JPS63262003A - Electric car slipping control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention relates to the control of rolling and sliding of railway vehicles, and in particular, it is necessary to always exert sufficient tractive force and braking force despite fluctuations in the adhesion coefficient. The present invention relates to a slipping and sliding control device suitable for electric railway vehicles for regional transportation.

[Conventional technology]

A railway vehicle obtains its tractive force and braking force from the adhesive force between the wheels and the rails. Therefore, if the driving force or braking force around the wheels exceeds the limit value determined by the adhesive coefficient between the vehicle and the rail, the driving wheels Wheels that are subject to only braking force will experience skidding. Note that this □ slipping and skidding are essentially the same phenomenon, and therefore their prevention is achieved by applying almost the same means. We will explain braking only if it is different from driving.

Figure 3 shows the relationship between the creep speed (the difference between the driving wheel peripheral speed vm and the vehicle speed JIVt) Vs and the adhesive force f between the driving wheels and the rail. When the adhesion force f increases, the creep rate V$ increases accordingly, but the adhesion force f reaches the maximum value tmax
It can be seen that as the driving force reaches , and the driving force is further increased, the creep speed vs increases more and more, and moves to a region where the adhesive force f decreases as the creep speed increases. Therefore, assuming that the creep speed at which the adhesive force f reaches the maximum value fmaX is vsO, the difference between these (Vs-vsO) is referred to as the idling speed during driving and the sliding speed during braking. It is well known that the characteristics representing the relationship between the creep speed va and the adhesive force f vary depending on the condition of the rail and WJ wheel tread, the vehicle speed, etc.
It is also well known that the adhesive force f is significantly reduced by oils and fats.

Therefore, even if the tread condition changes, the adhesion is always made again while the slipping or sliding speed is as low as possible (reducing the slipping speed or sliding speed to zero), so that the adhesion force reaches its maximum value f ma
By limiting the driving force or braking force to a value as close to x as possible, the adhesion force can always be used most effectively as traction force or braking force.

However, 1. In order to control in this way, it is necessary to measure the creep speed with high precision, quickly detect slipping or skidding, and limit the amount of decrease in driving force and braking force to the minimum necessary value. is required.

By the way, various systems have been proposed for control devices for idling or skidding in railway vehicles.For example, in the latest chopper type electric vehicles, the induced voltage of the DC motor is controlled by the rotation of the motor. Utilizing the fact that the number is almost proportional to the number of motors or motors connected in series,
Generally, a method is adopted in which a bridge circuit is configured for the device, and slipping or skidding is detected based on the value of the unbalanced voltage generated there, and readhesion control is performed.

On the other hand, a method has also been put into practical use in which a speed sensor is attached to the shaft end of the main electric motor for each drive wheel to detect slipping or skidding with high sensitivity. In other words, as for part (2), the maximum speed signal and the minimum speed signal are extracted from the speed of each drive wheel, and the maximum speed signal is used when braking, and the minimum speed signal is used as the vehicle speed in other cases, and compared with the speed of each drive wheel. However, there are those that generate a signal to limit the driving force or braking force based on the difference that occurs (for example, 1985-104092), and those that generate a signal that limits the driving force or braking force based on the difference generated therein, and those that generate a signal that limits the driving force or braking force (for example, No. 53-104092). A method is known in which the speed of a slave shaft is detected from a vehicle (vehicle) and the speed of each drive wheel is compared with the speed of the slave shaft.

[Problem that the invention seeks to solve]

Among the above-mentioned conventional technologies, first, in the slipping/sliding control device (2), when the motor current is reduced by readhesion control, the induced voltage also decreases, resulting in a decrease in the detection sensitivity of slipping or skidding, and the driving force is increased. It has the disadvantage that it is difficult to re-adhese after increasing the width and decreasing the width.

Another problem is that if a plurality of motors being compared simultaneously slip or skid, no undirected voltage is generated and slip or skid cannot be detected.

Next, in the case of (■) above, if all axes are idling or skidding, detection becomes impossible, so it is necessary to correct the vehicle speed using a special electronic solenoid, which makes the configuration complicated. Score points.

