CONTROL DEVICE FOR A VARIABLE GAUGE TRAIN

Abstract

Control device (200) for a variable gauge train for a train (100) with variable gauge which has a variable gauge in a gauge-changing section, wherein the device comprises: an inverter (2) for collectively controlling a torque of a plurality of main motors (104a-104d); and a voltage control unit (3) for controlling an output voltage of the inverter, wherein, if at least one of a plurality of axles (103a-103d) to be driven by the plurality of main motors is located within the track gauge change section and at least one of the axles is located outside the track gauge change section, the voltage control unit The reference frequency is treated as a value obtained by converting an average value of rotational frequencies of the axes located outside the track gauge change section into electrical frequencies of the main motors, and the reference frequency and a slip frequency command are added together to provide an output voltage frequency.

Description

Area

[0001] The present invention relates to a control device for a train with variable track width. background

[0002] For a variable-gauge train, the interval or distance between wheels designated for a train car is changed when that train car passes through a gauge changeover device that connects tracks of different gauges. The gauge changeover device supports or carries a train body so that the wheels are not subjected to the train body's weight. Furthermore, the gauge changeover device changes the distance between the wheels by moving the wheels in an axial direction along guide rails while the train body remains supported. Therefore, the wheels slip during the change in the distance between the wheels.

[0003] Patent Literature 1 below discloses a control device that reduces the driving force of wheels when a tractor car passes through a gauge changeover device, thereby smoothly performing a gauge changeover operation. Patent Literature 1 discloses, as a specific measure for reducing the driving force, that the minimum wheel speed of a flat car that does not pass through the gauge changeover device is set as the reference speed for skid / slide control during the gauge changeover operation. As a result, skid of wheels passing through the gauge changeover device is detected, so that the torque of a main motor driving the wheels is reduced. Citation listPatent literature Patent literature 1: JP 2002 - 233 005 A Patent literature 2: JP 2015 - 33 241 A Patent literature 3: JP 2004 - 236 469 A Patent literature 4: JP H03 - 265 487 A Patent literature 5: JP HO8 - 84 405 A SummaryTechnical problem

[0004] If a plan for collectively controlling a plurality of main motors with a single inverter (hereinafter referred to as a "collective control plan") is adopted for a variable-gauge train, if the torque of any one of the main motors is reduced by slip / skid control, the torque of all the main motors to be driven by the same inverter will decrease. In this case, even the driving force of wheels in contact with rails outside the gauge changeover device will decrease, thus reducing the driving force of the entire train. A similar problem arises not only in the case where torque is reduced by slip / skid control, but also in the case where the inverter is stopped.

[0005] The present invention has been made in view of the above, and an object of the present invention is to provide a variable gauge train control apparatus in a variable gauge train employing the collective control method, the apparatus being capable of providing the driving force to wheels in contact with rails while preventing over-rotation of slipping wheels even in the case where some of a plurality of wheels to be subjected to a driving force controlled by a single inverter slip inside a gauge changer and the other wheels are in contact with the rails outside the gauge changer. Solution to the problem

[0006] To solve the above-described problem and achieve the object, a variable gauge train control device for a variable gauge train according to the present invention comprises: an inverter for collectively controlling a torque of a plurality of main motors; and a voltage control unit for controlling an output voltage of the inverter. When at least one of a plurality of axles to be driven by the plurality of main motors is located within the gauge changing section and at least one of the axles is located outside the gauge changing section, the voltage control unit treats, as a reference frequency, a value obtained by converting an average value of rotation frequencies of the axles located outside the gauge changing section into electrical frequencies of the main motors, and sums or sums the rotation frequencies of the axles located outside the gauge changing section.adds the reference frequency and a slip frequency command to provide a frequency of the output voltage. Alternatively, when at least one of a plurality of axles to be driven by the plurality of main motors is located within the gauge conversion section and at least one of the axles is located outside the gauge conversion section, the voltage control unit treats, as the reference frequency, a value obtained by converting a minimum value of rotation frequencies of the plurality of axles into electrical frequencies of the main motors, and adds the reference frequency and a slip frequency command to provide a frequency of the output voltage. Advantageous effects of the invention

[0007] The present invention achieves the effect of providing the driving force to the wheels in contact with the rails while preventing over-rotation of the spinning wheels when the variable gauge train passes through the gauge changeover device. Short description of the drawings Fig. 1 is a diagram illustrating a configuration of a variable gauge train according to a first embodiment. Fig. 2 is a block diagram illustrating a configuration of a control device according to the first embodiment. Fig. 3 is a flowchart for describing an operation of a main part in the control device of the first embodiment. Fig. 4 is a flowchart for describing an operation of a main part in a control device of a second embodiment. Fig. 5 is a block diagram illustrating a configuration of a control device according to a third embodiment. Fig. 6 is a flowchart for describing an operation of a main part in the control device of the third embodiment. Fig. 7 is a block diagram illustrating a configuration of a control device according to a fourth embodiment. Fig. 8 is a block diagram illustrating a configuration of a current command calculation unit in the control device of the fourth embodiment. Fig. 9 is a block diagram illustrating a configuration of a control device according to a fifth embodiment. Fig. 10 is a flowchart for describing an operation of a main part in the control device of the fifth embodiment. Fig. 11 is a timing chart for describing an operation of the axles according to the fifth embodiment to be performed when the variable gauge train comes out of the gauge changeover section. Fig. 12 is a timing chart for describing an operation of the axles according to the fifth embodiment to be performed when the variable gauge train comes out of the gauge changeover section. Fig. 13 is a block diagram illustrating an example of a hardware configuration in the case where functions related to voltage control units of the first to fifth embodiments are implemented by software. Fig. 14 is a block diagram illustrating another example of the hardware configuration concerning the voltage control units of the first to fifth embodiments. Description of the embodiments

[0008] Control devices for variable gauge trains according to embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the present invention is not limited to the following embodiments. First embodiment.

