Vehicle control device, vehicle control method, and vehicle control system

Abstract

To provide a vehicle control device, a vehicle control method, and a vehicle control system that can suppress wheel slippage in response to various road surface conditions. [Solution] A vehicle control device comprising: a first limiting unit that limits the first driving force to the first axle in order to make the first wheel, which is located on the first axle as an axle connected to a drive unit that generates a driving force to drive the vehicle, adhere to the first wheel; and a second limiting unit, a torque limiting unit 32, that limits the second driving force to the second axle at the point where the first driving force is limited in order to make the second wheel, which is located on the second axle, which is an axle located behind the first axle in the direction of travel of the vehicle, adhere to the second wheel, wherein the frequency of torque reduction and increase during re-adhesion control of the second axle performed by the second limiting unit is faster, the second limiting unit estimates the adhesion limit line at the point based on the limited first driving force, and limits the second driving force based on the limit line.

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control system. In particular, the present invention relates to a vehicle control device, a vehicle control method, and a vehicle control system that can be suitably used to restore the adhesion of wheels when wheel slippage or skidding occurs. [Background technology]

[0002] In railway vehicles and other similar vehicles, the torque of a rotating electric motor rotates the drive wheels, and the tangential force generated on the wheels as a reaction force from the rails on the wheel treads accelerates the vehicle. This tangential force fluctuates depending on the tangential force coefficient μ, which represents the adhesion between the wheel and the rail. If the torque of the wheel becomes greater than the tangential force, the force accelerating the vehicle remains small, while only the force rotating the wheel increases, resulting in wheel slippage or skidding (hereinafter abbreviated as "slippage and skidding"). In particular, slippage and skidding are more likely to occur in rainy or snowy conditions because the adhesion coefficient decreases significantly.

[0003] If this wheel slippage expands, it can lead to problems such as a decrease in the vehicle's acceleration and deceleration performance, and a reduction in ride comfort due to large fluctuations in tangential force causing body vibrations. Therefore, wheel slippage re-adhesion control, which quickly detects wheel slippage between the wheel and rail and reduces the torque of the rotating electric motor to re-adhere the wheel to the rail, is widely used.

[0004] Patent Document 1 discloses the provision of multiple power distribution patterns as a pattern table. The power distribution pattern is determined so that the output of the power unit corresponding to the front wheels, which are prone to slipping or skidding, is reduced, and the reduction is compensated for by other power units. Based on the information on slipping or skidding of the wheels during operation obtained from the slipping and skidding detector, the selection means selects one power distribution pattern. The drive unit determines the control output to the corresponding power unit based on the driving command and the power distribution pattern selected by the selection means.

[0005] Patent Document 2 discloses that when slippage occurs, re-adhesion control is performed on the first axle that slipped, and slippage induction suppression control is performed on each of the other second to fourth axles. In the slippage induction suppression control, the torque of the target axle is changed in synchronization with the torque reduction by the re-adhesion control. The torque change amount Δτeb is determined based on the acceleration α of the slipping axle during slippage and a predetermined coefficient k. The coefficient k is determined based on whether it is slipping or sliding, and the positional relationship between the target axle and the slipping axle within the vehicle. For example, in the case of slippage during powering, if the target axle is the axle behind the slipping axle, the amount of change is determined as a torque reduction, and if it is the axle in front, the amount of change is determined as a torque increase. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2006-304464 [Patent Document 2] Japanese Patent Publication No. 2009-290954 [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] In wheel slip re-adhesion control, abrupt torque control offers the advantage of quickly resolving wheel slip, but the abrupt fluctuations in tangential force result in vehicle vibration and a deterioration of ride comfort. On the other hand, gradual torque control increases the amount of wheel slip, lengthening the time required to reduce torque and re-adhere, leading to a decrease in acceleration. Thus, in torque control during re-adhesion control after detecting wheelslip, it is difficult to achieve both reduced vehicle vibration and improved acceleration simultaneously; there is a trade-off relationship. Therefore, it is desirable to suppress the occurrence of wheelslip itself. In this regard, it is desirable to suppress wheelslip in response to the complex changes in road surface conditions depending on the driving section. The present invention aims to provide a vehicle control device, a vehicle control method, and a vehicle control system that can suppress wheel slippage in response to various road surface conditions. [Means for solving the problem]

[0008] To solve the above problems, the present invention provides a vehicle control device comprising: a first limiting unit that limits the first driving force applied to the first axle in order to make the wheels on the first axle, which is an axle connected to a drive unit that generates a driving force to drive a vehicle, adhere to the first axle; and a second limiting unit that limits the second driving force applied to the second axle based on the limited first driving force when the wheels on the first axle slip or slide, in order to make the wheels on the second axle, which is an axle located behind the first axle in the direction of travel of the vehicle, adhere to the second axle, wherein the frequency of repeated torque reduction and lifting during re-adhesion control of the first axle performed by the first limiting unit is faster than the frequency of repeated torque reduction and lifting during re-adhesion control of the second axle performed by the second limiting unit.

[0009] Furthermore, the present invention is a vehicle control method in which, in order to make the wheels on the first axle, which is an axle connected to a drive unit that generates a driving force to drive the vehicle, adhere, a first driving force is limited to the first axle, and in order to make the wheels on the second axle, which is an axle located behind the first axle in the direction of travel of the vehicle, adhere, a second driving force is limited to the second axle based on the limited first driving force when the wheels on the first axle slip or slide occurs, and the frequency of repeated torque reduction and lifting during re-adhesion control of the first axle is faster than the frequency of repeated torque reduction and lifting during re-adhesion control of the second axle.

[0010] Furthermore, the present invention is a vehicle control system comprising: a drive unit that generates a driving force to drive a vehicle; wheels that propel the vehicle forward by the driving force from the drive unit; and a control device that controls the adhesion of the wheels, wherein the control device comprises: a first limiting unit that limits a first driving force to the first axle in order to adhere the wheels disposed on the first axle, which is an axle connected to the drive unit; and a second limiting unit that limits a second driving force to the second axle based on the limited first driving force when slippage or skidding occurs of the wheels disposed on the first axle, in order to adhere the wheels disposed on the second axle, which is an axle located behind the first axle in the direction of travel of the vehicle, wherein the frequency of repeated torque reduction and lifting during re-adhesion control of the first axle performed by the first limiting unit is faster than the frequency of repeated torque reduction and lifting during re-adhesion control of the second axle performed by the second limiting unit. [Effects of the Invention]

[0011] According to the present invention, it is possible to provide a vehicle control device, a vehicle control method, and a vehicle control system that can suppress wheel slippage in response to various road surface conditions. [Brief explanation of the drawing]

[0012] [Figure 1] (a) and (b) are block diagrams showing the overall configuration of the vehicle control system in this embodiment. [Figure 2] This figure shows an example of a schematic configuration of a drive unit. [Figure 3] This diagram shows the functional blocks of the equations of motion for a vehicle and one drive axle. [Figure 4] This figure shows the relationship between the slip speed between the wheel and the rail and the tangential force coefficient. [Figure 5] This diagram shows wheel slippage during vehicle acceleration and regenerative braking. [Figure 6] (a) to (m) are schematic diagrams illustrating the operation of suppressing the occurrence of slippage by this embodiment. [Figure 7] This diagram shows an example of a vehicle position calculation unit. [Figure 8] This figure shows a modified version of the vehicle position calculation unit. [Figure 9] This figure shows a modified version of the vehicle position calculation unit. [Figure 10] This figure shows an example of a torque command value held by the torque information calculation unit. [Figure 11] This figure shows an example of the history of generated torque information. [Figure 12] This diagram shows an example of the configuration of the torque limiting unit. [Figure 13] This figure shows a modified example of the torque limiting section. [Figure 14] This diagram shows the adjustment gain for the set value. [Figure 15] This figure shows an overview of the operating waveform when this embodiment is applied. [Figure 16] This figure shows an overview of the operating waveform when this embodiment is applied. [Figure 17] This figure shows an overview of the operating waveform when a modified version of this embodiment is applied. [Figure 18] This figure shows an overview of the operating waveform when a modified version of this embodiment is applied. [Figure 19] This figure shows an example of how this embodiment can be applied to a vehicle configuration. [Figure 20] This figure shows a first modified example in which this embodiment is applied to the train formation. [Figure 21] This figure shows a second modified example in which this embodiment is applied to the train formation. [Figure 22] This figure shows a modified example of a control device to which the configuration of Figure 21 is applied. [Figure 23] This figure shows an example of the torque information history when the configuration shown in Figure 21 is applied. [Figure 24] This figure shows an example of how this embodiment can be applied to multiple train sets running on a railway. [Figure 25] This figure shows an overview of the operating waveform when this embodiment is applied. [Figure 26]This figure shows an overview of the operating waveform when this embodiment is applied. [Figure 27] This diagram shows an example of using a synchronous machine as a rotating electric machine. [Figure 28] This diagram shows an example of a rotating electric machine using an induction motor. [Figure 29] Figures (a) and (b) show a comparison of the history of torque information generated in the first embodiment and the history of torque information generated in the second embodiment. [Figure 30] Figures (a) and (b) show a comparison of the history of torque information generated in the first embodiment and the history of torque information generated in the third embodiment. [Modes for carrying out the invention]

