Control device for the number of operating traction motors and method for controlling the number of operating traction motors

Abstract

This technology provides the ability to improve the efficiency of the main motors, prevent wheel slippage, and enhance ride comfort by controlling the switching of the number of operating main motors for railway vehicle operation. [Solution] The present invention, which solves the above problems, is a traction motor operating number control device that controls the number of operating traction motors of multiple traction motors that generate power for the running of a railway vehicle, and comprises multiple operating number selection models according to the number of operating traction motors for each environmental condition, selects an operating number selection model based on the environmental condition and the current number of operating traction motors, takes a torque command and vehicle speed as input and outputs an operating number command for the traction motors from the selected operating number selection model. The operating number selection model may be a table model that determines the number of operating traction motors that maximize the efficiency of the traction motors according to the vehicle speed and the total torque of the traction motors, or a function model that shows the relationship between the vehicle speed and the total torque of the traction motors.

Description

Technical Field

[0001] The present invention relates to a control device for the number of operating main motors and a method for controlling the number of operating main motors.

Background Art

[0002] Conventionally, in a railway vehicle during travel, it was normal for a plurality of main motors to always operate at full capacity. Therefore, for example, a torque command value obtained by adjusting the distribution of torque required for formation according to the weight of each railway vehicle (empty vehicle mass + loaded weight) was output from the main control device to a plurality of drive units (main motors), and the main motors of each drive unit were controlled.

[0003] However, in recent years, from the perspective of energy saving and the like, when the required torque is smaller than the maximum torque that a plurality of drive units can output, attempts have been made to operate the main motors at a high efficiency point by reducing the number of operating main motors.

[0004] For example, Patent Document 1 discloses a technique for calculating operating conditions with high efficiency based on efficiency data of drive units stored in a storage device and controlling the number of operating main motors in a control device for railway vehicles.

[0005] Also, Patent Document 2 discloses a technique for determining the number of main motors to be operated based on the current speed and the current required torque in a railway vehicle and evenly distributing the torque to the determined number of main motors.

Prior Art Documents

[0007] However, the technology disclosed in Patent Document 1 suppresses the unnecessary switching of the number of operating main motors in conjunction with notch switching, but does not suppress the unnecessary switching of the number of operating main motors in conjunction with increases or decreases in torque commands caused by operating conditions such as the gradient of the line and the interaction between train cars. Therefore, there is a risk that the number of switching operations of the operating main motors will increase during powering while running at a constant speed, making it unavoidable that the ride comfort will deteriorate and the efficiency of the main motors will decrease due to the transient operation of switching the number of operating motors.

[0008] Furthermore, the technology disclosed in Patent Document 2 may also result in an increased number of switching cycles for the number of operating traction motors depending on operating conditions such as the gradient of the line and the interaction between train cars, raising concerns about deterioration of ride comfort and a decrease in the efficiency of the traction motors due to the transient operation of switching the number of operating motors.

[0009] Therefore, the present invention aims to provide a technology that can achieve high efficiency of the main motor, prevent wheel slippage, and improve ride comfort by controlling the switching of the number of operating main motors for railway vehicle operation. [Means for solving the problem]

[0010] To solve the above problems, one of the typical traction motor operating count control devices of the present invention includes multiple operating count selection models corresponding to the number of operating traction motors for each environmental condition, and selects an operating count selection model based on the environmental condition and the current number of operating traction motors, and outputs an operating count command for the traction motors from the selected operating count selection model, taking the torque command and vehicle speed as input. [Effects of the Invention]

[0011] According to the present invention, by controlling the switching of the number of operating main motors for railway vehicle operation, it is possible to provide a technology that can achieve high efficiency of the main motors, prevent wheel slippage, and improve ride comfort.

