ENGINE CONTROL AND RAIL VEHICLE DRIVE SYSTEM

Abstract

A motor controller (11) is installed on a rail vehicle and jointly controls a plurality of drive motors (3a and 3b) that exert a drive force on the rail vehicle and another rail vehicle pulled by the rail vehicle. The rail vehicle has a continuously variable transmission (26a and 26b) arranged between the drive motor (3a and 3b) and a wheel shaft (20a and 20b) of the rail vehicle, and enables a transmission ratio to be continuously changed as a ratio of a motor speed, i.e., a speed of the drive motor (3a and 3b), to a wheel speed, i.e., a speed of a wheel (6a and 6b) coupled to the wheel shaft (20a and 20b).The engine controller (11) performs a first control for setting the gear ratio to be instructed to the continuously variable transmission (26a and 26b) based on wheel diameter information, which is information regarding the lengths of the plurality of wheels (6a and 6b) in a radial direction.

Description

Area

[0001] The present disclosure relates to a motor control system that collectively controls a plurality of drive motors installed on a rail vehicle, and to a rail vehicle drive system that includes the motor control system. background

[0002] Conventionally, in a rail vehicle propulsion system, a motor controller that controls one drive motor collectively controls a multitude of drive motors in units of two or four. In a collective method for controlling the multitude of drive motors, it is possible to significantly reduce the weight and volume of a controller compared to an individual method for controlling each drive motor individually, and the vehicle weight can be significantly reduced.

[0003] In a case where multiple drive motors are controlled collectively, voltages of the same frequency are applied to all of them. An output shaft of each drive motor is connected to a wheel via a coupling, gearbox, or similar device. As the wheel wears down due to friction with a rail or similar surface, the wheel diameter (i.e., the radial length of the wheel) will vary over time. Therefore, it is difficult to ensure that the wheel diameters of all the wheels are identical during operation, and a difference in wheel diameter inevitably arises. This difference in wheel diameter alters the rotational speed of the wheels.Furthermore, the transmission device for the rail vehicle reduces the rotational speed of the drive motor and transmits this speed to the wheel, but unlike a transmission device for an automobile, the gear ratio is fixed. Therefore, the difference in wheel diameter between the wheels causes a difference in the rotational speeds of the output shafts of the respective drive motors.

[0004] Against the aforementioned technical background, patent literature 1 discloses an electric vehicle drive system that can individually control the rotational speed and torque for each wheel axle of a wheel, even when a plurality of drive motors are connected in parallel to a common inverter. In this electric vehicle drive system, a planetary gear unit incorporating an auxiliary motor is provided between each drive motor and each clutch. The electric vehicle drive system controls the rotational speed of each auxiliary motor individually via the planetary gear unit, so that the influence of a different wheel diameter on the rotational speed of an output axle does not occur. Citation list of patent literature

[0005] Patent literature 1: Japanese patent application disclosure no. 2013-258819 Brief description of the invention Problem to be solved by the invention

[0006] However, the technique described in patent literature 1 requires the addition of an auxiliary motor and a planetary gearbox, and the problem arises that the size of the device increases. A motor controller that controls a drive motor is often installed under the floor of a rail vehicle. However, the space under the floor is limited, and there is often insufficient room to accommodate an additional device such as the auxiliary motor or the planetary gearbox.

[0007] The present disclosure was made in view of the foregoing, and one objective of the present disclosure is to provide a motor control system that collectively controls a plurality of drive motors while preventing an increase in the size of the device. Means to solve the problem

[0008] To solve the above problems and achieve the objective, a motor control system according to the present disclosure is installed in a rail vehicle and is configured to collectively control a plurality of drive motors that exert a driving force on the rail vehicle and on another rail vehicle pulled by the rail vehicle. The rail vehicle has a continuously variable transmission arranged between the drive motor and a wheel axle of the rail vehicle. The continuously variable transmission is configured to continuously change a gear ratio as the ratio of a motor speed, which is a speed of the drive motor, to a wheel speed, which is a speed of a wheel coupled to the wheel axle.The motor control is designed to perform an initial control for setting the transmission ratio to be instructed to the continuously variable transmission, based on wheel diameter information, which is information regarding the lengths of a plurality of wheels in a radial direction. Effects of the invention