[0009] Fig. 1 is a diagram illustrating a configuration of a variable gauge train according to a first embodiment. As shown in Fig. 1, a variable gauge train 100 according to the first embodiment is an electric rail vehicle that runs directly through tracks 101a and 101b that differ in gauge. As shown in Fig. 1, the variable gauge train 100 includes four pairs of wheels 102a to 102d, four axles 103a to 103d, four main motors 104a to 104d, and a control device 200. Each of the pairs of wheels 102a to 102d is arranged in such a manner that the wheels face each other in the width direction of a train body. Each of the axles 103a to 103d represents a rotation center of a corresponding one of the pairs of wheels 102a to 102d. The main motors 104a to 104d are provided in connection with the corresponding four axles 103a to 103d. The control device 200 serves to control the torque of the main motors 104a to 104d. Here, the torque of the four

[0010] Main motors 104a to 104d to a torque output by each of the main motors 104a to 104d. It should be appreciated that the variable gauge train 100 could be a train of a plurality of connected cars, with some of the main motors 104a to 104d installed in a car different from cars having the other main motors installed therein.

[0011] Furthermore, the variable gauge train 100 includes a mechanism (not illustrated) for changing the distance between each of the pairs of wheels 102a to 102d in an axle direction while the variable gauge train 100 passes through a gauge changeover device 106, as shown in Fig. 1 illustrates.

[0012] The gauge changeover device 106 is provided between a normal running section of the track 101a and a normal running section of the track 101b. Hereinafter, a section including the gauge changeover device 106 is referred to as a gauge changeover section. The gauge changeover device 106 includes body supports 107 and guide rails 108. As the train body passes through the gauge changeover section, the train body is supported from below by the body supports 107. The guide rails 108 guide the wheels 102a to 102d passing through the gauge changeover section.

[0013] The body supports 107 support the train body from below, so that the wheels 102a to 102d passing through the gauge changeover section are not subjected to the weight of the train body. As a result, each pair of wheels 102a to 102d passing through the gauge changeover section comes out of contact with the rails of the tracks 101a and 101b and hangs in the air. The body supports 107 each have a length in the direction of the length of the variable gauge train 100, and the length of the body support 107 is sufficiently large to allow the four pairs of wheels 102a to 102d to hang in the air.

[0014] The guide rails 108, which abut the wheels 102a to 102d passing through the gauge changeover section, move the wheels 102a to 102d in the axial direction. The wheels 102a to 102d passing through the gauge changeover section move along the guide rails 108 as the variable gauge train 100 moves forward. As a result, the wheels 102a to 102d passing through the gauge changeover section move in the axial direction. Therefore, when the variable gauge train 100 passes through the gauge changeover device 106, the distance between each pair of wheels 102a to 102d in the axial direction increases or decreases in accordance with the traveling direction of the variable gauge train 100.

[0015] In particular, it is assumed that the variable gauge train 100 is moving forward in the direction of travel indicated by an arrow in Fig. 1, and enters the gauge changeover device 106 from the normal running section of the track 101a. Then, the variable gauge train 100 is supported by the body supports 107, and as a result, the wheels 102a and 102b passing through the gauge changeover section are not subjected to the weight of the train body. In this case, the wheels 102a and 102b abut against the guide rails 108, so that the distance between each of the pairs of wheels 102a and 102b in the axial direction gradually decreases as the variable gauge train 100 advances. Similarly, the distance between each of the pairs of wheels 102c and 102d in the axial direction gradually decreases as the variable gauge train 100 advances. The variable gauge train 100 moves in the direction indicated by the arrow in Fig. 1, thereby reducing the distance between each of the pairs of wheels 102a to 102d in the axial direction. In contrast to the above, when the variable gauge train 100 is traveling in a direction opposite to the arrow in Fig. 1, the distance between each of the pairs of wheels 102a to 102d in the axial direction increases.

[0016] A control device 200 according to the present embodiment is a control device to be installed in a variable gauge train 100. As shown in Fig. 2, the control device 200 employs a collective control scheme: a single inverter 2 controls the drive of a plurality of main motors 104a to 104d. Note that in the control device 200 employing the collective control scheme, the number of main motors 104a to 104d to be controlled for drive by the single inverter 2 is not limited, as long as the number is greater than or equal to two.

[0017] As in Fig. 2, the control device (hereinafter, simply referred to as "control device") 200 to be installed in the variable gauge train 100 includes a DC power source 1, the inverter 2, and a voltage control unit 3. The inverter 2 collectively controls the torque of the four main motors 104a to 104d.

[0018] The voltage control unit 3 controls the output voltage of the inverter 2. The voltage control unit 3 further includes a torque command calculation unit 30, a current command calculation unit 31, a slip frequency calculation unit 32, a voltage command calculation unit 33, a current feedback control unit 34, a current processing unit 35, a reference frequency calculation unit 36, and a phase calculation unit 37. Input to the control device 200 is position information from a position detection unit 109, detection information from a current sensor 118 provided for detecting the total value of currents flowing through the four main motors 104a to 104d, and an operation command from a driver platform (not illustrated).Furthermore, the following description provides an example of a vector control for decomposing detected three-phase current values ​​in a stationary coordinate system into currents in an orthogonal two-axis rotational coordinate system for controlling these currents when controlling the torque of the main motors 104a to 104d. Specifically, the vector control given below by way of example decomposes a U-phase current i. u , a V-phase current i v and a W-phase current i w into a d-axis current i d and a q-axis current i q and controls the d- and q-axis currents when controlling the torque of the main motors 104a to 104d. The d-axis current i d represents a current value of a magnetic flux axis component of a dq-axis coordinate system, and the q-axis current i qrepresents a current of a torque axis component of the dq-axis coordinate system. Meanwhile, it goes without saying that the present invention can be applied to control other than vector control.

