride comfort.

SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for a linear synchronous motor vehicle that can smoothly change the running speed and acceleration when moving from a running state to a restart state, and can perform good control of riding comfort. be.

The present invention provides the following advantages when manually performing the start/restart operation process.
In order to prevent the riding comfort of the vehicle from being impaired due to sudden changes in the running speed and acceleration of the vehicle, the actual speed of the vehicle at the time of restarting is given as the initial value of the running speed pattern.
Furthermore, the actual acceleration of the vehicle at the time of restarting is given as the initial value of acceleration when starting up this running speed pattern, and based on these two initial values, the acceleration of the running speed pattern is increased to an allowable acceleration. The acceleration is increased at a constant rate of change.

Hereinafter, the present invention will be described in detail based on illustrated embodiments.

FIG. 2 is a block diagram showing one embodiment of the present invention.

In FIG. 2, the speed base mh and the running speed pattern B are input to a subtracter 11 to obtain a speed difference signal SAM between the speed reference A and the running speed pattern B. The speed difference signals S, II are inputted to the acceleration limiter 12. This acceleration limiter 12 sends out a certain output when the magnitude of the absolute value of the speed difference signal SAB is larger than a predetermined threshold, and when the speed difference signal SAB is smaller than the threshold, the speed difference It is configured to send out an output proportional to the value of the signal SmB. The output C of the acceleration limiter 12 and the running acceleration pattern D are input to a subtracter 13, and an acceleration difference signal E is obtained. This acceleration difference signal E is input to the acceleration change rate limiter 14. This acceleration change rate limiter 14 outputs a constant positive value if the acceleration difference signal E is a positive value, outputs a negative constant value if the acceleration difference signal E is a negative value, and outputs a constant negative value if the acceleration difference signal E is a negative value. is configured to output a zero value if is zero. Acceleration change rate limiter 14
The output F is input to the integrator 15. The output of the integrator 15 becomes the traveling acceleration pattern D. Travel acceleration pattern D
is fed back to the subtractor 13 and input to the integrator 16. The output of the integrator 16 becomes the traveling speed pattern B. The traveling speed pattern B is fed back to the subtracter 11 and is also input to the frequency pattern generator 2. The frequency pattern generator 2 is configured to generate a three-phase rectangular wave having a frequency proportional to the value of the traveling speed pattern B.

The frequency pattern (
The three-phase square wave) G is input to the follow-up control section 3 together with the vehicle position signal H (the vehicle position signal is a three-phase square wave). The follow-up control section 3 detects the phase difference between the frequency pattern G and the position signal H, and performs a compensation calculation on this phase difference to obtain the effective value control output J. Further, the vehicle speed is detected from the vehicle position signal H, and a sine wave pattern K having a frequency proportional to the vehicle speed is determined. The effective value control output J and the sine wave pattern are input to a multiplier 4. Current butter/L, which is the output of the multiplier 4, is input to the power converter 5. The power converter 5 transmits a current having a peak value and frequency corresponding to the peak value and frequency of the current pattern L to the ground.
The next coil 7 is energized to obtain a predetermined thrust to propel the vehicle 8. The position of the vehicle 8 is detected by a position detector 6 , and a position signal H that is an output of the position detector 6 is input to the follow-up control section 3 .

The vehicle 8 runs with its speed controlled so as to match the running speed pattern BK by the series of input/output relationships of the respective signals described above.

When a vehicle that is automatically running is issued a "Go" command DK to put it into a "Go" state, the peak value control output becomes zero and one vehicle 8 goes into a "Go" state. When a restart command R8T is issued to return the vehicle 8 which is in the running state to an automatic driving state, the vehicle 8 is restarted according to the following procedure. That is, the position signal H is input to the speed calculation section 18, from which a speed output M corresponding to the speed of the vehicle is generated. The position signal H is also input to the acceleration calculation section 17, from which an acceleration output N corresponding to the acceleration of the vehicle is generated. Speed output M is gate 19
The acceleration output N is input to the gate 20.