[0009] With a motor control system according to the present disclosure, it is possible to achieve an effect of collective control of a plurality of drive motors, while suppressing an enlargement of a device. Brief description of the drawings Fig. Figure 1 is a diagram that represents an exemplary schematic configuration of a rail vehicle drive system which has a motor control according to a first embodiment. Fig. Figure 2 is a diagram that represents an exemplary schematic design of a car on which a drive motor, to be controlled by the motor control according to the first embodiment, is installed. Fig. Figure 3 is a diagram illustrating the operation of a transmission ratio indicator which, in this embodiment, is included in the rail vehicle propulsion system. Fig. Figure 4 is a diagram illustrating an effect of the rail vehicle propulsion system according to the first embodiment. Fig. Figure 5 is a block diagram that shows an example of a hardware design for implementing a control function of the motor control according to the first embodiment. Fig. Figure 6 is a block diagram that provides another example of the hardware design for implementing the control function of the motor control according to the first embodiment. Fig. Figure 7 is a diagram illustrating the operating mode of a main part of a motor control system according to a second embodiment. Fig. Figure 8 is a flowchart illustrating the sequence of control by the motor control according to the second embodiment. Fig. 9 is a first diagram to illustrate a behavior of the control system in Fig. 8 depicted river. Fig. 10 is a second diagram to illustrate the behavior of the control system in Fig. 8 depicted river. Fig. 11 is a third diagram to illustrate the behavior of the control system in Fig. 8 depicted river. Description of embodiments

[0010] A motor control system and a rail vehicle drive system according to the embodiments of the present disclosure are explained in more detail below with reference to the accompanying drawings. It should be noted that, for ease of understanding, the accompanying drawings include a case in which the scale of each element differs from an actual scale. Furthermore, in the following description, a plurality of components of the same type are designated by a subscript reference numeral. However, if the individual components are not distinguishable from one another in a given instance, the subscript is conveniently omitted. First embodiment.

[0011] Fig. Figure 1 is a representation of an exemplary schematic configuration of a rail vehicle drive system 100, which includes a motor control unit 11 according to a first embodiment. The rail vehicle drive system 100 is a system installed on a rail vehicle that is powered by electrical energy from an overhead line (not shown) and exerts a driving force on the rail vehicle, on which a drive device is installed, which in turn pulls another rail vehicle.

[0012] The components of the rail vehicle propulsion system 100 can be divided into an information system and a propulsion system. The information system includes a train information manager 10 and a gear ratio indicator 12. Furthermore, the propulsion system includes the motor control unit 11 and the propulsion motors 3a and 3b as its main components. The propulsion motors 3a and 3b are three-phase motors that exert a tractive force on a rail vehicle. It should be noted that the motor control unit 11 (although not shown) includes a smoothing capacitor that smooths the overhead line voltage, an inverter that converts a DC voltage smoothed by the smoothing capacitor into a variable voltage or an AC voltage with a variable frequency, a control unit that controls the operating mode of the inverter, and the like.

[0013] The drive motors 3a and 3b are connected to the motor control unit 11 via opening / closing units (or switching units) 2a and 2b, respectively. Opening / closing unit 2a switches the electrical opening / disconnection and conduction between the motor control unit 11 and the drive motor 3a, and opening / closing unit 2b switches the electrical opening and conduction between the motor control unit 11 and the drive motor 3b.

[0014] The drive motor 3a is connected to a wheel 6a via a coupling (English "joint") 4a and a gearbox 5a; and the drive motor 3b is connected to a wheel 6b via a coupling 4b and a gearbox 5b. Fig. Figure 2 is a representation showing an exemplary embodiment of a carriage 30 on which the drive motors 3a and 3b, to be controlled by the motor control unit 11 according to the first embodiment, are installed. Fig. Figure 2 shows an example where the drive motors 3a and 3b are installed on a carriage frame 32.

[0015] The drive motors 3a and 3b are arranged diagonally in the car frame 32. A wheel shaft 20a, to which the wheel 6a is attached, and a wheel shaft 20b, to which the wheel 6b is attached, are rotatably mounted in the car frame 32. The wheel shaft 20a is connected to the transmission device 5a, and the wheel shaft 20b is connected to the transmission device 5b. The transmission device 5a is coupled to the drive motor 3a and the wheel shaft 20a, reduces the speed of the drive motor 3a, and transmits the driving force to the wheel shaft 20a. Similarly, the transmission device 5b is coupled to the drive motor 3b and the wheel shaft 20b, reduces the speed of the drive motor 3b, and transmits the driving force to the wheel shaft 20b.A rotary shaft 22a of the drive motor 3a and a pinion shaft 24a of the transmission device 5a are flexibly coupled by the coupling 4a, and a rotary shaft 22b of the drive motor 3b and a pinion shaft 24b of the transmission device 5b are flexibly coupled by the coupling 4b.