[0012] Other issues, configurations, and effects not mentioned above will be clarified by the description of the embodiments for carrying out the invention below. [Brief explanation of the drawing]

[0013] [Figure 1] Figure 1 shows an example of the configuration of a railway car train set according to Example 1. [Figure 2] Figure 2 shows an example of the configuration of a railway vehicle control device according to Embodiment 1. [Figure 3] Figure 3 shows an example of the configuration of the operating number selection model DB according to Example 1. [Figure 4] Figure 4 shows an example of a model for selecting the number of operating motors according to the number of currently operating main motors, according to Example 1. [Figure 5] Figure 5 shows an example of the processing flow of the operating unit count control unit according to Example 1. [Figure 6] Figure 6 shows an example of the efficiency map of the main motor according to Embodiment 1. [Figure 7] Figure 7 shows an example of a list of the efficiency of the main motor in relation to the vehicle speed V and the total torque T of the main motor in Example 1. [Figure 8] Figure 8 shows an example of a table showing the optimal number of main motors according to Example 1. [Figure 9] Figure 9 shows the relationship between the efficiency map of the main motor according to Example 1 and the upper limit torque according to the environmental conditions. [Figure 10] Figure 10 shows an example of a model for selecting the number of operating units according to environmental conditions, as described in Example 1. [Figure 11] Figure 11 shows an example of a model for selecting the number of operating units according to Example 2. [Figure 12] Figure 12 shows an example of the configuration of the operating number selection model DB according to Example 3. [Figure 13] Figure 13 shows an example of a model for selecting the number of operating units according to Example 3. [Figure 14]Figure 14 shows another example of the configuration of the operating number selection model DB according to Example 3. [Figure 15] Figure 15 shows another example of the operating unit selection model according to Example 3. [Figure 16] Figure 16 shows an example of the configuration of a vehicle information control device according to Embodiment 4. [Modes for carrying out the invention]

[0014] The embodiments of the present invention will be described below with reference to the drawings. However, the present invention is not limited to these embodiments. Furthermore, in the drawings, identical parts are denoted by the same reference numerals.

[0015] The examples provided are illustrative for explaining the present invention, and have been omitted and simplified as appropriate for clarity of explanation. Furthermore, not all of the elements and combinations thereof described in the examples are necessarily essential to the solution of the invention.

[0016] When there are multiple components with the same or similar function, they may be described using the same symbol but with different subscripts. Furthermore, if it is not necessary to distinguish between these multiple components, the subscripts may be omitted in the description. [Examples]

[0017] The motor operation count control device of Example 1 will be described with reference to Figures 1 to 10.

[0018] [Railway Vehicle Composition] Figure 1 is a diagram showing an example of the configuration of a railway vehicle train set according to Embodiment 1. As shown in Figure 1, the railway vehicle train set 1 in this example consists of multiple railway vehicles 2 (trailer cars 2T and motor cars 2M). Note that the railway vehicle train set 1 may be configured by connecting a trailer car 2T equipped with a vehicle information control device 9, a motor car 2M, and a trailer car 2T without a vehicle information control device 9, or it may be configured in other ways.

[0019] In a railway vehicle formation 1, the motor car 2M is a vehicle equipped with a main motor 6, while the trailer car 2T is a vehicle not equipped with a main motor 6.

[0020] In this example, the trailer car 2T is the leading vehicle and is equipped with a trailing axle 4, a driving control unit 8 located in the driver's cab, and a vehicle information control device 9.

[0021] The train operation control unit 8 has the function of outputting signals related to train operation. The vehicle information control device 9 has the function of receiving signals from the train operation control unit 8 and calculating output command values ​​for the motor car 2M to the railway vehicle control device 10, such as notch commands and torque commands.

[0022] The electric vehicle 2M is, for example, a powered vehicle and comprises a driving axle 5, a plurality of main motors 6 (6a, 6b, 6c, 6d) that transmit power to the driving axle 5 via gears (not shown), a power converter 7 consisting of a VVVF (Variable Voltage Variable Frequency) control inverter that drives the plurality of main motors 6, a railway vehicle control device 10 that controls the power converter 7 in response to commands from a vehicle information control device 9, and a pantograph 3 as a current collector that supplies power to the power converter 7.

[0023] The power converter 7 has the function of controlling the inverter to adjust the current, voltage, and frequency to the main motor 6 so that the required acceleration and braking force can be obtained. The power converter 7 is supplied with current from the pantograph 3 via a high-speed circuit breaker, charging contactor, charging resistor, current breaker, filter reactor, filter capacitor, and earth brush (not shown).

[0024] The pantograph 3 may be provided in a configuration shared by multiple electric cars 2M. In that case, there will be electric cars 2M without a pantograph 3. Furthermore, power supply to the power converter 7 is not limited to the pantograph 3; for example, power may be supplied from a storage battery or fuel cell.

[0025] The railway vehicle control device 10 has the function of controlling the inverter of the power converter 7 in response to notch commands and torque commands from the vehicle information control device 9.