[0019] A torque command calculation unit 30 calculates a torque command τ* based on notch information included in an operation command. The torque command τ* represents a command value of a torque that should be generated for each of the main motors 104a to 104d. A current command calculation unit 31 calculates, based on the torque command τ*, a d-axis current command i. d * and a q-axis current command i q * to be sent to the main motors 104a to 104d. Note that the d-axis current command i d * and the q-axis current command i q* calculated by the current command calculation unit 31 could be current commands to be sent to a single main motor or could be current commands to be sent to the four main motors.

[0020] The slip frequency calculation unit 32 calculates a slip frequency command f s based on the d-axis current command i d * and the q-axis current command i q * from the current command calculation unit 31. The slip frequency command f s represents a slip frequency that should be given to the main motors 104a to 104d. The voltage command calculation unit 33 calculates a d-axis voltage command v d0 and a q-axis voltage command v q0 . The d-axis voltage command v d0 based on the d-axis current command i d * and the q-axis current command i q *. The q-axis voltage command v q0 based on the d-axis current command id * and the q-axis current command i q *. The current processing unit 35 calculates the d-axis current i d and the q-axis current i q based on a control phase angle θ i and the U-phase current i u , the V-phase current i v and the W-phase current i w . The control phase angle θ i is calculated by the phase calculation unit 37, which will be described below. The U-phase current i u , the V-phase current i v and the W-phase current i w are detected by the current sensor 118.

[0021] The current feedback control unit 34 calculates a d-axis correction quantity Δv d0 and a q-axis correction quantity Δv q0 based on the d-axis current command i d * and the q-axis current command i q * from the current command calculation unit 31 and the d-axis current i d and the q-axis current i qfrom the current processing unit 35. The d-axis correction value Δv d0 and the q-axis correction quantity Δv q0 , which are intended for current feedback control, represent a correction quantity for the d-axis voltage command and a correction quantity for the q-axis voltage command, respectively. The d-axis voltage command v d0 , which is calculated by the voltage command calculation unit 33, and the d-axis correction amount Δv d0 output by the current feedback control unit 34 are added to obtain a corrected d-axis voltage command v d * to be provided to inverter 2. Furthermore, the q-axis voltage command v q0 , which is calculated by the voltage command calculation unit 33, and the q-axis correction amount Δv q0 , which is output by the current feedback control unit 34, is added to obtain a corrected q-axis voltage command v q* to be provided to inverter 2.

[0022] The position detection unit 109 calculates position information for the four axes 103a to 103d based on an output from a device or sensor that outputs position information. The position detection unit 109 outputs the calculation result to the reference frequency calculation unit 36. Note that the device or sensor that outputs position information is, for example, a ground element for an automatic train stop (ATS) or a global positioning system (GPS) receiver.

[0023] As in Fig. 2, rotation sensors 50a to 50d are provided for the corresponding axes 103a to 103d. Each of the rotation sensors 50a to 50d measures a rotation frequency of the corresponding one of the axes 103a to 103d and outputs the measured rotation frequency to the reference frequency calculation unit 36. It should be noted that, in the present embodiment, pieces of information about the rotation frequencies measured by the rotation sensors 50a to 50d are referred to as rotation frequencies f m1 to f m4, each of which represents a rotation frequency of the corresponding one of the main motors 104a to 104d. Of course, it is possible to perform a conversion from the rotation frequency of the main motor to the rotation frequency of the axle, or vice versa, based on a gear ratio. Furthermore, the main motor has two different types of rotation frequencies, one of which is a mechanical frequency representing the mechanical rotation speed of a rotor. The other type of rotation frequency is an electrical frequency obtained by converting the mechanical frequency to the frequency of the electrical quantity (electrical angle) of a stator circuit. These frequencies can be easily converted based on the number of pole pairs of the main motor.Therefore, in the following description, the mechanical angular frequencies and the electrical angular frequencies of a wheel, an axle, and a main motor connected to the axle are each considered to be variable by using a constant and are not strictly distinguished from each other.

[0024] A reference frequency calculation unit 36 ​​calculates a reference frequency f n based on position information from a position detecting unit 109 and information about the rotation frequencies from rotation sensors 50a to 50d. It should be noted that below is a way of calculating the reference frequency f n The reference frequency f n , which is calculated by the reference frequency calculation unit 36, and a slip frequency command f s , which is calculated by a slip frequency calculation unit 32, are added and determined as the inverter frequency f ito a phase calculation unit 37. The inverter frequency f i is the frequency of the output voltage of inverter 2.

[0025] The phase calculation unit 37 calculates a control phase angle θ i based on the inverter frequency f i . The control phase angle θ i is a phase angle that is referred to when performing a coordinate transformation from a stationary coordinate system to a rotational coordinate system, or vice versa. The control phase angle θ i can be achieved by integrating the inverter frequency f i be obtained.

[0026] Next, an operation of a main part of the control device 200 according to the first embodiment will be described with reference to FIG. Fig. 1 to 3 are described as appropriate. Fig. 3 illustrates a flowchart for describing an operation of a main part in the control device 200 of the first embodiment.

[0027] The control device 200 performs calculation processing which is Fig. 3, in particular, a calculation processing of the reference frequency in a gauge changeover section. As shown in Fig. 2, the reference frequency calculation unit 36 ​​receives the position information from the position detection unit 109.