Furthermore, in the case of (■) above, there is a risk that relatively large fluctuations in wheel speed may occur due to play in the coupler, etc. Therefore, the ninth point is to eliminate the influence of these unnecessary fluctuations. It is necessary to set a high threshold for determining whether the wheel is spinning or skidding, and this is g! Problems such as falling or i-running detection sensitivity decreased were common.

An object of the present invention is to solve the above-mentioned conventional problems and provide an economical and highly reliable electric vehicle slipping control that can utilize adhesion force as effectively as possible as traction force or braking force. The goal is to provide equipment.

[Means for solving problems]

The above purpose is to detect slipping and skidding within each vehicle in an electric vehicle consisting of multiple connected vehicles, and to detect slipping and skidding based on the detection results of the rotational speed of the wheels of each vehicle. This is achieved by controlling the slippage based on these constant results.

That is, to explain this in more detail in accordance with the embodiment (described later), the above purpose is, for example, to determine the maximum speed of connected mantissa vehicles from speed signals detected from all driving wheel devices in each vehicle. signal or compensation speed signal, selects the minimum speed signal when driving and the maximum speed signal in other cases to create a reference speed signal for each vehicle, and also compares the reference speed signal in the same vehicle with each vehicle. nine criteria selected in another vehicle connected to the first slip-slide control device that compares the speed signal of the driving wheels and converts the difference therebetween into a signal that limits the driving force or braking force of the driving wheels; a second slipping and sliding control device that compares the speed signal with the speed signal of each of the driving wheels and converts the resulting difference into a signal that limits the mail17 force or braking force of the driving wheel; This is achieved by controlling the driving force or excitation force of the driving wheel shaft using the maximum value of the output signal of the device.

[For production]

The method according to the invention requires relatively low crushing forces.
In terms of eL, it is important to note that in most cases the vehicles in the mantissa travel in a connected manner, and that it is rare for all the driving wheels in one vehicle to spin or skid at the same time, and in addition, two or more connected N They note that there is almost no chance that all of the wheels on both wheels will spin or slide at the same time.

In other words, if one or several axles are slipping or skidding, which occurs frequently, the reference axle speed signal in the same vehicle is compared with the speed signal of each driving wheel to detect slippage or agitation control. The first idling/sliding control device that generates this is activated, and the driving force or braking force of the driving wheel shaft can be controlled to an optimum value based on the output signal thereof. In addition, in this first slipping and skidding control device, since the speed signals detected from the driving wheels in the same managed vehicle are compared, the threshold value for detecting the above-mentioned slipping or skidding is not used. It is now possible to set a sufficiently small value and detect this before the speed of slipping or sliding increases.

Re-adhesion can be achieved by limiting the driving force or 1 tilJ power to the minimum necessary value.

On the other hand, if all the driving wheels in the vehicle are idling or skidding, the second reference shaft speed signal selected in the vehicle and another vehicle connected to each other and the speed signal of each driving wheel of the vehicle are Comparatively, idling or m running groaning signal is all generated 2
The slipping/sliding control device operates and controls the driving force or braking force to the optimum value, thereby making it possible to prevent any slipping or sliding.

〔Example〕

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The slip-sliding control device for an electric vehicle according to the present invention will be described in detail below with reference to illustrated embodiments.

FIG. 1 shows an embodiment of the present invention, in which two drive vehicles 1 and 2 are equipped with four sets of drive wheels driven by electric motors.
The present fjA is applied to an electric vehicle connected by a coupler 3, and four sets of driving wheels [41a, 41a,
41b, 41c, 41d and 42a, 42b.

42c and 42d have speed detectors 51a and 5, respectively.
1b, 51c.

51 d and 52a, 52b, 52c, 52d
Wheel diameter i correction device 61a, 61b, 61c, 61
d, and 62a, 62b, 62c, and 62d are coupled, which allows the controlled and friend wheel speeds of all axes to be detected. Note that the speed detector 51a,
51b, 51c, 51d and 52a, 52
b, 52c.

52d is installed on the motor shaft, gear device, drive wheel shaft end, etc.
Although it is composed of a Hals type speed detector, it may also be a DC type speed generator, and it is suitable for electric cars using DC motors.
It is also possible to use C by detecting the spinning pressure of each electric motor. In addition, wheel diameter extraction devices t61a, 61b,
61c, 61d and 62a, 62b, 62c,
52d may be of a type in which a constant is set according to the diameter of each wheel measured in advance. (not shown) It is desirable to be configured so that all constants are automatically corrected. moreover.