[0026] Since each motor car 2M has a different torque to output depending on the load of the railway vehicle it is responsible for, the vehicle information control device 9 determines the torque from the respective load and transmits a torque command to each motor car 2M. However, this torque command may also be calculated by the railway vehicle control device 10. For example, the railway vehicle control device 10, upon receiving a constant speed running command from the vehicle information control device 9, can calculate the torque command using the target speed, vehicle speed, and load.

[0027] [Configuration of railway vehicle control systems] Figure 2 shows an example of the configuration of a railway vehicle control device according to Embodiment 1. As shown in Figure 2, the railway vehicle control device 10 in this example is configured to include an operating unit control unit 11 and a torque command generation unit 13.

[0028] The operating unit count control unit 11 includes an operating unit count selection model DB 12. The operating unit count selection model DB 12 stores multiple operating unit count selection models. Details of the operating unit count selection models will be described later.

[0029] When the number of operating motors control unit 11 receives the current operating motor count X(t), which is the number of main motors operating at the current time t, and environmental conditions (e.g., occupancy rate (or load-sensitive) or adhesion coefficient), it selects an operating motor count selection model DB12 that corresponds to the input. Taking the vehicle speed V and torque command T as inputs, the operating motor count command X(t+Δt) is output from the selected operating motor count selection model. Here, Δt is the elapsed time required to determine the next operating motor count. This is usually the calculation period of the vehicle information control device 9, and is expected to be between microseconds and several seconds. The operating motor count command X(t+Δt) commands the number of main motors operating at time t+Δt, which is time Δt after the current time t has elapsed.

[0030] In the following explanation, the occupancy rate and adhesion coefficient of a railway vehicle are used as examples of environmental conditions, but the occupancy rate may be replaced with the load-bearing capacity of the railway vehicle.

[0031] [Configuration of the Database for Selecting the Number of Operating Units] Figure 3 shows an example of the configuration of the operating unit selection model DB according to Example 1. The operating unit selection model DB12 stores operating unit selection models for each environmental condition (occupancy rate and adhesion coefficient), and each operating unit selection model has multiple models set according to the currently operating number of main motors X(t). Hereinafter, the operating unit selection model set according to the currently operating number of main motors X(t) will be simply referred to as a "model".

[0032] For example, the operating unit selection model 12a is a model for when the environmental conditions are a 200% occupancy rate and a 20% adhesion coefficient. In this example, the operating unit selection model 12a has four settings: model 12a1, model 12a2, model 12a3, and model 12a4, depending on the possible number of currently operating main motors X(t) from 0 to 4.

[0033] Similarly, operating unit selection model 12b is a model for environmental conditions with an occupancy rate of 200% and a adhesion coefficient of 15%, operating unit selection model 12c is a model for environmental conditions with an occupancy rate of 150% and a adhesion coefficient of 20%, and operating unit selection model 12d is a model for environmental conditions with an occupancy rate of 150% and a adhesion coefficient of 15%. Each operating unit selection model has four models set up according to the possible number of currently operating main motors X(t) from 0 to 4.

[0034] In Example 1, the number of currently operating main motors X(t) is set to a range of 0 to 4, but it is not limited to this range and can be set according to the number of main motors installed on the 2M motor car.

[0035] [Model with selectable number of operating units based on the current number of operating main motors] Figure 4 shows an example of a model for selecting the number of operating motors according to the number of currently operating main motors, as per Example 1. Below, the configuration of the model for selecting the number of operating motors will be explained using model 12a as an example, where the environmental conditions are a 200% occupancy rate and a 20% adhesion coefficient. However, the basic configuration is the same for models 12b, 12c, and 12d, which are models for different environmental conditions.

[0036] As described above, the operating unit selection model 12a is a model for when the environmental conditions are a 200% occupancy rate and a 20% adhesion coefficient. In this example, models 12a1, 12a2, 12a3, and 12a4 are set according to the currently operating number of main motors X(t).

[0037] Model 12a1 is the model referred to when there are 0 or 1 motors in operation in a 2M motor vehicle, i.e., when the number of currently operating main motors X(t) = 0 or 1. Similarly, Model 12a2 is the model referred to when there are 2 motors in operation, i.e., when the number of currently operating main motors X(t) = 2, Model 12a3 is the model referred to when there are 3 motors in operation, i.e., when the number of currently operating main motors X(t) = 3, and Model 12a4 is the model referred to when there are 4 motors in operation, i.e., when the number of currently operating main motors X(t) = 4.