[0028] In Fig. 3, when one or more of four axles 103a to 103d are located within the gauge changeover section (step S101, Yes), the reference frequency calculation unit 36 ​​treats as the reference frequency f n, a value obtained by converting the average or mean value of rotation frequencies of axles located outside the gauge changeover section into the electrical angular frequencies of main motors (step S102), which in turn performs the process of the flowchart of the Fig. 3 is completed. If all four axles 103a to 103d are outside the gauge changeover section (step S101, No), the reference frequency calculation unit 36 ​​treats as the reference frequency f n , meanwhile, a value obtained by converting the average value of rotation frequencies of the four axes 103a to 103d into the electrical angular frequencies of the main motors (step S103), which in turn executes the process of the flowchart of the Fig. 3 completed or finished.

[0029] Next, the meaning of performing the processing described above, which is described in Fig. 3. When wheels slip within the gauge changeover section, it is necessary to prevent the wheels from over-spinning. For example, in a train car system that employs a control plan that allows independent driving of a left wheel and a right wheel or individual control for each axle (hereinafter referred to as an "individual control plan"), the driving force of wheels that have entered the gauge changeover section needs to be gradually reduced. Specifically, such a plan is to reduce the torque of a main motor through slip / slide control or to place an inverter that drives the wheels in a gate-off state, as described in Patent Literature 1.For a train car system employing a collective control plan, if an inverter is controlled in such a way that torque is reduced, the torque of all main motors collectively controlled by the inverter will be reduced. As a result, over-spinning of wheels within the gauge changeover section may be prevented, but unfortunately, the driving force of wheels in contact with rails outside the gauge changeover section will also be reduced, resulting in a reduction in the driving force of the entire train.

[0030] In the first embodiment, no control for reducing the torque of a main motor is performed in the case where some of a plurality of axles to be subjected to a driving force controlled by a single inverter are slipping within the gauge changeover section and other axles are in contact with rails outside the gauge changeover section, as described above. At this time, if the reference frequency calculation unit 36 ​​defines the average value of rotation frequencies of the four main motors 104a to 104d as a reference frequency, the reference frequency is lower than the rotation frequencies of the slipping axles and higher than the rotation frequencies of the axles in contact with the rails. The slip frequency command is added to this reference frequency to thereby determine the frequency of an output voltage of the inverter.This creates a difference between a slip frequency actually generated in the main motor and the slip frequency command.

[0031] In the first embodiment, when one or more axles are located within the gauge conversion section, the average value of the rotation frequencies of the axles located outside the gauge conversion section is converted into the electrical angular frequencies of the main motors, and the value obtained as a result of the conversion is treated as the reference frequency. In this way, the reference frequency is calculated based on the rotation frequencies of the axles in contact with the rails outside the gauge conversion section, so that the slip frequencies actually generated in the main motors connected to the axles in contact with the rails are controlled according to the command value. Meanwhile, the main motors connected to the axles slipping within the gauge conversion section rotate at a frequency higher by the amount of the slip frequency command.

[0032] It should be noted that the method for calculating the average value of the rotation frequencies of the axles located outside the gauge changeover section is not particularly limited. For example, if only axle 103a is located within the gauge changeover section, the rotation frequencies of axles 103b to 103d simply need to be added together and divided by 3. Alternatively, the rotation frequencies of axles 103a to 103d are added together with the rotation frequency of axle 103a substituted for any of the rotation frequencies of axles 103b to 103d and divided by 4.

[0033] Furthermore, while the gauge changeover operation described above is being performed, the conventional slip / skid control becomes ineffective. Slip / skid control refers to a control for reducing the torque of a main motor in an attempt to regain wheel adhesion when wheel slip is detected. There are various forms of slip / skid control. Typical slip / skid control compares a representative speed (train speed or the like) with the rotational speed of each pair of wheels and detects wheel slip when the difference between the speeds increases or based on a sudden change in the acceleration of each pair of wheels.

[0034] Thus, according to the control device of the first embodiment, it is possible to continuously output the driving force of non-spinning wheels while preventing over-spinning of the spinning wheels. As a result, it is possible to prevent a reduction in the driving force of the entire train. Second embodiment.

[0035] For the control described in the first embodiment, axes located outside the gauge conversion section are selected based on the position information for each of the four axes 103a to 103d, and the average value of the rotation frequencies thereof is converted into the electrical angular frequencies of the main motors, and the resulting value is treated as the reference frequency. Unfortunately, some types of position information may make it difficult to identify the individual pieces of position information for the four axes 103a to 103d.

[0036] In some cases, for example, only the position information for the frontmost axle 103a of the train in one traveling direction is received by the control device 200. In this case, the travel distance of the train is calculated, for example, by integrating the train speed, and the individual positions of the remaining three axles 103b to 103d are estimated based on previously prepared information indicating the positional relationship between the axles of the train. Train speed information obtained by the control device 200 may have a low resolution and a long update cycle, so that the estimation results of the individual positions of the four axles 103a to 103d may contain an error.

[0037] In view of this, the control device 200 according to the second embodiment performs calculation processing shown in Fig. 4, particularly a calculation processing of a reference frequency in the gauge changeover section. As shown in Fig. 2, the reference frequency calculation unit 36 ​​receives the position information from the position detection unit 109.

[0038] In Fig. 4, when one or more of the four axles 103a to 103d are located within the gauge changeover section (step S201, Yes), the reference frequency calculation unit 36 ​​treats as the reference frequency f n , a value obtained by converting the smallest value of the rotation frequencies of the four axes 103a to 103d into the electrical angular frequencies of the main motors (step S202), which in turn executes the process of the flowchart of the Fig. 4 is completed or ended. If all four axles 103a to 103d are outside the gauge changeover section (steps S201, No), the reference frequency calculation unit 36 ​​treats as the reference frequency f n , meanwhile, a value obtained by converting the average value of the rotation frequencies of the four axes 103a to 103d into the electrical angular frequencies of the main motors (step S203), which in turn executes the process of the flowchart of the Fig. 4 completed or finished.