The method for detecting the induced voltage of a DC motor preferably includes a correction device f (not shown) that takes into account factors such as motor current that affect the relationship between the shaft speed and the induced voltage.

The controlled speed signals of all drive wheels are passed to a maximum value selector 58 and a minimum value selector 7 and 9 for each vehicle. In addition, in the example 14 fil of this FIG. 1, the driving vehicle 1
The maximum value selector of the driving vehicle 201 is not shown because only the driving mode of the slip-sliding control device installed in the vehicle is shown.

The maximum driving wheel speed signal is stored in the output of the maximum value selector 8,
During driving, the signal VM indicates the maximum creep speed within the vehicle, but during braking, the signal VM serves as a reference speed signal indicating the minimum creep strayness. A number appears in the output of the minimum value selectors 7 and 9 for the minimum driving wheel speed 1, which becomes a reference speed signal indicating the minimum creep speed during driving, and the idling m run 1i1J of the driving vehicle 1.
11, the output of the minimum value selector 7 becomes the first reference speed signal Vtl, and the output of the minimum value selector 9 becomes the second reference speed signal Vt2. Furthermore, the outputs of the minimum value selectors 7 and 9 become signals indicating the maximum creep speed within the valley vehicle during braking. A maximum driving wheel speed signal and a minimum driving wheel speed signal are input to the input terminals of the first slipping and sliding control device [10] and the second slipping and sliding control device 110 in relation to whether or not a braking command (not shown) is generated. asked in return. This is because the speed signal indicating the minimum creep speed is closest to the vehicle speed, and is the maximum driving wheel speed signal during braking and the minimum driving wheel speed signal during MJAy;tb.

The first slip sliding control device 10 receives the output VM of the maximum value selector 8 and the output of the minimum value selector 7, that is, the first reference speed signal v11, and compares these two signals.
A first control signal Icl for controlling the driving force by 1ttlj is output in accordance with the deviation generated therein. 9. The second slip skiing control device 11 uses the output vM of the maximum value selector 8 and the output of the minimum value selector 9, that is, the second reference speed signal V.
t2 is input and compared, and a second control signal Ic2 for limiting the driving force is output according to the deviation generated therein.

For this reason, first, the first idle sliding control device @io K.

The input maximum driving wheel speed signal VM and the first reference speed signal Vtl are input to a subtracter 12, which outputs the deviation between the driving wheel speed and the vehicle speed, that is, the creep speed FfLVal, and is guided to a comparator 14. Comparator 14 sets threshold value i31
3, set the threshold value V for fC, Val in advance.
s 1m1n and the creep speed fjl Vs 1 are compared, and when val≧Vs 1 min, an output is generated, which is led to the arithmetic unit 15, where it is converted into a signal that limits the driving force, and is output. The arithmetic unit 15 calculates Vsl or (Vsl-vslmin
) is multiplied by a gain to output the original signal, but instead of this, a signal related to the elapsed time from the time when vS1≧Vs 1 min may be output.

The output of the maximum value selector 8 (maximum driving wheel speed signal VM) is also input to the differentiator 16, which outputs the time differential value DVM of the driving wheel speed. Set fcL)vI! Threshold value DVMm for
When L)vM≧DvM min, the signal related to υVM from the y1 calculator 19 or L)
An original signal related to the elapsed time from the time when VM≧DVmm+n is output, and is inputted to the minimum value selector together with the output of the arithmetic unit 15 described above, and the higher value is selected and sent to the first control. Outputs signal ICI.

Here, the first slipping and sliding control device [10 outputs a control signal in relation to the value of the creep speed vs1, and also outputs a control signal in relation to the value of the differential value L)VM of the driving wheel speed. The reason for this is that depending on the condition between the vJ axle and the rail, there are cases where the idling speed increases rapidly and cases where it increases relatively slowly.As a result, in the former case, the differential value of the driving wheel speed DVii is large, and the driving force can be quickly controlled using the related control signal to limit the idling speed to a minute value. Further, when the idling speed increases slowly, it can be optimally controlled by a control signal related to the creep speed Vsl.