Gate 19 and gate 20 are normally closed, but when strobe signal 8TB is generated from strobe signal generation section 21 by inputting restart command R8T to strobe signal generation section 21, gate 19 and gate 20 are closed. becomes the gate open state. As a result, the speed output M of the vehicle is set as the initial value of the traveling speed pattern B by the integrator 16.
The acceleration output N of the vehicle is also set in the integrator 15 as the initial value of the traveling acceleration pattern D. This makes it possible to start the traveling speed pattern B and the traveling acceleration pattern D based on the vehicle speed and vehicle acceleration at the time of restart.

Further, at the time of restart, the restart command R8T is also input to the frequency pattern generating section 2, and the frequency pattern G is generated in synchronization with the position signal H by inputting this signal.

FIG. 3 is a timing chart showing the operations described above. Note that the symbols used in Figure 3 are
It matches the signal name in the figure.

According to the embodiment described above, the speed and acceleration of the vehicle when transitioning to restart operation can be easily set as initial values using two gates and one strobe signal generation circuit. This allows for smoother speed changes when restarting.

FIG. 4 is a block diagram showing another embodiment of the present invention, in which the same parts as in FIG. 2 are represented by the same signals, and their explanation will be omitted.

In Fig. 4, the differences from the embodiment shown in Fig. 2 are as follows.
The gate control signal 8TB of the gates 19 and 20, the restart commands R and 8T, and the row command DK are sent to the logic circuit 22.
This is the point obtained as the logical output by inputting to .

FIG. 5 is a timing chart showing the state of each signal in the DOWN state and the restart state in this embodiment. The symbols in the figure correspond to the signal names in FIG. The operation will be explained below according to FIG.

When a go command DK is issued to bring the vehicle, which continues to travel at a constant speed, into a go state, a gate control signal 8TB is output and gates 19 and 20 are opened. Therefore, during the period when the vehicle is in the D-line state, the vehicle's speed output M is set as the traveling speed pattern B, and the vehicle's acceleration output N is set as the traveling acceleration pattern D.

When the restart command R8T is issued, the gate control signal output becomes L.
OW gate 19 and gate 20 are closed.

From now on, the traveling speed pattern B has the vehicle speed when the restart command R8T is issued as the initial value, and the traveling acceleration pattern D has the vehicle acceleration when the restart command R8T is issued as the initial value, and each speed is set as the initial value. Patterns B and D will be launched.

According to the embodiment described above, the strobe signal oscillation circuit is not required, and the gate control for setting the initial value can be performed only by the passive logic circuit.

As is clear from the above description, according to the present invention, when restarting a vehicle from a running state, the speed of the vehicle at the time of restarting is given as the initial value of the traveling speed pattern, and the initial value of the traveling acceleration pattern is given as the initial value of the traveling speed pattern. Since the acceleration of the vehicle at the start of restart is given as can be done.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing a control system for a general linear synchronous motor vehicle. Fig. 2 is a block diagram showing one embodiment of the present invention, Fig. 3 is a time chart for explaining the operation of the embodiment of Fig. 2, and Fig. 4 shows another embodiment of the invention. FIG. 5 is a time chart for explaining the operation of the embodiment shown in FIG. 4.

Claims (1)

[Claims] 1. Generate a traveling speed pattern of the vehicle based on a speed reference command, further generate a frequency pattern having a frequency proportional to the traveling speed pattern, and determine the phase of this frequency pattern and the position of the vehicle. Detecting the phase difference with the phase of the signal and performing a predetermined compensation calculation based on this phase difference data,
In a control device for a linear synchronous motor vehicle that controls the speed of the vehicle by adjusting the effective value of the current pattern energized to the primary coil based on this calculated value, the traveling speed pattern described above when transitioning from the running state to the restart state is used. A control device for a linear synchronous motor vehicle, which has a traveling speed pattern generator that gives the actual speed of the vehicle at the time of starting restart as an initial value, and changes the value of the traveling speed pattern from this initial value toward a speed reference command.
. 2. The traveling speed pattern having the actual speed as an initial value is changed at a constant rate of change in acceleration with the actual acceleration of the vehicle at the start of restart as an initial value. Control device for linear synchronous motor vehicle