[0013] [First Embodiment] The embodiments of the present invention will be described in detail below with reference to the attached drawings. First, a first embodiment of the vehicle control system will be described. In the first embodiment, slippage of the wheels of the front axle, which are located in front of the direction of travel of the vehicle, is detected. When the wheels of the rear axle, which are located behind the front axle, reach the same location where the wheels of the front axle are slipping, the torque applied to the rear axle is limited to suppress slippage of the wheels of the rear axle.

[0014] <Description of the overall configuration of the vehicle control system 100> Figures 1(a) and 1(b) are block diagrams showing the overall configuration of the vehicle control system 100 in this embodiment. Figure 1(a) shows a case where multiple vehicles 20 are coupled together and running as a railway vehicle. These vehicles 20 move along the rails 22 in the left direction in the figure. Furthermore, the vehicle 20 is equipped with a bogie 23, and the bogie 23 is fitted with wheels 21. A rotating electric motor 4 is connected to each axle of the wheel 21 via gears. The rotating electric motor 4 is an example of a drive unit that generates the driving force to drive the vehicle 20, and is, for example, an AC motor that operates using alternating current. Furthermore, the vehicle 20 is equipped with a drive unit 1. The drive unit 1 applies three-phase alternating current to the rotating electric machine 4 to drive the rotating electric machine 4. The drive unit 1 includes a control device 2 that controls a voltage output device 3 and a voltage output device 3 that generates three-phase alternating current. Furthermore, the vehicle 20 is equipped with a higher-level control device 50 of the control device 2. The higher-level control device 50 is, for example, a driver's cab monitoring device or a transmission device.

[0015] In Figure 1(a), the vehicle 20, which is equipped with a rotating electric motor 4 and outputs power, is referred to as M (motorized vehicle). Let's define a vehicle as a M car, and the vehicle 20 towed by the M car as a T car (Trailer Car). Here, the leading vehicle 20 is the T car, and the second vehicle 20 is the M car. In this explanation, the axles of the wheels 21 on the M car are defined as axle 1 211, axle 212, axle 3 213, and axle 4 214, starting from the front side in the direction of travel A of the vehicle 20. Furthermore, below, axle 1 may be referred to as the front axle, and axles 2-4 may be referred to as the rear axles, as they are located behind the front axle. In the drive unit 1, the voltage output device 3 applies a three-phase AC voltage to the rotating electric machine 4 based on a switching command from the control device 2. At this time, the drive unit 1 generates the three-phase AC voltage using the drive circuit and main circuit included in the voltage output device 3. In the rotating electric machine 4, a drive current flows when a three-phase AC voltage is applied from the voltage output device 3, generating rotational torque. The wheels 21 rotate due to the rotational torque of the rotating electric motor 4, and the tangential force generated on the wheels 21 as a reaction force received by the wheel tread from the rail 22 transmits force to the bogie 23, accelerating the vehicle 20. In this case, it can also be said that the wheels 21 propel the vehicle 20 forward due to the driving force from the rotating electric motor 4.

[0016] The control device 2 is an example of a vehicle control device, and in this embodiment, it controls the wheels 21 to adhere to the rails 22. The control device 2 implements a control program for driving the rotating electric machine 4 connected as a load. Here, as shown in Figure 1(b), the control device 2 includes a running position calculation unit 30, a torque information calculation unit 31, and a torque limiting unit 32 as means for operating with maximum force while preventing slippage of the rear axle.

[0017] The driving position calculation unit 30 calculates the driving position of each axle based on information such as the speed of the vehicle 20 (vehicle speed) and the peripheral speed of the wheels 21 (wheel peripheral speed). Here, a driving position calculation unit 30 is provided for each of the 1st to 4th axles. In Figure 1(b), these are shown as driving position calculation unit (1st axle) 30-1, driving position calculation unit (2nd axle) 30-2, driving position calculation unit (3rd axle) 30-3, and driving position calculation unit (4th axle) 30-4, respectively. The torque information calculation unit 31 outputs a history R1 of torque information during slippage of one axle located on the front side of the vehicle 20 in the direction of travel A. The torque limiting unit 32 takes as input the torque information history R1 of the first axle located on the front side of the vehicle 20 in the direction of travel A, and the travel position calculation results of the second to fourth axles calculated by the travel position calculation unit 30, and sets the torque limit value τ of the second to fourth axles located on the rear side of the vehicle 20 in the direction of travel A. m_2 ** ~τ m_4 ** The output is as follows. Here, the torque limiting unit 32 is provided for each of the 2nd to 4th axes. In Figure 1(b), these are shown as torque limiting unit (2nd axis) 32-2, torque limiting unit (3rd axis) 32-3, and torque limiting unit (4th axis) 32-4, respectively.

[0018] <Explanation of the general configuration of the drive unit 1> Figure 2 shows an example of the schematic configuration of the drive unit 1. As explained in Figure 1(a), the drive unit 1 includes a control device 2 and a voltage output device 3. Although not part of the drive unit 1, a synchronous motor 4a and a current detector 5 are also shown together as a rotating electric machine 4.

[0019] The functional modes of the components included in the control device 2 will be described below. However, FIG. 2 shows the configuration for controlling one of the axles 1 to 4, which are the driving axles. Therefore, for example, in the case of driving four axles in a 1C1M configuration, although the illustration is omitted, there are three other components with the same configuration. Note that in FIG. 2, only the minimum necessary functional blocks for the first embodiment are shown. For example, for a power converter composed of drive transistors such as IGBTs (Insulated Gate Bipolar Transistors), power devices such as diodes, and the control configuration for this power converter, etc., they are shown in a block diagram as the voltage output device 3, and detailed illustration is omitted.

[0020] Also, as the rotating electrical machine 4, in FIG. 2, a synchronous machine (synchronous motor) 4a is used, but as shown in FIG. 28 to be described later, an induction machine (induction motor) 4b or the like other than the synchronous machine may also be used. The current detector 5 is composed of a hall CT (Current Transformer) or the like, and detects the waveforms of the three-phase currents i u , i v and i w flowing through the synchronous machine 4a. However, it is not necessarily required for the current detector 5 to detect all three-phase currents. It is also possible to detect any two of the three phases, and assume that the remaining one phase is in an equilibrium state of the three-phase currents and obtain it by calculation.

[0021] The control device 2 includes a torque command calculation unit 11, a torque limit unit 32, a torque information calculation unit 31, a traveling position calculation unit 30, a current command calculation unit 10, a current detection coordinate conversion unit 8, a current control unit 9, a voltage command coordinate conversion unit 12, a PWM control unit 7, a phase synchronization control unit 14, a wheel spin / slip detection determination unit 15, and a phase calculation unit 13.