[0039] Next, the importance of performing the processing described above, which is described in Fig. 4. As described above, axles and wheels slip while being supported by body supports 107 within the gauge changeover section. To prevent a reduction in the driving force of the entire train, the control device 200 according to the second embodiment does not perform control to reduce the torque of main motors at this time. That is, a non-zero slip frequency command is calculated in accordance with the operation command, and the slip frequency command and the reference frequency are added to obtain an output voltage frequency of the inverter.

[0040] If any of the four axes 103a to 103d enters the gauge changeover section with the slip frequency command having a positive value other than zero, the axle that has entered the gauge changeover section accelerates by the magnitude of the slip frequency command, so that the axle slips. As described above, in the control device 200 according to the second embodiment, when one or more of the four axes 103a to 103d are within the gauge changeover section, the reference frequency calculation unit 36 ​​treats as the reference frequency f n, a value obtained by converting the smallest value of the rotation frequencies of the four axes 103a to 103d into the electrical angular frequencies of the main motors. Therefore, any one of the rotation frequencies of the axes located outside the gauge conversion section is automatically selected. As a result, even if the control device 200 cannot obtain the position information for each of the four axes 103a to 103d, it is possible to achieve the same effect as that of the first embodiment. Third embodiment.

[0041] Fig. Fig. 5 is a block diagram illustrating a configuration of a control device according to a third embodiment. The control device 200 according to the third embodiment has a configuration in which a position information output from the position detection unit 109 is input to a current feedback control unit 34 in the configuration of the control device 200 according to the first embodiment shown in Fig. 2. The control device 200 according to the third embodiment differs from that of the first embodiment in this respect. It should be noted that, except for this point, the configuration is the same as or equivalent to that of the first embodiment shown in Fig. 2. Thus, the same or equivalent components are designated by the same reference numerals, and duplicate description will be omitted.

[0042] In Fig. 5, the output of the position detection unit 109 is output to the current feedback control unit 34 and to the reference frequency calculation unit 36. The current feedback control unit 34 switches calculation results of a d-axis correction quantity Δv d0 and a q-axis correction value Δv q0 based on the position information.

[0043] An operation of a main part of the third embodiment will be further described with reference to Fig. 6 are described. Fig. 6 illustrates a flowchart for describing an operation of a main part in the control device 200 of the third embodiment.

[0044] As described above, the position detection unit 109 calculates position information for the four axes 103a to 103d and outputs calculation results to the reference frequency calculation unit 36 ​​and the current feedback control unit 34.

[0045] As in Fig. 6 illustrates, when one or more of the four axles 103a to 103d are within the gauge changeover section (steps S301, Yes), the current feedback control unit 34 performs control such that an output voltage correction performed by the current feedback control unit is stopped (step S302), which in turn executes the process of the flowchart of the Fig. 6 completed or finished.

[0046] As in Fig. 6 illustrates that when all four axles 103a to 103d are outside the gauge changeover section (step S301, No), the current feedback control unit 34 further performs control such that an output voltage correction by the current feedback control unit is started or an output voltage correction performed by the current feedback control unit is continued (step S303), which in turn executes the process of the flowchart of the Fig. 6 completed or finished.

[0047] It should be noted that the control by which the output voltage correction performed by the current feedback control unit is stopped for setting the d-axis correction amount Δv d0 and the q-axis correction value Δv q0 to zero. Furthermore, in the case where there is integral operation processing, latch processing, or the like within the current feedback control unit, processing results may be reset.

[0048] Next, the significance of stopping the current feedback control described above will be described. First, as described above, the wheels spin within the gauge changeover section. The load torque of a main motor driving the spinning wheels is smaller than that of a main motor driving the non-spinning wheels. As a result, the current flowing through the main motor driving the spinning wheels is significantly reduced.

[0049] The current feedback control unit 34 of the voltage control unit 3 in the first embodiment performs output voltage correction regardless of the position information for the four axes 103a to 103d. As described above, when there are slipping wheels, a current flowing through the main motor driving the slipping wheels decreases, so that the total value of currents actually flowing through the four main motors 104a to 104d also decreases. Then, the d-axis correction amount Δv changes. d0 and the q-axis correction quantity Δv q0 , which are generated by the current feedback control unit 34, so that the decrease in current is compensated. As a result, the output voltage of the inverter increases.

[0050] At this time, the voltage increase is mainly concentrated in the main motor, which drives the wheels that are not spinning. Therefore, excessive current could flow in the main motor, or excessive torque could be generated that exceeds the torque command. An overcurrent could cause problems such as overheating, breakage, or failure of the main motor, and excessive torque could cause the wheels in contact with the rails to spin.

[0051] To prevent such a phenomenon, the third embodiment provides control by which the output voltage correction performed by the current feedback control unit 34 is stopped when one or more of the four axles 103a to 103d are within the gauge changeover section. Therefore, when the variable gauge train 100 passes through the gauge changeover section, the current feedback control unit 34 performs voltage correction control to thereby prevent a voltage increase applied to the main motors 104a to 104d. As a result, it is possible to prevent the main motors from being overheated, broken, or broken down.

[0052] Furthermore, according to the control device 200 of the third embodiment, even if the total value of the currents actually flowing through the main motors 104a to 104d changes when the variable gauge train 100 passes through the gauge conversion section, the output voltage of the inverter 2 does not change. Thus, it is possible to appropriately control the driving force of non-skidding wheels and apply driving force to the train according to the operation command.