[0016] The transmission devices 5a and 5b each have a continuously variable transmission 26a and 26b, respectively. The continuously variable transmissions 26a and 26b are transmissions whose functions are similar to those of a continuously variable transmission (CVT) used in automobiles and the like in recent years. The continuously variable transmission 26a is connected to the wheel shaft 20a and the pinion shaft 24a. The continuously variable transmission 26a is located between the drive motor 3a and the wheel shaft 20a and is designed to continuously change a transmission ratio, which is a ratio between a motor speed and a wheel speed. The wheel speed is the rotational speed of a wheel coupled to the wheel shaft 20a, and the motor speed is the rotational speed of the drive motor 3a, i.e., an angular velocity (rotational speed). The continuously variable transmission 26b is designed similarly to the continuously variable transmission 26a.

[0017] Each of the drive motors 3a and 3b is equipped with a speed detector 7a and 7b, respectively. These speed detectors detect the motor speeds, which are the rotational speeds of the drive motors 3a and 3b. The motor speed value detected by the speed detectors 7a and 7b is then input into the motor control unit 11 and the gear ratio indicator 12.

[0018] It is noted that a sensorless control system is known in the railway vehicle propulsion system, which is a technique for estimating the motor speed or rotor position of the drive motor 3 without using a speed detector or a position sensor, and the drive motor 3 is controlled based on information regarding the estimated motor speed or rotor position. Therefore, the railway vehicle propulsion system to which the sensorless control is applied does not require a speed detector 7.

[0019] To describe Fig. To return to position 1, the motor control unit 11 is connected to the train information manager 10 and the gear ratio indicator 12. The train information manager 10 is a device that manages train information for a train consisting of multiple rail vehicles. This train information is transmitted throughout the train and, in this document, includes information about the wheel diameter. The wheel diameter information is information about the radial length of the wheel 6. The train information manager 10 manages the wheel diameter information for all rail vehicles belonging to the train. Furthermore, before the train is put into operation, the train information manager 10 transmits the wheel diameter information to the motor control unit 11 and the gear ratio indicator 12.The motor control unit 11 changes the gear ratios of wheels 6a and 6b for each wheel 6a and 6b, based on the wheel diameter information. The motor control unit 11 transmits an instruction value for the gear ratio for each wheel 6a and 6b to the gear ratio instructor 12, and the gear ratio instructor 12 transmits a control signal to the gear devices 5a and 5b to control the gear ratio change.

[0020] The wheel diameter information transmitted to the motor control unit 11 and the gear ratio indicator 12 can be the wheel diameter information of all rail vehicles belonging to the train, or only the wheel diameter information of wheel 6 of car 30, on which the drive motor 3 is installed under the control of the motor control unit 11 and the gear ratio indicator 12. Furthermore, the wheel diameter information can also be transmitted only to the motor control unit 11 or only to the gear ratio indicator 12. It should be noted that if the wheel diameter information is stored only in the motor control unit 11, the target value for the gear ratio is calculated by the motor control unit 11.In this configuration, the gear ratio indicator 12 receives information about the instruction value of the gear ratio from the motor control unit 11 and controls the continuously variable transmissions 26a and 26b based on the received setpoint. Furthermore, if the information about the wheel diameter is stored only in the gear ratio indicator 12, the setpoint of the gear ratio is calculated by the gear ratio indicator 12.

[0021] It is pointed out that in Fig. 1. The transmission ratio indicator 12 is configured as a component of the information system separate from the motor control unit 11, but the transmission ratio indicator 12 can also be configured as a component within the motor control unit 11. With this configuration, it is possible to achieve the effect that the rail vehicle drive system 100 can be built without providing an additional new device.

[0022] On the other hand, the gear ratio indicator 12 is part of the information system and can be designed compactly, allowing it to be positioned under a seat in the rail vehicle or similar. Therefore, even if the gear ratio indicator 12 is a separate component from the motor control unit 11, no space constraints are expected. Furthermore, if the gear ratio indicator 12 and the motor control unit 11 are separate components, the degree of freedom for their arrangement increases. It is therefore possible to position the gear ratio indicator 12 and the motor control unit 11 at any desired location within the rail vehicle.In comparison to a case in which the transmission ratio indicator 12 is formed in the motor control 11, the effect is that the length of the wired connections for linking the transmission ratio indicator 12 and the gear device 5 can be shortened.