[0022] The torque command calculation unit 11 outputs a torque command value τ m * in response to an operation command from the upper control device 50. The torque limiting unit 32 performs calculations only when the controlled axis is a rear axis (axis 2-4), and does not perform calculations when it is a front axis (axis 1). Based on the travel position x of the axis and the history R1 of torque information calculated for the front axis (axis 1), the torque command value τ is calculated. m * The torque command value (after limitation) is limited τ m ** Outputs. The torque information calculation unit 31 performs calculations only when the controlled axis is the front axis (axis 1), and does not perform calculations when the axis is the rear axis (axis 2 to 4). The torque command value τ is calculated at the timing when the slip-and-slip detection flag is activated relative to the travel position x of the axis, or at the timing when torque is restored after re-adhesion is completed. m * It holds. As described above, the driving position calculation unit 30 calculates the driving position x of each axle based on information such as vehicle speed and wheel circumferential speed.

[0023] The current command calculation unit 10 calculates the torque command value τ m ** For this purpose, the current command value i of the dq axis is required to obtain a predetermined torque. d * i q * Outputs. The current detection coordinate transformation unit 8 processes the three-phase current i of the synchronous machine 4a detected by the current detector 5. u i v and i w The control device 2 recognizes the estimated d-axis phase θ. dc Using this method, the dq coordinates are converted to the dq coordinate system, and the detected dq axis current value (i df and i qf ) is output to the current control unit 9. The current control unit 9 controls the dq-axis voltage command value v by using PI (Proportional-Integral) control or the like so that the current deviation between the dq-axis current detection value output by the current detection coordinate transformation unit 8 and the dq-axis current command value output by the current command calculation unit 10 becomes zero. d * , v q * Generate and output the following. The voltage command coordinate transformation unit 12 converts the dq axis voltage command value v output by the current control unit 9. d * , v q * and d-axis estimated phase θ dc Using this, the 3-phase AC voltage command value v u * , v v * and v w * Outputs. The PWM control unit 7 receives the three-phase AC voltage command value v output by the voltage command coordinate conversion unit 12. u * , v v * and v w * Based on this, a switching command Cs of PWM voltage (Pulse Width Modulation) is output to the voltage output device 3.

[0024] The phase-synchronization control unit 14 receives phase deviation information Δθ c Based on this, this phase deviation information Δθ c Set the angular velocity estimate ω to zero r ^ Outputs. Note that the phase deviation information Δθ c The d-axis estimated phase θ is dc and the rotor phase θ of the synchronous machine 4a d This shows the difference. Here, the phase deviation information Δθ c This is the estimated phase deviation Δθ obtained by sensorless control. est Although not shown in the diagram, the phase detection value θ is obtained by a resolver, etc. r Using the information, estimate the d-axis phase θ dc The difference is calculated to obtain the phase deviation information Δθ c Either of these configurations is acceptable. Also, the estimated phase deviation Δθ est Methods for determining this include, for example, estimating it based on the high-frequency current detection value when a high-frequency voltage is superimposed in the low-speed range, and estimating it using the induced voltage of the synchronous machine 4a in the high-speed range.

[0025] The slip-and-slip detection and determination unit 15 receives the angular velocity estimate ω output from the phase-synchronization control unit 14. r ^ The derivative value (detected by acceleration) and the angular velocity estimate ω r ^ and vehicle speed v b Based on the difference value (detection by differential speed), etc., the system detects wheel slip and outputs a wheel slip detection signal Sk to the torque command calculation unit 11. When the torque command calculation unit 11 receives the wheel slip detection signal Sk, it quickly calculates the torque command value τ m * By narrowing the torque, the slippage that occurs between the drive wheel 21 and the rail 22 is contained, and the wheel 21 is re-adhered to the rail 22. In order to prevent a decrease in the acceleration and deceleration of the vehicle 20, the torque is quickly restored after the re-adhesion is complete. The phase calculation unit 13 receives the angular velocity estimate ω output from the phase synchronization control unit 14. r ^ The d-axis estimated phase θ is obtained by integrating the result. dc Outputs.

[0026] Figure 3 shows the functional blocks of the equations of motion for vehicle 20 and one drive axle. Here, the motor torque τ of the rotating electric machine 4. m The equations of motion for the vehicle 20 and the rotating electric machine 4 are shown in a block diagram. Here, the case considering adhesion due to the tangential force coefficient μ between the drive wheel 21 and the rail 22 is shown. The force F1 that rotates the wheel 21 is the wheel torque T W and tangential force torque T L The difference determines the angular velocity ω of wheel 21. m It is output as follows. Also, the force F2 that accelerates vehicle 20 is the tangential force and the running resistance F d Determined by the difference, vehicle speed v b This is how it is output. The force F1 that rotates the wheel 21 and the force F2 that accelerates the vehicle 20 will change according to the tangential force coefficient μ.

[0027] Figure 4 shows the slip speed v between the wheel 21 and the rail 22. s This figure shows the relationship between the tangential force coefficient μ. In Figure 4, the horizontal axis represents the slip velocity v. s The vertical axis represents the tangential force coefficient μ. The tangential force coefficient μ is the slip speed v, which is the difference between the wheel circumferential speed and the vehicle speed. s It changes depending on the slip velocity v. In other words, the tangential force coefficient μ is equal to the slip velocity v. s As v increases from 0, it increases up to the inflection point Ph, but beyond the inflection point Ph, the slip velocity v s This decreases. Also, in the region below the inflection point Ph, the wheel 21 and the rail 22 are in a state of adhesion Jn, but after the inflection point Ph, the wheel 21 and the rail 22 are in a state of slippage Jk. Furthermore, as shown in the figure, in rainy weather (Rain), the tangential force coefficient μ decreases compared to sunny weather (Fine), making wheel slippage more likely. It is known that the tangential force coefficient μ changes not only due to rain, but also due to oil, fallen leaves, and dust on the rail surface. It is also known that the tangential force coefficient μ changes when the flange portion of the wheel 21 is pressed against the side of the rail 22 while running in curved sections, and that it also changes depending on the gradient and vehicle speed.

[0028] Figure 5 shows the wheel slippage of vehicle 20 during power application and regeneration. In Figure 5, the horizontal axis represents time t, and the vertical axis represents the speed v of the wheels 21 and the vehicle 20. car , v s This represents the rotational speed of wheel 21, and the dotted line represents the speed of vehicle 20. As shown in Figure 4, when the tangential force coefficient μ decreases due to the effects of rain, etc., the force accelerating the vehicle 20 shown in Figure 3 remains small, while only the force rotating the wheels 21 increases, resulting in a slip velocity v s The slip speed v increases. Then, when the inflection point Ph of the tangential force coefficient μ shown in Figure 4 is exceeded, wheel slip occurs in wheel 21. In Figure 5, this is illustrated by the peak indicated as "slip P1". As shown in Figure 4, after exceeding the inflection point Ph, the tangential force coefficient μ increases. sBecause it has a negative slope relative to this, once slippage occurs, it will continue to increase in the direction of expansion. The above is an explanation for powered operation T1, but during regeneration T2, skidding occurs. In Figure 5, this is illustrated by the peak indicated as "Skidding P2".

[0029] If this slippage expands, it will cause a problem of reduced acceleration and deceleration performance of the vehicle 20. In addition, large fluctuations in tangential force will cause large fluctuations in the force accelerating the vehicle 20 as shown in Figure 3, resulting in vehicle vibration and a decrease in ride comfort. For this reason, it is necessary to quickly detect the slippage occurring between the wheel 21 and the rail 22 and reduce the torque of the rotating electric machine 4 to re-adhere the wheel 21 to the rail 22.

[0030] <Explanation of the configuration to prevent slippage on the rear axle> The following describes the configuration that prevents slippage on the rear axle using the travel position and torque information of the front axle, which is the key point of this embodiment.

[0031] Figures 6(a) to 6(m) are schematic diagrams illustrating the operation of suppressing the occurrence of slippage by this embodiment. Here, we will explain using an example where the adhesion coefficient decreases in some sections of the route while vehicle 20 is in motion. When vehicle 20 accelerates from a standstill and passes through a section where the adhesion coefficient of the rail surface is reduced, wheel slip will be detected first on the front axle (1 axle) relative to the direction of travel of vehicle 20. The occurrence of wheel slippage on the front axle (1 axle) means, as explained in Figures 3 to 5, that the torque on the front axle (1 axle) was excessively greater than the maximum adhesion force during this travel section. In other words, if the rear axles (2 to 4 axles) are operated with the same torque as the front axle (1 axle) when passing through the same travel section, there is a high probability that wheel slippage will similarly occur on wheel 21.