[0053] It should be noted that while the third embodiment gives an example in which the configuration that performs the processing of stopping the current feedback control unit is applied to the control device 200 according to the first embodiment, it is a matter of course that this configuration can be applied to the control device 200 according to the second embodiment. Fourth embodiment.

[0054] Fig. Fig. 7 is a block diagram illustrating a configuration of a control device according to a fourth embodiment. The control device 200 according to the fourth embodiment has a configuration in which a position information output from the position detection unit 109 is input to the current command calculation unit 31 in the configuration of the control device 200 according to the first embodiment shown in Fig. 2. The control device 200 according to the fourth embodiment differs from that of the first embodiment in this respect. It should be noted that, except for this point, the configuration is the same as or equivalent to that of the first embodiment shown in Fig. 2. Thus, the same or equivalent components are denoted by the same reference numerals, and duplicate description will be omitted.

[0055] As described above, a current between main motors changes when slipping wheels and non-slipping wheels coexist. If current feedback control is effective at this time, a current flowing through a main motor driving the slipping wheels decreases, and the output voltage of the inverter increases to compensate for the current drop. This causes excessive current and torque for a main motor driving the non-slipping wheels. Therefore, the control device 200 according to the third embodiment performs control by which output voltage correction performed by the current feedback control unit 34 is stopped when one or more of the four axles 103a to 103d are within the gauge changeover section.

[0056] To achieve an equivalent effect, the d-axis current command i d* and the q-axis current command i q * be set in accordance with the number of axles located within the gauge changeover section. Therefore, in the fourth embodiment, the current command calculation unit 31 calculates the d-axis current command i d * and the q-axis current command i q * based on the torque command τ* from the torque command calculation unit 30 and the position information output from the position detection unit 109.

[0057] An operation of a main part of the current command calculation unit 31 in the fourth embodiment will be described with reference to Fig. 8. A unit current command calculation unit 31a in Fig. 8 calculates a q-axis unit current command i q0 * and a d-axis unit current command i d0 * based on the torque command τ*. The q-axis unit current command i q0* and the d-axis unit current command i d0 * represent command values ​​of a current that should be generated for each main motor. Furthermore, a gauge changeover axle counting unit 31b outputs the number N based on the position information. i from axles located within the gauge conversion section. Where the number of main motors to be controlled by a single inverter is given by N a is represented, the result of multiplying i d0 * with N a as the d-axis current command i d * is output. In addition, the result of multiplying i q0 * with (N a -N i ) as the q-axis current command i q * output. It should be noted that the operation of the current command calculation unit 31 shown in Fig. 8 is based on the assumption that the sum of currents flowing through the four main motors is defined as a d-axis current i d and a q-axis current i q output by a current processing unit 35. If the current processing unit 35 outputs a current per main motor, values ​​that are converted into a current per main motor by dividing by N a be converted as the d-axis current command i d * and the q-axis current command i q * in Fig. 8. Of course, such a conversion could be performed within the current feedback control unit 34.

[0058] As a result of the above calculation, if there are axles that spin within the gauge changeover section, the q-axis current command i decreases q* in accordance with the number of axles slipping within the gauge changeover section. Thus, current is prevented from concentrating in a main motor connected to non-slip wheels, so that the same effect as that of the third embodiment can be achieved.

[0059] It should be noted that the fourth embodiment gives an example in which the configuration that calculates the current command value in accordance with the number of axles located within the gauge switching section is applied to the control device 200 according to the first embodiment, it is a matter of course that this configuration can be applied to the control device 200 according to the second embodiment. Fifth embodiment.

[0060] Fig. Fig. 9 is a block diagram illustrating a configuration of a control device according to a fifth embodiment. The control device 200 according to the fifth embodiment has a configuration in which a position information output from the position detection unit 109 is input to the torque command calculation unit 30 in the configuration of the control device 200 according to the third embodiment shown in Fig. 5. The control device 200 according to the fifth embodiment differs from that of the third embodiment in this respect. It should be noted that, except for this point, the configuration of the control device 200 according to the fifth embodiment is the same as or equivalent to the configuration of the third embodiment shown in Fig. 5. Thus, the same or equivalent components are designated by the same reference numerals, and duplicate description will be omitted.

[0061] An operation of the torque command calculation unit 30 in the fifth embodiment will be described with reference to a flowchart of Fig. 10. When all four axles 103a to 103d are within the gauge changeover section (step S501, Yes), the torque command calculation unit 30 performs control so that a torque command is set to zero (step S502), which in turn executes the process of the flowchart of the Fig. 10 is completed. If at least one of the four axles 103a to 103d is outside the gauge changeover section (step S501, No), a torque command is further issued based on an operation command (step S503), which in turn completes the process of the flowchart of the Fig. 10 completed or finished.

[0062] An operation of a main part of the fifth embodiment will be further described with reference to the Fig. 11 and Fig. 12 are described. Fig. 11 is a timing chart for describing an operation of axles according to the fifth embodiment to be performed when the variable gauge train 100 enters the gauge changeover section. Fig. 12 is a timing chart for describing an operation of the axles according to the fifth embodiment to be performed when the variable gauge train 100 exits the gauge conversion section. In the following description, a "train speed converted to a rotation frequency" refers to a "frequency-converted train speed."

[0063] The upper part of the Fig. 11 illustrates the behavior of the axes 103a to 103d, the driving forces of the axes 1 to 4, and the rotational frequencies of the axes 1 to 4. The driving forces of the axes 1 to 4 are indicated by solid lines, and the rotational frequencies of the axes 1 to 4 are indicated by dashed lines. The lower part of the Fig. Figure 11 illustrates the reference frequency, the on / off state of the current feedback control, and the on / off state of the torque command. The timing diagram illustrating each waveform has the horizontal axis represent time, and the vertical axis represents the driving force or rotation frequency. Furthermore, axis 1 corresponds to axis 103a in Fig. 1, axis 2 corresponds to axis 103b in Fig. 1, axis 3 corresponds to axis 103c in Fig. 1 and axis 4 corresponds to axis 103d in Fig. 1.