[0023] It is pointed out that in Fig. Figure 1 shows an embodiment in which the single motor controller 11 controls the two drive motors 3a and 3b together. However, the present disclosure is not limited to this embodiment. The motor controller 11 can control three or more drive motors 3 together.

[0024] Fig. Figure 3 is a diagram illustrating the operation of the transmission ratio indicator 12, which is provided in the rail vehicle drive system 100 according to the first embodiment. Fig. Figure 3 shows the vehicle speed on the horizontal axis and the gear ratio on the vertical axis. The vehicle speed is the travel speed of a rail vehicle and is synonymous with the wheel rotation speed. Ca is a gear ratio assigned to the continuously variable transmission 26a connected to wheel 6a, and Cb is a gear ratio assigned to the continuously variable transmission 26b connected to wheel 6b. Furthermore, Ra is the wheel diameter of wheel 6a and Rb is the wheel diameter of wheel 6b.

[0025] As described above, the transmission devices 5a and 5b each have the continuously variable transmissions 26a and 26b. Therefore, the transmission ratios Ca and Cb, which are used to control the transmission devices 5a and 5b, are continuously changed as shown. As in Fig. As shown in Figure 3, the gear ratios Ca and Cb are also changed when the vehicle speed changes, so that the ratio between the gear ratios Ca and Cb is adjusted to correspond to the reciprocal ratio of the wheel diameters Ra and Rb, i.e. Ca:Cb = Rb:Ra.

[0026] Fig. Figure 3 is an example of a case where the wheel diameter Rb is larger than the wheel diameter Ra. If the rotational speeds of the drive motors 3a and 3b are equal, and the wheel diameter Rb is larger than the wheel diameter Ra, the rotational speed of wheel 6b is greater than the rotational speed of wheel 6a. Therefore, in a case where the wheel diameter Rb is larger than the wheel diameter Ra, the ratio of Ca and Cb is adjusted to be the inverse ratio of the wheel diameters Ra and Rb. Consequently, the rotational speeds of the drive motors 3a and 3b are controlled to be equal, and simultaneously, the rotational speeds of wheels 6a and 6b are also controlled to be equal.

[0027] As described above, according to the first embodiment, the motor control 11 performs a control for adjusting the ratio of the transmission ratios Ca and Cb, which is instructed to the continuously variable transmissions 26a and 26b based on the wheel diameter information, i.e., the information about the lengths of the wheels 6a and 6b in the radial direction. In this paper, this control may be referred to as the “first control”.

[0028] Fig. Figure 4 is a diagram illustrating an effect of the rail vehicle propulsion system 100 according to the first embodiment. In describing Fig. 4 It is assumed that the drive motors 3a and 3b are induction motors.

[0029] On the top side of Fig. Figure 4 illustrates the operating mode in a case where the individual motor control, according to a conventional prior art, jointly controls the drive motors 3a and 3b. In the figure on the upper side, the horizontal axis indicates a set speed or target speed (or target rotational speed), and the vertical axis indicates a motor speed and a gear ratio. In a conventional carriage embodiment, the gear ratio is the ratio between the number of teeth of a large gear provided in the wheel shaft 20, which meshes with a small gear, and the number of teeth of the small gear formed in the pinion shaft 24. This ratio is the same for the transmission devices 5a and 5b. Therefore, the motor speeds of the drive motors 3a and 3b must be different if the wheels 6a and 6b have different diameters.If the target speed increases, the difference in motor speed also increases. Therefore, it is difficult to control the drive motors 3a and 3b together if the difference in wheel diameter between wheels 6a and 6b is not strictly monitored.

[0030] On the bottom side of Fig. Figure 4 shows an operating example for a case where the single motor controller 11, according to the first embodiment, controls the drive motors 3a and 3b jointly or collectively. On the lower side of the figure, the horizontal axis indicates a target speed, and the vertical axis indicates a motor speed and a gear ratio. The conditions for the wheel diameters Ra and Rb are similar to those in Fig. 3, and it is assumed that the gear ratios Ca and Cb are set to the inverse ratio of the wheel diameters Ra and Rb. As shown, the motor speed is changed linearly according to an increase in the target speed. However, since the gear ratios Ca and Cb are set according to the wheel diameters Ra and Rb, the wheel speeds of wheels 6a and 6b can be set to the same if the motor speeds of the drive motors 3a and 3b are controlled equally.