[0032] Therefore, the inventors decided to consider the function of each axis relative to the direction of travel of the vehicle 20 separately. The forward axle (1 axle) in the direction of travel of the vehicle 20 is treated as a sensor to detect the condition of the rail surface, thereby detecting the section of travel where the tangential force is reduced and the motor torque (maximum adhesion) that can be output in that section of travel. Then, on the rear axles (2nd to 4th axles) in the direction of travel of the vehicle 20, the torque is controlled to an appropriate magnitude in an appropriate travel section based on the detection information from the front axle (1st axle). As a result, while the front axle (1st axle) may experience slippage and repeatedly undergo re-adhesion control, the rear axles (2nd to 4th axles) can prevent slippage from occurring altogether and can be driven near the maximum adhesion force. This results in reduced vehicle vibration and improved acceleration.

[0033] As explained in Figure 4, the tangential force coefficient μ changes in a complex manner due to various factors. These include long-term factors such as season and weather, as well as short-term factors that change moment by moment during operation, such as curves, gradients, rail joints, and lubrication devices. In particular, it is difficult to respond immediately to the latter short-term factors using conventional methods such as those based on the number of past detections or modeling based on theory or past experimental data. For this reason, the inventors considered using the forward axis (1 axis) to grasp the latest road surface conditions.

[0034] To explain this in detail using Figure 6, it is as follows. Note that in Figures 6(b) to (m), the horizontal axis represents time t. Here, in the vehicle 20 with the configuration shown in Figure 6(a), the vehicle speed v is as shown in Figure 6(b). car When the frequency increases, Figure 6(c) shows the case where slippage is detected on the front axle (1 axle 211). In Figure 6(c), the 1 axle rotation frequency Rf1 increases at time t1, and as a result, the slippage detection determination unit 15 (see Figure 2) detects that slippage has occurred on the wheel 21 of the front axle (1 axle 211). Furthermore, as shown in Figure 6(e), the times at which each rear axle (2 axle 212 to 4 axle 214) reaches the travel position x1 where the front axle (1 axle 211) is detected to be slipping are shown as time t2, time t3, and time t4, respectively. In this case, as shown in FIGS. 6(f) to 6(i), it is considered that the adhesion coefficients Nk1 to Nk4 of the front axle (1st axis 211) and the rear axles (2nd axis 212 to 4th axis 214) change as shown over time. That is, at time t1, the adhesion coefficient Nk1 of the front axle (1st axis 211) decreases, and at times t2, t3, and t4, the adhesion coefficients Nk2 to Nk4 of the respective rear axles (2nd axis 212 to 4th axis 214) decrease.

[0035] Then, as shown in FIG. 6(j), the torque command calculation unit 11 (see FIG. 2) restricts the torque command value τ of the front axle (1st axis 211) m * to re-adhere the wheel 21 to the rail 22. Then, after the re-adhesion is completed, the torque command calculation unit 11 quickly restores the torque. Also, the torque limiter 32 (see FIG. 2) restricts the torque command value τ based on the history of the torque information calculated for the front axle (1st axis 211) m * and outputs the torque command value (after restriction) τ m ** Actually, as shown in FIGS. 6(k) to 6(m), the torque limiter 32 restricts the torque command value τ of each of the rear axles (2nd axis 212 to 4th axis 214) at times t2, t3, and t4. m * Then, the torque limiter 32 outputs the torque limit values τ of the 2nd to 4th axes m_2 ** ~τ m_4 ** . As a result, in the rear axles (2nd axis 212 to 4th axis 214), the wheelspin of the wheel 21 can be suppressed. Here, as shown in FIG. 6(d), it can be seen that the rotational frequencies Rf2 to Rf4 of the 2nd to 4th axes do not increase at times t2, t3, and t4, and no wheelspin occurs in the wheel 21.

[0036] In this case, in order to adhere the first wheel (in this case, the wheel 21 arranged on the front axle (1st axis 211)) arranged on the first axle, which is the axle connected to the rotary electric machine 4 that generates the driving force for driving the vehicle 20, to the first axle, the first driving force for the first axle (in this case, the torque command value τm * It functions as a first limiting unit that limits the torque command value τ. In this case, the first driving force after limitation is the torque command value after limitation τ. m * It corresponds to.

[0037] Furthermore, the torque limiting unit 32 limits the first driving force at the point where it limits the first driving force to adhere to the second axle (in this case, the second wheel (in this case, the wheel 21)))) which is the wheel located rearward of the first axle relative to the direction of travel of the vehicle 20) from the first axle), in the second axle (in this case, the torque command value τ) m * It functions as a second limiting unit that limits the torque command value (after limiting). In this case, the second driving force after limiting is the torque command value (after limiting) τ. m ** It corresponds to.

[0038] The point at which the first driving force is limited is the point where the first wheel slips or slides. At this point, when the first wheel slips or slides, the torque command calculation unit 11 limits the first driving force, and the torque limiting unit 32 limits the second driving force at the point where the first wheel slips or slides. This suppresses the slipping or sliding of the wheels 21 arranged on the rear axles (axles 212 to 4214).

[0039] Next, we will describe a configuration that calculates the travel position for limiting torque in an appropriate travel section based on detection information from the front axle (1 axle 211). Here, the travel position calculation unit 30 calculates the travel position of the rear axles (2 axles 212 to 4 axles 214) with the front axle (1 axle 211) as the reference. When the travel position of the rear axles (2 axles 212 to 4 axles 214) reaches the point where slippage occurs in the wheels 21 on the front axle (1 axle 211), the torque limiting unit 32 limits the driving force applied to the rear axles (2 axles 212 to 4 axles 214).

[0040] Figure 7 shows an example of the travel position calculation unit 30. The driving position calculation unit 30 calculates the vehicle speed vcar The integral (shown as "1 / s" in the diagram) is used to calculate the relative travel positions x2 to x4 of the rear axles (2 to 4) relative to the front axle (1 axle). Vehicle speed v car The vehicle speed information, including the values ​​received from the higher-level control unit 50 (see Figure 1) of the control unit 2, is used. Therefore, in this case, the driving position calculation unit 30 determines the driving position by the distance traveled. Alternatively, the driving position calculation unit 30 can also determine the driving position by the time it takes to reach this position. In either case, the torque limiting unit 32 determines the location where the first wheel slips or slides by the distance between the front axle (1st axle) and the rear axles (2nd to 4th axles) x 12 , distance x between axis 1 and axis 3 13 , distance x between axis 1 and axis 4 14 ) and the speed of vehicle 20 (vehicle speed v car This can be determined by the running position obtained based on ). In this case, the location where the first wheel slipped or skidded can be easily calculated.

[0041] Figures 8 and 9 show modified examples of the travel position calculation unit 30. Figure 8 shows a modified example of the running position calculation unit 30, namely the running position calculation unit 30a. The running position calculation unit 30a calculates the peripheral speed v of each wheel 21 of the 1st to 4th axles. w1 ~v w4 After correcting for the effect of the difference in wheel diameter (shown as "Hs" in the figure), the integral (shown as "1 / s" in the figure) is performed to find the relative running positions x2 to x4 of the rear axles (axles 2 to 4) with respect to the front axle (axle 1). In Figure 8, the peripheral speed of each wheel 21 of axles 1 to 4 is the peripheral speed of axle 1 v W1 , 2-axis peripheral speed v W2 , 3-axis circumferential velocity v W3 , 4-axis peripheral speed v W4 This is illustrated in the diagram. By correcting for the difference in wheel diameter, the travel position can be determined with greater accuracy.