[0064] When the variable gauge train 100 enters the gauge conversion section and axle 1 enters the gauge conversion section first, the frequency of axle 1 increases to a value greater than the frequency-converted train speed by an amount corresponding to the slip frequency command, as indicated by the dashed line in the drawing, so that axle 1 slips. At this time, the current feedback control is turned off. As a result of the increase in the frequency of axle 1, the average value of the frequencies of axles 2 to 4 located outside the gauge conversion section is then treated as the reference frequency. As a result, the driving force of axles 2 to 4 in contact with the rails outside the gauge conversion section is stably controlled. The same behavior is also expressed when axles 2 and 3 enter the gauge conversion section one after the other.When axle 4 enters the gauge conversion section, the torque command calculation unit 30 then turns off the torque command. This means that the torque command calculation unit 30 of the control device 200 according to the fifth embodiment sets the torque command to zero when all axles 1 to 4 are within the gauge conversion section. As a result, the slip frequency command becomes zero, with the frequency of axle 4 remaining selected as the reference frequency, and all four axles continue to rotate at a frequency equal to the frequency-converted train speed. Thus, over-spinning of slipping wheels is prevented.

[0065] As described above, Fig. 12 the behavior of axles 1 to 4, which is to be demonstrated when the train 100 with variable gauge leaves the gauge changeover section. The upper part of the Fig. Figure 12 illustrates the driving forces of axes 1 to 4 and the rotation frequencies of axes 1 to 4. The driving forces of axes 1 to 4 are indicated by solid lines, and the rotation frequencies of axes 1 to 4 are indicated by dashed lines. The lower part of the Fig. Figure 12 illustrates the reference frequency, the on / off state of the current feedback control, and the on / off state of the torque command. The timing chart illustrating each waveform has the horizontal axis representing time and the vertical axis representing the driving force or rotation frequency. It can be seen that the Fig. 12 illustrates an operation that follows the behavior to be exhibited at the time of entering the gauge changeover section, which is shown in Fig. 11 is illustrated.

[0066] When the variable gauge train 100 exits the gauge conversion section, axle 1, which is at the front in the traveling direction, exits the gauge conversion section first, and adhesion occurs. Furthermore, output of the torque command is restarted when axle 1 exits the gauge conversion section. At this time, the frequencies of axles 2 to 4 increase to a value greater than the frequency-converted train speed by the amount of the slip frequency command. Therefore, at this point, the frequency of axle 1 is selected as the reference frequency, and the driving force of axle 1 is stably controlled. Similarly, when a corresponding one of axles 2 and 3 exits the gauge conversion section, a driving force is also generated for each of axles 2 and 3 at the same time.Furthermore, the current feedback control is switched on when axle 4, which is in the rearmost position in the direction of travel, comes out of the gauge changeover section.

[0067] For the sake of simplicity, the above description is based on the assumption that the range of the gauge switching section coincides with the range of the body supports 107. This means that calculation of the reference frequency, switching of the current feedback control, and turning on and off of the torque command are performed simultaneously with the timing at which axle slippage or re-adhesion occurs. To perform the gauge switching operation more smoothly, the control could actually be switched at a time sufficiently before the timing at which axle slippage or re-adhesion occurs. In this case, the positional relationship between the gauge switching section and the body supports 107 is set such that the gauge switching section is longer than the body supports 107 and includes the body supports 107.

[0068] As described above, the control device 200 according to the fifth embodiment performs control such that the torque command becomes zero when all axles to be controlled by a single inverter are within the gauge conversion section. Thus, it is possible to prevent over-rotation of slipping axles.

[0069] It should be noted that while the fifth embodiment gives an example in which the configuration that performs the torque command stop processing is applied to the control device 200 according to the third embodiment, it is a matter of course that this configuration may be applied to the control device 200 according to the first, second, or fourth embodiment. Sixth embodiment.

[0070] A hardware configuration for implementing the functions related to the voltage control unit 3 of the first to fifth embodiments with software will be described with reference to Fig. 13. It should be noted that the functions refer to the torque command calculation unit 30, the current command calculation unit 31, the slip frequency calculation unit 32, a voltage command calculation unit 33, the current feedback control unit 34, the current processing unit 35, the reference frequency calculation unit 36, and the phase calculation unit 37 in the voltage control unit 3.

[0071] If the functions described above are implemented by software, the hardware configuration could include a central processing unit (CPU) 300, a memory 302 and an interface 304, as shown in Fig. 13 illustrates. The CPU 300 performs operations. A program to be read by the CPU 300 is stored in the memory 302. The interface 304 is for inputting / outputting signals. It should be noted that the CPU 300 may be a device referred to as an arithmetic unit, microprocessor, microcomputer, a processor, a digital signal processor (DSP), or the like. Furthermore, examples of the memory 302 include non-volatile or volatile semiconductor memories, such as random access memory (RAM), read-only memory (ROM), flash memory, erasable programmable ROM (EPROM), and electronically programmable read-only memory (EEPROM) (registered trademark).

[0072] Specifically, a program for executing a control function is stored in the memory 302. The CPU 300 performs various types of arithmetic processing described in the present embodiment by exchanging necessary information via the interface 304.

[0073] Furthermore, the CPU 300 and the memory 302, which are in Fig. 13 are replaced by a piece of processing circuit 303 as shown in Fig. 14. For example, a single circuit, a compound circuit, a programmed processor, a parallel-programmed processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a combination thereof is applicable to the piece of processing circuit 303.