[0031] If the drive motors 3a and 3b are induction motors, it is possible to control them together by using a slip characteristic of induction motors. However, in this case, the frequency of the voltage applied to the motors is the same for drive motors 3a and 3b, while the magnitude of the slip differs between them. This creates a difference in impedance. This impedance difference causes a current difference between drive motors 3a and 3b. This current difference causes a torque difference between drive motors 3a and 3b. In the case of a torque difference and excessive torque, the wheel shaft 20, on which the excessive torque acts, may slip, idle, or slide.Slipping may occur). Furthermore, if an excessive current flows in a particular drive motor 3 due to the current difference, there is a possibility that this drive motor 3 will overheat. To prevent these phenomena, it is necessary to suppress the difference in wheel diameters within a certain range, which represents a limitation for railway operators.

[0032] In a case where the wheel diameter difference is strictly monitored, the railway operator had to select a wheel diameter to be used, taking into account that the wheel diameter difference between the wheel axles of the same wagon or vehicle should be as small as possible. Furthermore, the railway operator had to stock more spare parts for the wheels than necessary, perform more wheel cutting work than necessary, and maintain the wheel diameter difference within a predetermined value, even if this reduced the wheel's service life. In contrast, when applying the method of the first embodiment, it is not necessary to select the wheel diameter to be used. Therefore, it is not necessary to stock more spare parts for the wheels than necessary, and furthermore, it is not necessary to cut the wheel more than necessary.As a result, the costs for spare parts for the wheels of the rail vehicle and the costs for maintenance work on the wheels of the rail vehicle can be largely reduced.

[0033] Next, a hardware design for implementing a control function of the motor control 11 according to the first embodiment described above will be presented with reference to the drawings in the Fig. 5 and Fig. 6 described. Fig. Figure 5 is a block diagram showing an example of the hardware configuration for implementing the control function of the motor control 11 according to the first embodiment. Fig. Figure 6 is a block diagram showing another example of the hardware configuration for implementing the control function of the motor control 11 according to the first embodiment.

[0034] In a case where some or all of the control functions of the motor control unit 11 are implemented according to the first embodiment, as in Fig. As shown in Figure 5, an embodiment can be used which has a processor 300 that performs calculations, a memory 302 that stores a program read by the processor 300, and an interface 304 for input and output of signals.

[0035] The Processor 300 is a computing device. The Processor 300 can be a computing device referred to as a microprocessor, microcomputer, central processing unit (CPU), or digital signal processor (DSP). Furthermore, the Memory 302 can be a non-volatile or volatile semiconductor memory, such as random access memory (RAM), read-only memory (ROM), flash memory, erasable programmable ROM (EPROM), or electrical EPROM (EEPROM) (registered trademark), a magnetic disk, a flexible disk, an optical disk, a compact disc, a mini-disc, or a digital versatile disc (DVD). It should be noted that the Memory 302, as a combination of RAM and EEPROM, can incorporate a variety of storage devices.

[0036] Memory 302 stores a program that executes the control function of the motor control unit 11 according to the first embodiment. Processor 300 can perform the above processing by: exchanging required information via interface 304; executing the program stored in memory 302; and referencing a table stored in memory 302. A calculation result of processor 300 can be stored in memory 302.

[0037] Furthermore, in a case where some of the control functions of the motor control 11 are implemented according to the first embodiment, a Fig. The processing circuit 303 shown in Figure 6 can be used. The processing circuit 303 can correspond to: a single circuit, a composite circuit, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a combination thereof. The information input to and output from the processing circuit 303 can be retrieved via interface 304.

[0038] It is noted that part of the processing of the control function of the motor control 11 according to the first embodiment can be carried out by the processing circuit 303, and that the processing which is not carried out by the processing circuit 303 can be carried out by the processor 300 and the memory 302.

[0039] As described above, according to the first embodiment, the motor control performs the first control to set the transmission ratio to be assigned to the continuously variable transmission based on the wheel diameter information, which is the information regarding the lengths of the plurality of wheels in the radial direction. Since the transmission ratio to be assigned to the continuously variable transmission contained in the device is set by the first control according to the wheel diameter difference between the plurality of wheels, the motor speed can be controlled so that it is the same between the plurality of drive motors, and the wheel speed can be set so that it is the same between the plurality of wheels. This makes it possible to implement the motor control that controls the plurality of drive motors collectively while suppressing an increase in the size of the device.