[0042] Figure 9 shows a modified version of the running position calculation unit 30, namely the running position calculation unit 30b. The running position calculation unit 30b calculates the minimum value of the peripheral speed of each wheel 21 on the rear axles (2-4 axles), excluding the front axle (1 axle) which is slipping and sliding, after correcting for the effect of the difference in wheel diameter (shown as "Hs" in the figure). Then it integrates the minimum value (shown as "1 / s" in the figure) to calculate the relative running positions x2-x4 of the rear axles (2-4 axles) with respect to the front axle (1 axle). In Figure 9, the peripheral speeds of each wheel 21 on the 2-4 axles are shown as follows: 2 axle peripheral speed v W2 , 3-axis circumferential velocity v W3 , 4-axis peripheral speed v W4 This is illustrated in the diagram. In the example above, the driving position is determined by the vehicle speed v. car This was obtained by integrating, but if the control device 2 can receive information corresponding to the driving position directly from the higher-level control device 50, this can be used instead.

[0043] Next, we will describe a configuration that calculates the outputtable motor torque (maximum adhesion force) at the travel position from the detection information of the front axis (1 axis). Here, first, the torque information calculation unit 31 calculates the history of torque information with respect to the travel position when slippage is detected on the front axis (1 axis).

[0044] Figure 10 shows an example of a torque command value held by the torque information calculation unit 31. In Figure 10, the horizontal axis represents time t, and the vertical axis represents the torque τ1 of the forward axis (axis 1). On the front axle (1 axle), slippage occurs when the torque command value exceeds the maximum adhesion force. In this case, the torque command value (after operation by re-adhesion control) is shown by the solid line τ m ** The original torque command value (torque command value τ) is shown by the dotted line on the top. m *) is limited to the following. The torque command value is then adjusted to follow the adhesion limit line Ln shown by the lower dotted line, and the torque reduction by re-adhesion control and the torque recovery operation after re-adhesion is completed (an operation that attempts to return the torque command to the original torque command value) are repeated. In Figure 10, the points indicated by ▲ are the timing for holding the torque command value. The torque at the time of slippage is then held and treated as torque information. At this time, if the adhesion limit line (maximum adhesion force) changes due to a change in the road surface condition, the magnitude of the torque command value at which slippage occurs also changes accordingly, as shown in the figure. In this case, as shown in the figure, the torque command value at the time of slippage detection is the maximum adhesion torque for this driving position. The torque information calculation unit 31 then generates a history of torque information for the driving position based on the torque command value at the time of slippage detection.

[0045] Figure 11 shows an example of the history of generated torque information. In Figure 11, the horizontal axis represents the travel position x, and the vertical axis represents the torque information τi. Here, the white dots indicate the locations where the torque information calculation unit 31 performs calculations as part of the torque information history. Specifically, these white dots show the relationship between the travel position where slippage was detected and the torque command value at that travel position. The torque information history obtained using the method described in Figure 10 is treated, for example, as table data for the driving position. The torque information history only needs to represent the relationship between the driving position and the torque information, and can be handled by encapsulating it in a function or other means. Here, the torque information history will be referred to as the "torque limit table" below. The line connecting the white dots represents the torque limit value. In other words, Figure 11 can be said to be a diagram representing the torque limit value for the driving position.

[0046] Furthermore, as explained below, the torque limiting unit 32 uses the torque limiting table 40 to determine the torque command values ​​for the rear axes (2nd to 4th axes) so that they are less than or equal to the torque limit value. Figure 12 shows an example of the configuration of the torque limiting unit 32. The torque limiting unit 32 limits the torque command value of the rear axle (2nd to 4th axle) so that it is less than or equal to the torque limit value determined in the torque limiting table 40. Here, the torque limiting unit 32 controls the torque command value τ according to the travel position. m * This shows the case where the torque is limited using the torque limiting table 40. Here, the travel positions of each rear axis (axis 2 to 4) are shown as 2-axis travel position x2, 3-axis travel position x3, and 4-axis travel position x4, respectively. The torque command value τ m * For each of the rear axes (2 to 4 axes), the 2-axis torque limit value τ m_2 ** , 3-axis torque limit value τ m_3 ** , 4-axis torque limit value τ m_4 ** The torque limiting unit 32 is limited to the first driving force (in this case, the torque command value τ after limitation). m * Based on ), the second driving force (in this case, torque command value τ m * ) is limited. At this time, the torque limiting unit 32 limits the first driving force (in this case, the torque command value τ after limitation). m * The torque limit value determined by the history of the second driving force after the limit (in this case, the torque command value (after the limit) τ) is set as the upper limit. m ** ) is determined. Here, the second driving force after the limit is the two-axis torque limit value τ. m_2 ** , 3-axis torque limit value τ m_3 ** , 4-axis torque limit value τ m_4 ** It corresponds to. In this way, by using the travel position and torque information history obtained from the front axle (1st axle), it is possible to prevent slippage of the rear axles (2nd to 4th axles) while operating near the maximum adhesion torque.

[0047] Figure 13 shows a modified example of the torque limiting section 32. Figure 13 shows a modified torque limiting unit 32a as an example of the torque limiting unit 32. Compared to the case in Figure 12, the illustrated torque limiting unit 32a includes a torque limit value adjustment unit 33. The torque limit value adjustment unit 33 has a smoothing filter 41 and an adjustment gain 42.

[0048] The smoothing filter 41 controls the limited first driving force (in this case, the limited torque command value τ). m * The torque limiting section 32a then smooths the second driving force. The torque limiting value is set to the two-axis torque limiting value τ. m_2 ** , 3-axis torque limit value τ m_3 ** , 4-axis torque limit value τ m_4 ** We seek. The smoothing filter 41 is, for example, a low-pass filter. The smoothing filter 41 can suppress vehicle body vibrations caused by sudden changes in the torque limit value.

[0049] The adjustment gain 42 compensates for differences that may occur between the front axle (1) and the rear axles (2-4), such as the drainage of fallen leaves and moisture from the rail 22 due to the passage of the front axle (1), and the difference in axle load between the front axle (1) and the rear axles (2-4). The adjustment gain 42 can be corrected for each axle using the adjustment gain G of a set value as shown in Figure 14. Figure 14 shows the values ​​of the adjustment gain G for each rear axle (2-4 axle 212-214) when the front axle (1-4 axle 211) is set to 1.0. In the torque limiting unit 32, the torque command value is obtained by multiplying the limited torque by the value of the adjustment gain 42. In this way, the torque limiting unit 32a limits the first driving force (in this case, the torque command value after limitation τ). m * The torque limiting unit 32a is adjusted by an adjustment gain determined for each rear axis (axis 212 to axis 4214) and then the second driving force is limited. The torque limiting unit 32a sets the torque limiting value to the 2-axis torque limiting value τ. lim2 , 3-axis torque limit value τ lim3 , 4-axis torque limit value τ lim4 We seek. This prevents slippage of the rear axles (axles 2-4) while allowing each axle to operate near its maximum adhesion torque.

[0050] Figures 15 and 16 show an overview of the operating waveforms when this embodiment is applied. Of these, Figure 15 shows the torque waveform. In Figure 15, the horizontal axis represents the travel position x, and the vertical axis represents the torque τ1 to τ4 of the first to fourth axes. As shown in the torque waveform in Figure 15, the torque (axis 1 torque τ1) of the front axis (axis 1) fluctuates up and down due to repeated slippage and re-adhesion. In contrast, the rear axes (axiss 2-4) operate near the maximum adhesion while suppressing slippage after the travel position X1 where slippage is detected on the front axis (axis 1). As a result, the torque (axis 2 torque τ2 to axis 4 torque τ4) changes smoothly. However, there are places where the torque limiting for the rear axes (axiss 2-4) is not precise and errors occur, and partial slippage may occur on the rear axes as shown for axes 2 and 4 in Figure 15. In Figure 15, this is shown at points K1 and K2. In this case, slippage is detected by the same means as for the front axis (axis 1), and re-adhesion is achieved through re-adhesion control.