[0074] Finally, switching elements to be used in the inverters in the control devices of the first to fifth embodiments will be described. Semiconductor devices (IGBT, MOSFET, diode, and the like, hereinafter referred to as "silicon (Si) devices") made of Si are generally used as the switching elements to be used in the inverters of the first to fifth embodiments. Meanwhile, silicon carbide (SiC) has been attracting attention in recent years, and semiconductor devices made of SiC instead of Si (hereinafter referred to as "SiC devices") are attracting attention these days.

[0075] In the case of SiC devices, switching time can be significantly reduced (by 1 / 10 or less) compared to conventional devices (e.g., Si devices). This is a characteristic of SiC devices. Therefore, switching loss is reduced. In addition, SiC devices also have low conduction loss. Therefore, steady-state loss can be significantly reduced (by 1 / 10 or less) compared to conventional devices.

[0076] The feature of the methods according to the first to fifth embodiments is to perform a control such that the gate-on for the inverter is continuously performed even when the variable-gauge train 100 passes through the gauge changeover section as described above. Therefore, the number of times the switching operation is performed by the switching element increases compared to the case where the gate-on for the inverter is performed when the variable-gauge train 100 passes through the gauge changeover section. In addition, a current flowing through the main motor driving the slipping wheels decreases, but an excitation current continues to flow. Therefore, SiC devices having lower switching loss and conduction loss are suitable for use in the control device according to the present embodiment.

[0077] It should be noted that SiC has a wider band gap than Si, and thus is considered an example of a semiconductor referred to as a wide-gap semiconductor. Semiconductors formed using materials other than SiC, such as gallium nitride-based materials or diamond, also belong to the category of wide-gap semiconductors, and many properties of such semiconductors are similar to those of silicon carbide. Therefore, a configuration using a wide-gap semiconductor other than SiC also forms the core of the present invention.

[0078] It should be noted that the configuration illustrated in each of the above-mentioned embodiments illustrates an example of the subject matter of the present invention, and it is possible to combine the configuration with another method that is publicly known, and it is also possible to omit or change a part of the configuration without departing from the gist of the present invention. List of reference symbols

[0079] 1 DC power source; 2 inverter; 3 voltage control unit; 30 torque command calculation unit; 31 current command calculation unit; 31a unit current command calculation unit; 31b gauge changeover axle counting unit; 32 slip frequency calculation unit; 33 voltage command calculation unit; 34 current feedback control unit; 35 current processing unit; 36 reference frequency calculation unit; 37 phase calculation unit; 50a to 50d rotation sensor; 100 variable gauge train; 101a, 101b track; 102a to 102d wheel; 103a to 103d axle; 104a to 104d main motor; 106 gauge changeover device; 107 body support; 108 guide rail; 109 Position detection unit; 118 Current sensor; 200 Control device; 300 CPU; 302 Memory; 303 Processing circuit; 304 Interface.

Claims

[1] A variable gauge train control device (200) for a variable gauge train (100) having a variable gauge in a gauge changeover section, the device comprising: an inverter (2) for collectively controlling a torque of a plurality of main motors (104a-104d); and a voltage control unit (3) for controlling an output voltage of the inverter, wherein, when at least one of a plurality of axles (103a-103d) to be driven by the plurality of main motors is located within the track width changeover section and at least one of the axles is located outside the track width changeover section, the voltage control unit treats as a reference frequency a value obtained by converting an average value of rotation frequencies of the axles located outside the gauge changeover section into electrical frequencies of the main motors, and adds the reference frequency and a slip frequency command to provide a frequency of the output voltage. [2] A variable gauge train control device (200) for a variable gauge train (100) having a variable gauge in a gauge changeover section, the device comprising: a single inverter (2) for collectively controlling a torque of a plurality of main motors (104a-104d); and a voltage control unit (3) for controlling an output voltage of the inverter, wherein, when at least one of a plurality of axles (103a-103d) to be driven by the plurality of main motors is located within the track width changeover section and at least one of the axles is located outside the track width changeover section, the voltage control unit treats as a reference frequency a value obtained by converting a smallest value of rotation frequencies of the plurality of axes into electrical frequencies of the main motors, and adds the reference frequency and a slip frequency command to provide a frequency of the output voltage. [3] A variable gauge train control device according to claim 1 or 2, wherein the voltage control unit (3) comprises: a voltage command calculation unit (33) for calculating a voltage command based on a current command; and a current feedback control unit (34) for calculating a correction amount for the voltage command on the basis of deviations of values of a current flowing through the plurality of main motors from the current command, and, if at least one of the plurality of axles is located within the track gauge changeover section, the voltage control unit sets the correction value to zero or switches off an output from the current feedback control unit. [4] A variable gauge train control device according to claim 3, wherein the voltage control unit (3) comprises a current command calculation unit (31) for calculating the current command based on a torque command and the number of axles located within the gauge changeover section. [5] A variable gauge train control device according to any one of claims 1 to 4, wherein the voltage control unit comprises a torque command calculation unit (30) for calculating a torque command, and, if all of the plurality of axles are located within the track gauge changeover section, the torque command calculation unit sets the torque command to zero. [6] A variable gauge train control device according to any one of claims 1 to 5, wherein, if all of the plurality of axles are outside the gauge changeover section, the voltage control unit (3) as a reference frequency, a value obtained by converting a minimum value or an average value of rotation frequencies of the plurality of axes into electrical frequencies of the main motors. [7] A variable gauge train control apparatus according to any one of claims 1 to 6, wherein a material of a switching element to be used in the inverter is a wide-band gap semiconductor. [8] A variable gauge train control device according to claim 7, wherein the wide-gap semiconductor is silicon carbide, gallium nitride-based material, or diamond.

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