[0040] Furthermore, the rail vehicle drive system according to the first embodiment can be implemented by installing the motor control unit on the rail vehicle and the device containing the continuously variable transmission on the carriage where the drive motor is located. In a case where the rail vehicle drive system according to the first embodiment is used, the railway operator does not need to select the wheel diameter to be used. Therefore, it is not necessary to keep more spare wheel parts in stock than necessary, nor is it necessary to cut the wheel more than required. As a result, the railway operator can benefit from a significant reduction in the costs of spare wheel parts and the costs required for maintenance of the rail vehicle wheels.

[0041] It should be noted that the wheel diameter information required for initial control can be stored in the engine control unit or the train information manager, which manages the train information for the multiple rail vehicles. Additionally, a gear ratio indicator can be installed on the rail vehicle, which receives the target gear ratio information from the engine control unit. If the gear ratio indicator is installed on the rail vehicle, the target gear ratio output is instructed by the engine control unit to the continuously variable transmission (CVT) via the gear ratio indicator.In the case where the gear ratio indicator is considered an internal component of the motor control system, the rail vehicle's drive system can be designed without the need for a separate, additional device. Furthermore, if the gear ratio indicator is considered an external component of the control system, the degree of freedom of its placement increases, allowing it to be positioned at a desired location on the rail vehicle. Compared to an internal control system, the length of the wires connecting the gear ratio indicator to the device can be reduced. Second embodiment

[0042] Fig. Figure 7 is a diagram illustrating the operating mode of a main part of the motor control 11 according to a second embodiment. A waveform indicating the rotor position of the drive motor 3a is shown on an upper side of Fig. Figure 7 shows a waveform indicating the rotor position of the drive motor 3b, and a waveform is shown on a lower side of Fig. 7 shown. The horizontal axis in Fig. 7 indicates the time. Additionally, on the bottom side... Fig. 7, specifically in section A, indicated by a dashed ellipse, a state is depicted in which the rotor position of the drive motor 3b exhibits behavior that differs from normal behavior. In section A, the solid line represents the behavior before control, and the dashed line represents the behavior after control.

[0043] In rainy weather, when cornering, or similar conditions, the coefficient of friction of wheel 6 decreases, and the rail vehicle may skid or slip. If the rail vehicle skids or slips, a control mechanism is activated to suppress these events. With an individual control system, the rotation of each wheel axle 20 can be controlled individually and precisely. For example, if wheel 6 skids or slips, the skidding or slipping can be prevented by temporarily fine-tuning the power of the corresponding drive motor 3 from a setpoint according to the condition of each wheel 6. On the other hand, with a collective control system, if the difference in wheel diameter between the multiple wheels 6 is large, the conventional motor control cannot individually control the power of the drive motor 3. Therefore, it is difficult to fine-tune the skidding or slipping.

[0044] To overcome the above problem, the motor control unit 11, according to the second embodiment, performs a control according to a [missing information] in Fig. The process shown in section 8 is shown. Fig. Figure 8 is a flowchart illustrating the sequence of control by the motor control unit 11 according to the second embodiment.

[0045] Motor control 11 acquires the detected values ​​from speed detectors 7a and 7b (step S11). Next, motor control 11 calculates the rotor positions of drive motors 3a and 3b based on the acquired values ​​from speed detectors 7a and 7b (step S12) and calculates a phase difference between the rotor positions of drive motors 3a and 3b (step S13). Motor control 11 compares the phase difference between the rotor positions calculated in step S13 with a determination threshold (step S14).

[0046] In a case where the phase difference is greater than the determination threshold (step S14, yes), the motor controller 11 executes a second control to adjust the transmission ratio of the continuously variable transmission 26, which is connected to the drive motor 3 whose rotor position fluctuates (step S15). Here, "adjusting the transmission ratio" means adjusting the transmission ratio of the continuously variable transmission 26 in a direction in which the phase difference of the rotor positions decreases. When the processing in step S15 ends, the procedure returns to step S11, and the processing from step S11 onward is repeated.

[0047] If the phase difference is equal to or less than the determination threshold (step S14, No), the procedure returns to the first control described in the first embodiment (step S16). If the processing in step S16 ends, the procedure returns to step S11, and the processing from step S11 onwards is repeated.

[0048] It should be noted that in step S14, a case where the phase difference and the threshold are equal is determined as "No," but the case can also be determined as "Yes." That is, a case where the phase difference and the determination threshold are equal can be determined or evaluated as either "Yes" or "No."

[0049] According to the in Fig. In the control of the sequence shown in Figure 8, the rotor position of the drive motor 3b is controlled in a direction that eliminates a displacement of the rotor position, as shown by the dashed line in section A in Fig. 7 indicated.