[0051] Figure 16 shows the rotational frequencies of the wheel 21. In Figure 16, the horizontal axis represents time, and the vertical axis represents the rotational frequencies of the wheel 21 (1st axis rotational frequency Rf1 to 4th axis rotational frequencies Rf4). According to Figure 16, the front axle (1st axle) repeatedly slips and re-adheres. As a result, the rotation frequency of wheel 21 (1st axle rotation frequency Rf1) fluctuates. On the other hand, for the rear axles (2nd to 4th axles), after times t2, t3, and t4, which are the times when each rear axle (2nd to 4th axle) reaches the point where the front axle (1st axle) slips (travel position X1), the rotation frequency of wheel 21 (2nd axle rotation frequency Rf2 to 4th axle rotation frequency Rf4) rises steadily. However, at points K1 and K2, slippage occurs on both the 2nd and 4th axles, respectively. In this case, it might appear that wheel slippage cannot be suppressed in the rear axles (2nd to 4th axles) immediately after starting from a stop (during the period until axles 2, 3, and 4 reach times t2, t3, and t4). However, this condition actually only occurs immediately after leaving a depot or similar location during the initial start. Furthermore, during subsequent runs, such as starting after stopping at a station, the history of torque information for the running position recorded before stopping can be used, so this does not pose a major practical problem.

[0052] Figures 17 and 18 show an overview of the operating waveforms when a modified version of this embodiment is applied. Figure 17, like Figure 15, shows the torque waveform. Figure 18, like Figure 16, shows the rotation frequency of the wheel 21 (1st axis rotation frequency Rf1 to 4th axis rotation frequency Rf4). In Figure 17, the horizontal axis represents the travel position x, and the vertical axis represents the 1st axis torque τ1 to 4th axis torque τ4. Here, the sensor axes (front axes) for detecting road surface conditions are designated as axle 1 and axle 3. This can also be described as the first axle having multiple axes (axle 1, axle 3). Based on the information from axle 1 (front axis), the torque of axle 2 (rear axis) is limited, and based on the information from axle 3 (front axis), the torque of axle 4 (rear axis) is limited. According to the torque waveform shown in Figure 17, the front axle (1 axle) repeatedly slips and re-adheres, but the rear axle (2 axle) operates near maximum adhesion while suppressing slippage after the travel position X1 where slippage is detected on the front axle (1 axle). Similarly, the front axle (3 axle) repeatedly slips and re-adheres, but the rear axle (4 axle) operates near maximum adhesion while suppressing slippage after the travel position X3 where slippage is detected on the front axle (2 axle). Time t2 is the time it takes for the rear axle (2 axle) to reach the point where the front axle (1 axle) slipped (travel position X1). Time t4 is the time it takes for the rear axle (4 axle) to reach the point where the front axle (3 axle) slipped (travel position X3). In this case, increasing the number of axes for detecting the road surface condition of the rail 22 increases the fluctuation of tangential force when viewed as a whole vehicle 20, and the body vibration tends to increase. However, with rear axles (2 axles, 4 axles), even more accurate torque limit values ​​can be obtained.

[0053] Figure 19 shows an example of how this embodiment can be applied to a train set of 20 vehicles. In Figure 19, based on information from the first axle (M1-1 axle) of the M1 vehicle, wheel slippage is suppressed on the 2nd to 4th axles (M1-2 to 4th axles) of the M1 vehicle. In the M2 vehicle, which is another M vehicle, based on information from the first axle (M2-1 axle) of the M2 vehicle, wheel slippage is suppressed on the 2nd to 4th axles (M2-2 to 4th axles) of the M2 vehicle.

[0054] Figure 20 shows a first modified example in which this embodiment is applied to the train set of vehicle 20. In Figure 20, based on information from the first axle (M1-1 axle) of the M1 vehicle, slippage of the 2nd to 4th axles (M1-2 to 4th axles) of the M1 vehicle and the 1st to 4th axles (M2-1 to 4th axles) of the M2 vehicle is suppressed. Communication of travel position and torque information between the control device 2 of the M1 vehicle and the control device 2 of the M2 vehicle is carried out, for example, via a higher-level control device 50. In Figure 20, the slippage position and torque information of the first axle (M1-1 axle) of the M1 vehicle are transmitted to the higher-level control device 50. The higher-level control device 50 then transmits the slippage position and torque information of the first axle (M1-1 axle) of the M1 vehicle to the 1st to 4th axles (M2-1 to 4th axles) of the M2 vehicle. This can also be described as the second axles (M2-1 to 4th axles) being axles of a different vehicle than the one on which the first axle (M1-1 axle) is located. In this case, based on information from the vehicle 20 in front, the wheel slippage of the vehicle 20 behind can be suppressed.

[0055] Figure 21 shows a second modified example in which this embodiment is applied to the train set of vehicle 20. In Figure 21, the sensor axes (forward axes) for detecting road surface conditions are set as the 1st and 2nd axles of the M1 vehicle. Based on the information from the 1st and 2nd axles of the M1 vehicle (M1-1 and 2nd axles), slippage of the 3rd and 4th axles of the M1 vehicle (M1-3 and 4th axles) is suppressed.

[0056] Figure 22 shows the configuration of control device 2a as a modified example of control device 2 to which the configuration of Figure 21 is applied. The control device 2a includes a travel position calculation unit 30, a torque information calculation unit 31a which is a modified version of the torque information calculation unit 31, and a torque limiting unit 32b which is a modified version of the torque limiting unit 32. The travel position calculation unit 30 is provided for each of the 1st to 4th axes. In Figure 22, these are shown as travel position calculation unit (1st axis) 30-1, travel position calculation unit (2nd axis) 30-2, travel position calculation unit (3rd axis) 30-3, and travel position calculation unit (4th axis) 30-4, respectively. The torque information calculation unit 31a outputs a history R1 of torque information during slippage of the 1st and 2nd axles located on the front side in the direction of travel A of the vehicle 20. In other words, the 1st and 2nd axles are sensor axes. The torque limiting unit 32b takes the torque information history of the 1st and 2nd axes and the travel position calculation results of the 3rd and 4th axes calculated by the travel position calculation unit 30 as input and sets the torque limit value τ of the 3rd and 4th axes located on the rear side in the direction of travel A of the vehicle 20. m_3 ** ~τ m_4 ** The output is shown. Here, the torque limiting section 32b is provided for the 3rd to 4th axes, respectively. In Figure 22, these are shown as torque limiting section (3rd axis) 32b-3 and torque limiting section (4th axis) 32b-4, respectively.

[0057] Figure 23 shows an example of the history of torque information τi when the configuration in Figure 21 is applied. As shown in the diagram, when there are two sensor axes (forward axes), the torque limit value for axis 1 is given as torque limit value (axis 1) τ m_1 ** And, as the torque limit value for the two axes, the torque limit value (two axes) τ m_2 ** This is calculated. Then, for example, the minimum value and the average value of these are used as the history of the torque information τi.

[0058] Figure 24 shows an example of how this embodiment can be applied to multiple train sets running on a railway. Figure 24 illustrates the case where wheel slip information (travel position, torque information history) is sent and received between train set N+1, train set N, and train set N-1, which are located in front of and behind the vehicle 20 in the direction of travel A, via the communication server 51. In this case, the wheel slip information of train set N+1 I N+1 However, this is sent to train formation N via communication server 51. Also, idle information I of train formation N N However, this is sent to train set N-1 via communication server 51. Furthermore, the wheel slip information I of train set N-1 N-1 However, this information is sent to subsequent train sets via the communication server 51. Any method can be used to send and receive idler information between train sets, but for example, the higher-level control device 50 can communicate data with the communication server 51 using Wi-Fi.

[0059] In train set N, wheel slip information I of train set N+1 (not shown) running ahead. N+1 Received idling information I N+1 By using this method and manipulating the torque at the same running position, it is possible to prevent wheel slippage even on the leading axle of the M car of train set N. Then, the wheel slip information I obtained from train set N N The (travel position and torque information history) is transmitted to the next train set (train set N-1), and the same effect of preventing wheel slippage is obtained at the leading axle of the motor car of the next train set (train set N-1).

[0060] When using wheel slip information from the train running ahead to control the following train, it is not necessarily required to apply it to all axles of the following train. It can be applied only to the front axle (1 axle) of the M car in the direction of travel of vehicle 20, and for the rear axles (2-4 axles), the configuration to prevent wheel slip within the train as explained in Figures 1 to 23 can be applied.