On the other hand, in the second slipping/sliding control device 11, the output Vm of the driven object maximum value selector 8 and the output of the negligible value selector 9, that is, the second reference speed signal V obtained from another vehicle are connected.
t2 is inputted and guided to the subtracter 21, which outputs the difference output, that is, the creep speed VsZ. The value of V, 2 is input to the comparison Masuda, and the threshold value Vs is set for the creep speed Vs2 preset by threshold setting 6 O.
compared with the value of 2rnin, VS2≧'i'52m1n
At this time, a signal is outputted and inputted to the calculation unit 6, and a control signal ICZ related to the creep speed Vs2 is outputted. Arithmetic unit U, like the above-mentioned arithmetic unit 15, performs Vs2 or (Vs
2- Vi2 min) or Vs2
A signal related to the elapsed time from the time when ≧Vs2mIn is reached is output.

The output signal ICI of the first slipping and sliding control device 10 and the output signal IC2 of the second slipping and sliding control device 11 are input to the maximum value tracer δ, which outputs a higher value Ic'(r), This control number Ie is the driving wheel device! 41a, 41b, 41c,
The driving force or braking force of the 1M machine (not shown) connected to Ueda 41d is guided by the control device (shown in the figure), and the driving force or braking force (]l- is limited to slip or skid. Welcome and have tanyu.

Here, threshold setter 14.17. D is vibration at a driving wheel speed of 1g that is unrelated to slipping or sliding (for example, vibration of the train shaft or bogie when passing a rail joint, etc., and vibration of each equipment d)
This was provided to prevent manufacturing errors due to differences in the characteristics of the vehicle, fluctuations in speed signals caused by vibrations of the vehicle body due to play in the coupler 3, etc.). The setting value Vsl of the threshold value setter 14.17
Since rnin and DVmmin are configured using speed signals selected based on all the driving wheel speed signals in the managed vehicle, dynamic lti! It is possible to set the threshold to a sufficiently high rate necessary to suppress small fluctuations in speed, and also to prevent single-axis spin (or skidding) or two- or three-axis spin (or skid) that occur frequently. Therefore, according to this embodiment, the speed of idling or running can be kept to a small value, and the power of 1JA or 71 can be controlled to the minimum necessary value. It has the effect of making you sleepy and re-soothing, which is similar to that of a monkey.

Also, this coming 211i! Depending on the case, even if all the animals are idling or skidding, the second idling/sliding control device 11, which is selected from other connected vehicles and controlled based on the second reference speed signal, is effective. Because it operates according to
It is possible to provide an electric car that is economical and highly tax-friendly, which can quickly prevent all slippage without slipping, and can still run the electric car using driving force or braking force. Further, the slip-sliding control device of the present invention is applied to electric vehicles without a driving source, that is, without driven wheels, and in such cases, a special device for measuring vehicle speed (such as a Doppler laser or a vehicle speed control device) is used. This has advantages such as not requiring an acceleration measuring device (accelerometer).

In addition, in one embodiment of FIG. 1, all k in the same vehicle
The configuration shown is for controlling the JJ train using a single drive device or brake device. By providing the same number of slipping and sliding control devices as the driving device or the braking device, and controlling the slipping and sliding by comparing each dynamic speed signal with the above-mentioned first and second reference speeds 1g, Let's achieve the purpose of non-invention more effectively.

FIG. 2 is a block diagram showing another embodiment of the present invention, and the same parts as those in FIG.

This example of the second cause shows a configuration that occurs when an electric vehicle is driven, in which a driving vehicle 1 having four sets of driving wheel devices i and a visiting vehicle 102 having no #AA driving source are connected by a coupler 3. The difference from FIG. 1 is that the second idle sliding control device 11
The second reference speed signal Vt2 input to the accompanying vehicle 1 (J
The point is that the speed signal is detected from one of the two wheels and is derived from the nine speed signals. That is, accompanying vehicle 1020 vehicle-102a
, 102b, 102c, or 102d.The output of the speed detector installed on either of them is a car-home correction device! Guided by c27, the formal dress of the driver's axle's train trunk [61
a, 61b, 61c, bict and lnJ L/
Shaken by Hell's binary signal, the second standard series 1ro No. V
t2 is input to the second control device 11, which outputs a rounded control signal IC2 that limits the driving force or braking force in mlJ according to the deviation from the dynamic import angle Via.