[0050] Fig. 9 is a first diagram to illustrate the behavior under the control according to the in Fig. The process shown in section 8. Fig. Figure 9 shows a time-dependent waveform (i.e., the time histories) of the rotor position on both the upper and lower sides, as shown in Fig. 8.

[0051] In Fig. Figure 9, in a section indicated by a dashed ellipse at the bottom, presents an example of a case where wheel 6b, connected to drive motor 3b, experiences wheel slippage. The solid line shows the behavior before control, and the dashed line shows the behavior after control. In a case where wheel 6b slips, the phase difference exceeding the set threshold is generated between the rotor position of drive motor 3b, which drives wheel 6b, and the rotor position of drive motor 3a, which drives wheel 6a. Therefore, by performing the operation described in Figure 9, the following steps are taken: Fig. In the control shown in Figure 8, the transmission ratio of the continuously variable transmission 26b on the side of the drive motor 3b is set and controlled in the direction in which the displacement of the rotor position is eliminated, as indicated by the dashed line. This eliminates the displacement of the rotor position caused by the wheel 6b spinning.

[0052] Fig. 10 is a second diagram illustrating the behavior through the control of the in Fig. 8 depicted river. Fig. Figure 11 is a third diagram to illustrate the behavior under control according to the one in Fig. 8 of the process shown.

[0053] In Fig. Figure 10 shows an example in which wheel 6b, connected to drive motor 3b, slips. The solid line shows the behavior before control, and the dashed line shows the behavior after control. In a case where wheel 6b slips or idles, the phase difference exceeding the set threshold is generated between the rotor position of drive motor 3b, which drives wheel 6b, and the rotor position of drive motor 3a, which drives wheel 6a. Therefore, by performing the operation described in Figure 10, the following is achieved: Fig. In the control shown in Figure 8, the transmission ratio of the continuously variable transmission 26b on the side of the drive motor 3b is set and controlled in the direction in which the displacement of the rotor position is eliminated, as indicated by the dashed line. This eliminates the displacement of the rotor position caused by the sliding of the wheel 6b.

[0054] In Fig. Figure 10 shows an example in which the phase difference is eliminated by increasing the speed of an advancing phase of the rotor position on the side of the drive motor 3b when the phase difference, determined to be slippage, is detected. However, the present disclosure is not limited to this. As shown in Fig. As shown in Figure 11, the phase difference can be eliminated by slowing down the feed phase of the rotor position on the side of the drive motor 3b.

[0055] As described above, according to the second embodiment, the motor control calculates the phase difference of the drive motor's rotor position based on the detected value from the speed detector integrated into the drive motor and executes the second control to adjust the transmission ratio based on this phase difference. The motor control executes the second control when the rotor position phase difference exceeds the set threshold, and the transmission ratio of the continuously variable transmission connected to the drive motor, whose rotor position fluctuates, is adjusted. When the rotor position phase difference is reduced to equal to or less than the set threshold, the process reverts to the first control.According to the first and second control systems, in addition to the effect of the first embodiment, the effect is achieved that any slippage or sliding that may occur due to the difference in wheel diameter can be quickly eliminated.

[0056] Furthermore, the rail vehicle drive system according to the second embodiment can be implemented by installing the device comprising the continuously variable transmission described in the first embodiment on the carriage on which the drive motor is installed, and by installing the motor control described in the second embodiment on the rail vehicle. In a case where the rail vehicle drive system according to the second embodiment is used, the railway operator can benefit from the effect of the second embodiment, namely that slippage or sliding can be quickly eliminated, in addition to the effect of the first embodiment.

[0057] It should be noted that the method according to the second embodiment is particularly effective when the drive motors 3a and 3b are synchronous motors. However, this does not preclude the use of induction motors. Even if the drive motors 3a and 3b are induction motors, it is possible to utilize the effect according to the second embodiment.

[0058] The embodiments described above are examples and can be combined with other known techniques. Furthermore, the embodiments can be combined with one another, and some embodiments or configurations can be partially omitted or modified without departing from the scope of this disclosure. Reference symbol list

[0059] 2a, 2b Opening / closing unit; 3, 3a, 3b Drive motor; 4a, 4b Coupling; 5, 5a, 5b Gear unit; 6, 6a, 6b Wheel; 7, 7a, 7b Speed ​​detector; 10 Train information manager; 11 Motor control; 12 Gear ratio indicator; 20, 20a, 20b Wheel shaft; 22a, 22b Pivot shaft; 24, 24a, 24b Pinion shaft; 26, 26a, 26b Continuously variable transmission; 30 Car; 32 Car frame; 100 Rail vehicle propulsion system; 300 Processor; 302 Memory; 303 Processing circuit; 304 Interface. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2013-258819