[0061] In this case, for example, when the wheels 21 of a vehicle 20 of another train set (e.g., train set N+1) running ahead of the train set on which the device is installed (e.g., train set N) slip or slide, the torque limiting unit 32 of train set N applies a first driving force (in this case, the torque command value τ before limiting) to cause the wheels 21 of the front axle (1 axle) of the train set on which the device is installed (e.g., train set N) to adhere at this point.m * It can also be said that this limits the amount of wheel slippage. In this case, based on information about the train running ahead, it is possible to suppress wheel slippage in the following train.

[0062] Furthermore, when transmitting and receiving wheel slip information between train sets, the torque operation amount may be changed using the configurations shown in Figures 13 and 14, based on the difference in occupancy rate (axle load) between the preceding and succeeding train sets. Furthermore, since it is necessary to define the running position across the train formation, a configuration that uses position information (kilometers) held by the higher-level control device 50 may also be used.

[0063] Figures 25 and 26 show an overview of the operation waveforms when this embodiment is applied. Of these, Figure 25 shows the torque waveform of the M car of train set N. In Figure 25, the horizontal axis represents the running position x, and the vertical axis represents the torque τ1 to τ4 of the first to fourth axes. According to the torque waveform shown in Figure 25, the front axle (1 axle) operates near maximum adhesion while suppressing wheel slip based on wheel slip information from the train set N+1 running ahead. Similarly, the rear axles (2-4 axles) also operate near maximum adhesion while suppressing wheel slip based on the torque information history of the front axle (1 axle). In the case of Figure 25, wheel slip can be suppressed not only on the rear axles (2-4 axles) but also on the front axle (1 axle) compared to the case of Figure 15.

[0064] Figure 26 shows the rotational frequencies of the wheel 21. In Figure 26, the horizontal axis represents time t, and the vertical axis represents the rotational frequencies of the wheel 21 (1st axis rotational frequency Rf1 to 4th axis rotational frequency Rf4). As shown in Figure 26, the rotation frequency of the wheels 21 increases steadily on both the front axle (1st axle) and the rear axles (2nd to 4th axles). In the case of Figure 26, compared to the case of Figure 16, the rotation frequency of the wheels 21 on the front axle (1st axle) can be stabilized not only on the rear axle (2nd to 4th axles) but also on the front axle (1st axle).

[0065] Figure 27 shows an example where a synchronous machine 4a is used as the rotating electric machine 4. Figure 28 shows an example where an induction machine 4b is used as the rotating electric machine 4. Here, we show that each axle of the wheel 21 is connected to the synchronous machine 4a and the induction machine 4b, respectively, via the gear 24. When using the synchronous machine 4a shown in Figure 24, a 1C1M configuration can be adopted. That is, as shown in Figure 27, one voltage output device 3 is provided for each synchronous machine 4a. In this case, since each axis can be controlled individually, it is possible to accommodate any of the configurations shown in Figures 19 to 21. On the other hand, when using the induction motor 4b shown in Figure 28, the configuration becomes 1C2M. That is, as shown in Figure 28, one voltage output device 3 is provided for each of the two induction motors 4b. Therefore, when the two induction motors 4b are driven in parallel, the configuration shown in Figure 21 is suitable.

[0066] As mentioned above, in torque control during re-adhesion control after detecting wheelslip, it is difficult to achieve both reduced vehicle vibration and improved acceleration simultaneously, resulting in a trade-off relationship. Therefore, it is desirable to suppress the occurrence of wheelslip itself and drive by constantly maintaining a torque of the adhesion limit (maximum adhesion force) without abruptly manipulating the torque. However, with conventional methods, it is difficult to suppress wheelslip in response to changes in road surface conditions (gradient, curves, adhesion coefficient, etc.) that vary complexly depending on the driving section. As a result, for example, if the power distribution pattern selection based on the number of past wheelslip occurrences becomes inappropriate for the current situation, a problem arises in which wheelslip cannot be suppressed. In addition, the output of the rotating electric motor 4 is excessively reduced, resulting in a problem in which the acceleration of the vehicle 20 cannot be obtained. Therefore, it is desirable to be able to prevent wheelslip by narrowing the torque of each axle to the necessary magnitude when the occurrence of wheelslip is expected under various road surface conditions.

[0067] In this embodiment, the front axle is used as a sensor axis for detecting road surface conditions, thereby preventing slippage of the wheels 21 on the rear axle. In the configuration shown in Figure 24, this is applied to the train running ahead as well as to the following train. In this case, slippage of the wheels 21 can be suppressed in response to various road surface conditions. Furthermore, the rotating electric motor 4 can be operated near its maximum adhesion without requiring steep torque operations, thereby achieving both reduced vehicle vibration and improved acceleration.

[0068] As described above, the effects of this embodiment can be obtained by configuring the system to limit the torque of the rear axle at the travel position based on the travel position and torque information of the front axle. Therefore, the combination of the front axle used as a sensor and the rear axle used to prevent slippage, as well as the type of drive system for the rotating electric machine 4, can be any combination. Furthermore, the configuration of the travel position calculation unit 30 is just one example; it is sufficient to define the relative positional relationship between the rear axes (axes 2-4) and the front axis (axe 1), and it may use not only the travel position but also a corresponding time, etc. Furthermore, although this embodiment describes the case where there is one axle on the front side relative to the direction of travel, when operating in reverse, for example, with the opposite direction as the leading direction, there are four axles on the front side relative to the direction of travel, and the system operates in a configuration that limits the torque of the rear axles (1 to 3) based on the information of the front axles (4 axles).

[0069] [Second Embodiment] Next, a second embodiment of the vehicle control system 100 will be described. In the second embodiment, the torque information calculation unit 31 uses an estimated value of the tangential force calculated by the observer as the history of torque information, while the other aspects are the same.

[0070] An observer for estimating tangential force uses, for example, the following commonly known configuration. The block diagram in Figure 3 represents the tangential force torque T. L When we organize the [Nm] and convert it to motor torque, we get the estimated tangential force torque τ, which is an estimated value of the tangential force. L ^[Nm] is given by the following equation.

[0071]

number

[0072] Here, τ m * This is the torque command value, J W * ω is the rotor inertia of the drive wheel axle. m ^ T is an estimated value of the rotor's angular frequency. LPF Let be the time constant of a first-order low-pass filter, and let be the Laplace operator.

[0073] Figures 29(a) and 29(b) show a comparison of the history of torque information generated in the first embodiment and the history of torque information generated in the second embodiment. Of these, Figure 29(a) shows the history of torque information generated in the first embodiment, and Figure 29(b) shows the history of torque information generated in the second embodiment. In Figure 29(a), as explained in Figure 10, the torque information calculation unit 31 creates a history of torque information using the torque command value. That is, the torque command value (after operation by re-adhesion control) τ shown by the solid line. m ** The original torque command value (torque command value τ) is shown by the dotted line on the top. m * This will result in limitations. The torque command value will then be adjusted to follow the adhesion limit line Ln shown by the lower dotted line, repeating torque reduction by re-adhesion control and torque recovery operation after re-adhesion is complete (an operation that attempts to return the torque command to the original torque command value). In Figure 29(a), the points indicated by ▲ are the timing for holding the torque command value. The torque at the time of slippage is then held and treated as torque information. In this case, the adhesion limit line can only be determined when slippage is detected.

[0074] In contrast, in Figure 29(b), the torque information calculation unit 31 uses an observer that estimates the tangential force as shown in Equation 1 above. This allows the maximum adhesion torque to be estimated not only when slippage is detected, but also during the transition from the slippage state to the adhesion state. As a result, the torque information calculation unit 31 can increase the number of samples taken to grasp the adhesion limit line. The torque limiting unit 32 then outputs a torque limit value for the rear axle using the tangential force on the wheel 21, which was estimated during the transition from the slippage or skidding of the wheel 21 on the front axle to the adhesion state. This makes it possible to estimate the maximum adhesion force more accurately. In Figure 29(b), the points indicated by ▲ are the timing for holding the torque command value. The points indicated by △ are the recording timing when transitioning from the slippage state to the adhesion state. The torque command value or tangential force estimate at the time of slippage and the tangential force estimate at the time of transitioning from the slippage state to the adhesion state are held and treated as torque information. Note that while Figure 29(b) describes the case where only an observer for estimating tangential force is used, a method that also uses torque command values ​​may be employed.