[0038] Models 12a1 to 12a4 can determine the number of operating main motors command X(t+Δt) according to the vehicle speed V and torque command T (total torque Τ of the main motors). The number of operating main motors command X(t+Δt) determined by Models 12a1 to 12a4 is the number of operating main motors that achieves the highest operating efficiency under the conditions for which each model is selected.

[0039] In Model 12a1, Ta1_12 represents the boundary between the region where X(t+Δt)=1 and the region where X(t+Δt)=2. Similarly, Ta1_23 represents the boundary between the region where X(t+Δt)=2 and the region where X(t+Δt)=3, and Ta1_34 represents the boundary between the region where X(t+Δt)=3 and the region where X(t+Δt)=4.

[0040] In Model 12a2, Ta2_23 and Ta2_34 are identical to Ta1_23 and Ta1_34 in Model 12a1, respectively. On the other hand, Ta2_12 in Model 12a2 is the boundary of Ta1_12 in Model 12a1, shifted downward by a certain torque.

[0041] In Model 12a3, Ta3_12 and Ta3_34 are identical to Ta1_12 and Ta1_34 in Model 12a1, respectively. On the other hand, Ta3_23 in Model 12a3 is the boundary of Ta1_23 in Model 12a1 (= Ta2_23 in Model 12a2) shifted downward by a certain torque.

[0042] In Model 12a4, Ta4_12 and Ta4_34 are identical to Ta1_12 and Ta1_23 in Model 12a1, respectively. On the other hand, Ta4_34 in Model 12a4 is the boundary of Ta1_34 in Model 12a1 (= Ta3_34 in Model 12a3) shifted downward by a certain torque.

[0043] By shifting the boundaries in this way for each model, frequent switching of the main motor can be suppressed.

[0044] For example, as described above, by setting Ta2_12 to be lower than Ta1_12, the total torque of the main motors switched to X(t+Δt)=1 in Model 12a2 (currently operating number of main motors X(t)=2) becomes smaller than the total torque of the main motors switched to X(t+Δt)=2 in Model 12a1 (currently operating number of main motors X(t)=1). As a result, the switching that reduces the number of operating main motors from two to one is suppressed.

[0045] Similarly, as described above, by setting Ta3_23 to be lower than Ta2_23, the total torque of the main motors switched to X(t+Δt)=2 in Model 12a3 (currently operating number of main motors X(t)=3) becomes smaller than the total torque of the main motors switched to X(t+Δt)=3 in Model 12a2 (currently operating number of main motors X(t)=2). As a result, the switching that reduces the number of operating main motors from three to two is suppressed.

[0046] Furthermore, as described above, by setting Ta4_34 lower than Ta3_34, the torque of the main motors switched to X(t+Δt)=3 in Model 12a4 (currently operating number of main motors X(t)=4) becomes smaller than the total torque of the main motors switched to X(t+Δt)=4 in Model 12a3 (currently operating number of main motors X(t)=3). As a result, the switching that reduces the number of operating main motors from four to three is suppressed.

[0047] In Example 1, even if a command to temporarily reduce the total torque of the main motors is issued after the number of operating main motors has been increased, the number of operating motors will not be immediately reduced, thus avoiding frequent switching of the number of operating motors. Similarly, even if a command to temporarily increase the total torque of the main motors is issued after the number of operating main motors has been reduced, the number of operating motors will not be immediately increased, thus avoiding frequent switching of the number of operating motors.

[0048] In the above explanation, we showed an example where the torque at the boundary between the regions X(t+Δt)=X and X(t+Δt)=X+1 in the model with X+1 currently operating main motors is set to be a constant torque smaller regardless of speed than the torque at the boundary between the regions X(t+Δt)=X and X(t+Δt)=X+1 in the model with X currently operating main motors. However, this is not the only example, and for example, the amount of torque shift may be changed for each speed. It is also possible to change the amount of torque shift for each model.

[0049] [Processing flow of the operating unit control unit] Figure 5 shows an example of the processing flow of the operating unit count control unit according to Embodiment 1. The processing flow of the operating unit count control unit 11 consists of the following five steps (steps S11 to S15).