Attachable accompanying vehicle 1020 Vehicle transport axis 10
A braking device is normally installed on the 2d, but the braking force on the relevant axle is generally weaker than that on the other wheels.
Since the structure is designed to prevent skidding, the value almost matches the vehicle speed. However, the accompanying vehicle 102 does not have a driving source, the braking device may have a configuration quite different from that of the driving vehicle 1, and the coupler 3 has play or relatively weak spring rigidity. Accompanying car 10
Between the second reference speed signal Vt2 detected from vehicle No. 2 and the speed signals detected from each driving wheel device of the driving vehicle, a speed signal change occurs which is relatively large and does not need to be taken into account. Sometimes. It is necessary to set the value of the output Vs2min of the threshold detector 4 relatively large in order to prevent this hole slipping and skidding control device from malfunctioning, but in the present invention, all axes slipping or skidding (driving vehicle 1 The configuration is such that only when all the driving wheels of the motor turn or skid at the same time does this occur, and outputs a braking signal Ic2 that limits the driving force or braking force for re-stacking.

Therefore, the idling (or sliding) of only one axis and the simultaneous idling (or sliding) of up to three axes, which occur frequently, can be avoided by setting the threshold values Vs1mIn and υvMmin extremely small. It can be controlled with a nitride sliding control device, and the speed of slipping or sliding can be kept to a very small level! 1
iI3 Yuzu has the excellent effect of being able to utilize the viscous force between the rails as effectively as possible for traction or braking force.

〔Effect of the invention〕

As described in detail above, according to the present invention, the ml and the second slipping/gliding i1+lJ 01 devices are individually set on the threshold value for detecting slipping or skidding, and the optimal rate is set according to the situation of slipping or skidding. By creating both traction and braking forces, we limited the total driving force or braking force to the minimum necessary value and quickly re-adhered it, so the traction force or braking force between the driving wheels and rails can be combined as effectively as possible. It can be used to improve adhesive performance. That is, in the case of a locomotive, it is possible to increase the amount of cargo to be towed, and in the case of a locomotive, it is possible to reduce the number of motive vehicles in one wheel configuration, and to provide a highly economical electric vehicle in which acceleration and deceleration can be increased.

Furthermore, since the speed of slipping or skidding is suppressed to a minute value, wear on the driving wheels and rails is reduced, and the ride quality can be improved when slipping or skidding occurs, further improving reliability. , noise can also be reduced.

[Brief explanation of drawings]

Fig. 1 is a block diagram showing one embodiment of the electric car slipping control device according to the present invention, Fig. 2 is a block diagram showing another embodiment of the invention, and Fig. 3 is a block diagram showing creep between wheels and rails. This is a characteristic diagram showing the relationship between speed and force. 1.2... Drive vehicle, 102... Accompanied vehicle, 3... Coupler, 7.9... Minimum value selector, 8.25. ...Mosquito large value selector, 10.
...First idle sliding control device, 11...
- Second idle sliding control device, 13.17. ρ...
... Threshold setting device, 41a to 41d, 42a to 42d
・・・・・・Driving wheel device. Figure 1 Figure 2 Figure 3

Claims (1)

[Scope of Claims] 1. In a slipping/sliding control device for an electric vehicle consisting of a plurality of connected vehicles, a first system for detecting slipping/sliding based on the rotational speed detection result of each wheel axle in each vehicle. A slip and skid detection means is provided, and a second slip and skid detection means that detects a skid and skid based on the rotational speed detection result of the wheel axle between a plurality of vehicles, and the first and second slip and skid detection means are A slip/slide control device for an electric vehicle, characterized in that it is configured to perform slip/slide control based on a detection result. 2. Claim 1 provides that the slipping/sliding control is performed based on a detection result indicating the maximum value of the detection results by the first and second slipping/sliding detecting means. Features a slip-sliding control device for electric cars. 3. Claim 1 is characterized in that the detection threshold value of the first slip/skid detection means is set to a smaller value than the detection threshold value of the second slip/slip detection means. An electric car slipping control device. 4. In claim 1, at least one of the plurality of vehicles is a companion vehicle, and the wheel axle whose rotational speed is to be detected has at least one of driving force and braking force reduced. What is claimed is: 1. A slip-sliding control device for an electric vehicle, characterized in that the device is configured to