[0005]

Claims

[1] Motor control system installed on a rail vehicle and designed to control a plurality of traction motors in common, which exert a tractive force on the rail vehicle and on another rail vehicle pulled by the rail vehicle, wherein the rail vehicle: a continuously variable transmission arranged between the drive motor and a wheel axle of the rail vehicle; and the continuously variable transmission is designed to continuously change a transmission ratio as the ratio of a motor speed, which is a speed of the drive motor, to a wheel speed, which is a speed of a wheel coupled to the wheel shaft, wherein The motor control is designed to perform a first control for setting the transmission ratio to be instructed to the continuously variable transmission, based on wheel diameter information, which is information regarding the lengths of a plurality of wheels in the radial direction. [2] Motor control according to claim 1, wherein in a case where the first control is carried out, a ratio of the transmission ratio is set such that the rotational speeds of the plurality of drive motors become equal. [3] Motor control according to claim 1 or 2, wherein the information about the wheel diameter is stored in the motor control. [4] Motor control according to one of claims 1 to 3, wherein a train information manager configured to manage train information of a train formed from a plurality of rail vehicles is installed on the rail vehicle, and the wheel diameter information is transferred from the train information manager to the motor control and stored in the motor control. [5] Motor control according to any one of claims 1 to 4, wherein the drive motor has a speed detector designed to detect the rotational speed of the drive motor, and the engine control unit is designed to: to calculate a phase difference of the rotor position of the drive motors based on a detected value from the speed detector; and to implement a second control system to adjust the transmission ratio based on the phase difference of the rotor position. [6] Motor control according to claim 5, wherein the engine control unit is designed to: to execute the second control in a case where the phase difference of the rotor position is greater than a determination threshold; and The second control system is used to set a transmission ratio for the continuously variable transmission, which is connected to the drive motor whose rotor position fluctuates. [7] Motor control according to claim 6, wherein if the phase difference of the rotor position falls to or below the determination threshold, the first control is reverted. [8] Railway vehicle propulsion system comprising: a multitude of drive motors installed on a rail vehicle and designed to exert a driving force on the rail vehicle and on any other rail vehicle pulled by the rail vehicle; a motor control system designed to control the multiple drive motors together; and a continuously variable transmission arranged between the drive motor and a wheel axle of the rail vehicle, wherein the continuously variable transmission is designed to change a transmission ratio as a ratio of a motor speed, which is a speed of the drive motor, to a wheel speed, which is a speed of a wheel coupled to the wheel shaft, wherein The motor control is designed to perform a first control for setting the transmission ratio to be instructed to the continuously variable transmission, based on wheel diameter information, which is information regarding the length of the wheel in the radial direction. [9] Railway vehicle drive system according to claim 8, wherein in one case of implementing the first control the motor control is configured to adjust a ratio of the transmission ratio such that the rotational speeds of the plurality of drive motors become equal. [10] Rail vehicle drive system according to claim 8 or 9, wherein the wheel diameter information is stored in the motor control. [11] Railway vehicle propulsion system according to one of claims 8 to 10, wherein a train information manager configured to manage train information of a train formed from a plurality of rail vehicles is installed on the railway vehicle, and the wheel diameter information is transferred from the train information manager to the motor control and stored in the motor control. [12] Railway vehicle propulsion system according to any one of claims 8 to 11, wherein a gear ratio indicator, which is trained to receive information regarding a target value of the gear ratio output by the engine control unit, on which the rail vehicle is installed, and The transmission ratio instructor is designed to instruct the received target value of the transmission ratio to the continuously variable transmission. [13] Railway vehicle propulsion system according to any one of claims 8 to 12, wherein the drive motor has a speed detector designed to detect the rotational speed of the drive motor, and the engine control unit is designed to: to calculate a phase difference of a rotor position of the drive motor based on a detected value from the speed detector; and Implement a second control system to adjust the transmission ratio based on the phase difference of the rotor position. [14] Rail vehicle propulsion system according to claim 13, wherein the engine control unit is designed to: to execute the second control in a case where the phase difference of the rotor position is greater than a determination threshold; and The second control system is used to set a transmission ratio for the continuously variable transmission, which is connected to the drive motor whose rotor position fluctuates. [15] Rail vehicle drive system according to claim 14, wherein when the phase difference of the rotor position falls to or below the determination threshold, the motor control is configured to return to the first control.

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