[0050] In step S11, the motor count control unit 11 determines whether the motor count control for the main motors is ON or OFF. The conditions for turning the motor count control ON / OFF can be set as appropriate. For example, it can be set ON when the railway vehicle is in constant speed running mode, and OFF when it is in acceleration mode from a standstill, as all four main motors are naturally in operation. If the answer in step S11 is Yes, the process proceeds to step S12. On the other hand, if the answer in step S11 is No, the process proceeds to step S15.

[0051] In step S12, the operating unit control unit 11 reads the torque command T, vehicle speed V, environmental conditions, and the number of currently operating main motors X(t), and proceeds to steps S13 and S14.

[0052] In step S13, the operating unit control unit 11 selects an operating unit selection model from the operating unit selection model DB12 according to the environmental conditions and the currently operating number of main motors X(t).

[0053] In step S14, the operating unit control unit 11 inputs the torque command T and vehicle speed V read in step S12 to the operating unit selection model selected in step S13, and determines the operating main motor number command X(t+Δt). The determined operating main motor number command X(t+Δt) is output to the torque command generation unit 13, and the process proceeds to step S15. Note that if the torque command T is 0, the operating main motor number command X(t+Δt) = 0.

[0054] In step S15, the operating unit control unit 11 advances time t to time t+Δt and terminates the process.

[0055] [Creating a model for selecting the number of operating units] Next, referring to FIGS. 6 to 8, taking the case where the number of currently operating main motors X(t) = 1 as an example, the creation of an operating unit selection model in a predetermined environmental state will be described.

[0056] FIG. 6 is a diagram showing an example of an efficiency map of the main motor according to Example 1. FIG. 6(a) shows the relationship between the vehicle speed V (horizontal axis) and the torque τ per main motor (vertical axis) of the main motor in an efficiency map (contour map). In this example, although the efficiency of the main motor is mapped in FIG. 6(a), instead of the efficiency of the main motor, the efficiency of a railway vehicle including at least one of an inverter, a gear, and a filter reactor may be mapped.

[0057] In FIG. 6(a), η , ij_4 , ij_2 , i , , ij_3 ,

[0059] , ij_1 , η B , η C , η D are the points connecting the points where the efficiency of the main motor is equal, and show an example of the contour lines in the contour map. The contour lines η A , η B , η C , η D have higher efficiency towards the center side (the upper right side in FIG. 6(a)).

[0058] According to the efficiency map of the main motor in FIG. 6(a), when the vehicle speed V and the total torque Τ of the main motor are given to the operating unit control section 11, the efficiency per main motor can be obtained. For example, when the vehicle speed V j and the total torque Τ of the main motor i are given to the operating unit control section 11, η ij_1 is the efficiency of the main motor when one main motor is operating, η ij_2 is the efficiency per main motor when two main motors are operating, η ij_3 is the efficiency per main motor when three main motors are operating, and η ij_4 is the efficiency per main motor when four main motors are operating.

[0059] Figure 7 shows an example of a list of the efficiency of the main motors with respect to the vehicle speed V and the total torque T of the main motors in Example 1. Figure 7(a) shows the efficiency list when one main motor is operating (X=1), Figure 7(b) shows the efficiency list when two main motors are operating (X=2), Figure 7(c) shows the efficiency list when three main motors are operating (X=3), and Figure 7(d) shows the efficiency list when four main motors are operating (X=4).

[0060] The shaded areas in Figures 7(a) to 7(d) represent the vehicle speed V shown in Figure 6(a). j Furthermore, the total torque T of the main motor i Efficiency of the main motor at that time η ij This shows, for example, from Figure 7(a), the vehicle speed V j Furthermore, the total torque T of the main motor i When one main motor is operating, the efficiency is η ij_1 That is the case.

[0061] Furthermore, if the number of operating units X is reduced, the operating point of T / X (total torque T of the main motors divided by the number of operating units X) and the vehicle speed V may fall outside the range of the efficiency map in Figure 6(a). Figure 6(b) illustrates such a case. Total torque T of the main motors k If the value is so large that it falls outside the range of the efficiency map, it is outside the operating range of the main motor, for example, the efficiency η kj_1 By setting this to 0%, we prevent X from being selected, which falls outside the range of the efficiency map in Figure 8, which will be described later.