[0075] As described above, the drive unit 1 of the rotating electric machine 4 according to the second embodiment has a torque information calculation unit 31 that calculates the estimated tangential force (tangential force torque estimate τ) estimated by an observer that estimates the tangential force. L ^ This allows for a more accurate determination of the maximum adhesion force relative to the driving position. This also enables further reduction of vehicle vibration and improvement of acceleration.

[0076] [Third Embodiment] Next, a third embodiment of the vehicle control system 100 will be described. In the third embodiment, the only difference from the first embodiment is that the repetition cycle of the re-adhesion control of the front axis (axis 1) (the frequency of repeated torque reduction and lifting) is faster than that of the rear axes (axiss 2-4), but otherwise it is the same.

[0077] Figures 30(a) and 30(b) show a comparison of the history of torque information generated in the first embodiment and the history of torque information generated in the third embodiment. Figure 30(a) shows the history of torque information generated in the first embodiment, which corresponds to a case where re-adhesion control is performed infrequently. In this case, the sampling interval for torque information is time T3, and the sampling of torque information is coarse. In contrast, the history of torque information generated in the third embodiment corresponds to a case where re-adhesion control is performed frequently. In this case, the sampling interval for torque information is time T4, and the sampling of torque information is fine. In other words, T3 > T4. In the case of Figure 30(b), compared to the case of Figure 30(a), the torque operation of the re-adhesion control in the torque command calculation unit 11 for the front axis (axis 1) is made steeper than that of the rear axes (axis 2-4), thereby increasing the repetition period of the re-adhesion control. This is because the torque command calculation unit 11 calculates the first driving force (in this case, the torque command value τ before limitation). m * The torque limiting unit 32 limits the frequency of the second driving force (in this case, the torque command value τ before the limit) m * This can also be described as doing it more frequently than you would otherwise.

[0078] In the case of Figure 30(b), compared to the case of Figure 30(a), the number of samples taken to determine the adhesion limit line in the torque information calculation unit 31 can be increased, making it possible to estimate the maximum adhesion force more accurately. Furthermore, in the rear axles (2nd to 4th axles), even in situations where slippage occurs due to estimation errors in the torque limit value, such as points K1 and K2 shown in Figures 15 and 16, the torque operation becomes gentler, and the occurrence of vehicle body vibration can be suppressed.

[0079] As described above, the drive unit 1 of the rotating electric machine 4 according to the third embodiment can more accurately determine the maximum adhesion force relative to the travel position by making the repetition period of the re-adhesion control of the front axis (axis 1) faster than that of the rear axes (axis 2 to 4). This makes it possible to further reduce vehicle vibration and improve acceleration.

[0080] <Explanation of Vehicle Control Method> Here, the process performed by the control device 2 can be understood as a vehicle control method that limits the first driving force applied to the first axle in order to make the wheels 21, which are located on the first axle as an axle connected to the rotating electric machine 4 that generates the driving force to drive the vehicle 20, adhere to the first axle, and then limits the second driving force applied to the second axle at the point where the first driving force was limited in order to make the wheels 21, which are located on the second axle, which is an axle located behind the first axle in the direction of travel of the vehicle 20, adhere to the second axle.

[0081] Although this embodiment has been described above, the technical scope of the present invention is not limited to the scope described in the above embodiment. It is clear from the claims that various modifications or improvements made to the above embodiment are also included in the technical scope of the present invention. [Explanation of symbols]

[0082] 100...Vehicle control system, 1...Drive unit, 2,2a...Control device, 3...Voltage output device, 4...Rotating electric machine, 4a...Synchronous machine, 4b...Induction machine, 11...Torque command calculation unit, 20...Vehicle, 21...Wheels, 22...Rails, 30,30a,30b...Travel position calculation unit, 31...Torque information calculation unit, 32...Torque control unit, 50...Higher-level control device, N-1,N,N+1...Train formation

Claims

1. A first limiting unit limits the first driving force applied to the first axle in order to cause the wheels, which are arranged on the first axle, which is an axle connected to a drive unit that generates the driving force that drives the vehicle, to adhere to the wheels, In order to ensure adhesion of the wheels on the second axle, which is located rearward from the first axle in the direction of travel of the vehicle, a second limiting unit is provided that, when the wheels on the first axle slip or slide, limits the second driving force to the second axle based on the limited first driving force, Equipped with, The frequency at which the first limiting unit repeats torque reduction and lifting during re-adhesion control on the first axle is faster than the frequency at which the second limiting unit repeats torque reduction and lifting during re-adhesion control on the second axle. Vehicle control device.

2. The vehicle control device according to claim 1, wherein the second axle is an axle of the same vehicle on which the first axle is located.

3. The vehicle control device according to claim 1, wherein the second axle is an axle of a vehicle different from the vehicle on which the first axle is located.

4. The aforementioned first axle is multiple, The vehicle control device according to any one of claims 1 to 3, wherein the second limiting unit limits the second driving force based on the first driving force limited to each of the plurality of first axles.

5. The vehicle control device according to any one of claims 1 to 3, wherein the second limiting portion limits the second driving force using the tangential force on the wheel disposed on the first axle, which is estimated during the transition from slippage or skidding of the wheel disposed on the first axle to a state of adhesion.

6. In order to make the wheels, which are mounted on a first axle that is connected to a drive unit that generates the driving force to drive the vehicle, adhere to the first axle, the first driving force applied to the first axle is limited, In order to make the wheels on the second axle, which is located rearward from the first axle in the direction of travel of the vehicle, adhere, when the wheels on the first axle slip or slide, the second driving force to the second axle is limited based on the limited first driving force, The frequency of repeated torque reduction and lifting during re-adhesion control in the first axle is faster than the frequency of repeated torque reduction and lifting during re-adhesion control in the second axle. Vehicle control method.

7. The vehicle control method according to claim 6, wherein the second axle is an axle of the same vehicle on which the first axle is located.

8. The vehicle control method according to claim 6, wherein the second axle is an axle of a vehicle different from the vehicle on which the first axle is located.

9. The aforementioned first axle is multiple, A vehicle control method according to any one of claims 6 to 8, wherein the second driving force is limited based on the first driving force limited to each of the multiple first axles.

10. A vehicle control method according to any one of claims 6 to 8, wherein the second driving force is limited by using the tangential force on the wheel on the first axle, which is estimated during the transition from a state of slippage or skidding of the wheel on the first axle to a state of adhesion.

11. A drive unit that generates the driving force to drive the vehicle, Wheels that propel the vehicle by the driving force of the aforementioned drive unit, A control device that controls the adhesion of the wheels, Equipped with, The control device is In order to make the wheel, which is positioned on the first axle that is connected to the drive unit, adhere to the wheel, a first limiting unit is provided to limit the first driving force applied to the first axle, In order to ensure adhesion of the wheels on the second axle, which is located rearward from the first axle in the direction of travel of the vehicle, a second limiting unit is provided that, when the wheels on the first axle slip or slide, limits the second driving force to the second axle based on the limited first driving force, Equipped with, The frequency at which the first limiting unit repeats torque reduction and lifting during re-adhesion control on the first axle is faster than the frequency at which the second limiting unit repeats torque reduction and lifting during re-adhesion control on the second axle. Vehicle control system.

12. The vehicle control system according to claim 11, wherein the second axle is an axle of the same vehicle on which the first axle is located.

13. The vehicle control system according to claim 11, wherein the second axle is an axle of a vehicle different from the vehicle on which the first axle is located.

14. The aforementioned first axle is multiple, The vehicle control system according to any one of claims 11 to 13, wherein the second limiting unit limits the second driving force based on the first driving force limited to each of the plurality of first axles.

15. The vehicle control system according to any one of claims 11 to 13, wherein the second limiting portion limits the second driving force using the tangential force on the wheel disposed on the first axle, which is estimated during the transition from a slipping or sliding state of the wheel disposed on the first axle to an adhesive state.

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