[0062] Figure 8 shows an example of an optimal number of main motors table according to Embodiment 1. Figure 8 is an optimal number of main motors table when the number of currently operating main motors X(t)=1, where X in the table is the optimal number of operating main motors given the total torque T of the main motors and the vehicle speed V. For example, the total torque T of the main motors j and vehicle speed V i Given the number of operating units X ij This is η in Figure 7. ij_1 η ij_2 η ij_3 η ij_4It is calculated as follows using [the formula].

[0063] set(η) ij_1 η ij_2 η ij_3 η ij_4 )=η ij_1 When X ij =1 set(η) ij_1 η ij_2 η ij_3 η ij_4 )=η ij_2 When X ij =2 set(η) ij_1 η ij_2 η ij_3 η ij_4 )=η ij_3 When X ij =3 set(η) ij_1 η ij_2 η ij_3 η ij_4 )=η ij_4 When X ij =4 Furthermore, if the total torque T of the main motors given by the torque command T is 0, the optimal solution is to output a total torque T=0 by setting the torque of all main motors to 0, so the optimal number of operating motors X is 0.

[0064] Figure 8 shows the optimal number of units, based on the total torque T of the main motors. i and vehicle speed V j to T1~T L and V1~V M This can be obtained by changing the value within the specified range and performing the above calculation.

[0065] To make the operating unit selection model take the form of Model 12a1 in Figure 4, the total torque T1 to T of the main motors in Figure 8 L and vehicle speed V1~V M You just need to set it up in detail.

[0066] Once Model 12a1 in Figure 4 is created, Models 12a2 to 12a4 are created based on this, corresponding to the current number of operating main motors X(t). Specifically, Models 12a2 to 12a4 are created by adjusting the boundary between the optimal number of operating motors X and X+1 (total torque of the main motors) in Model 12a1.

[0067] In other words, in Model 12a2, the boundary Ta2_12 between the region X(t+Δt)=1 and the region X(t+Δt)=2 is set to be smaller than the predetermined torque of Ta1_12 in Model 12a1. By setting Ta2_12 in this way, even if the total torque of the main motors decreases within the predetermined torque range after the reference to Model 12a2 begins due to an increase in the total torque of the main motors, the number of operating motors will not revert from 2 to 1. This avoids frequent switching of the number of operating motors between X(t)=1 and X(t)=2.

[0068] Similarly, in Model 12a3, the boundary Ta3_23 between the region X(t+Δt)=2 and the region X(t+Δt)=3 is set to be smaller than the predetermined torque of Ta1_23 in Model 12a1 (= Ta2_23 in Model 12a2). By setting Ta3_23 in this way, even if the total torque of the main motors decreases within the predetermined torque range after Model 12a3 is started due to an increase in the total torque of the main motors, the number of operating motors will not revert from 3 to 2. This avoids frequent switching of the number of operating motors between X(t)=2 and X(t)=3.

[0069] Furthermore, in Model 12a4, the boundary Ta4_34 between the region X(t+Δt)=3 and the region X(t+Δt)=4 is set to be smaller than the predetermined torque of Ta1_34 in Model 12a1 (= Ta3_34 in Model 12a3). By setting Ta4_34 in this way, even if the total torque of the main motors decreases within the predetermined torque range after Model 12a4 is started due to an increase in the total torque of the main motors, the number of operating motors will not revert from 4 to 3. This avoids frequent switching of the number of operating motors between X(t)=3 and X(t)=4.

[0070] As described above, by providing a model for selecting the number of operating main motors according to the currently operating number of main motors X(t), frequent switching of the number of operating main motors can be avoided, preventing deterioration of ride comfort and avoiding efficiency reduction associated with the transient operation of frequent switching of the number of operating main motors.

[0071] [Model for selecting the number of units to operate according to environmental conditions] Next, referring to Figures 9 and 10, we will explain the model for selecting the number of operating motors according to environmental conditions (occupancy rate and adhesion coefficient), using the case where the current number of operating main motors X(t)=1 as an example.

[0072] Figure 9 is a diagram showing the relationship between the efficiency map of the main motor according to Example 1 and the upper limit torque according to the environmental conditions. The efficiency map shown in Figure 9 is the same as the efficiency map in Figure 6, and η A η B η C η D These are contour lines connecting points where the efficiency of the main motors is equal.

[0073] Generally, when the occupancy rate of a railway vehicle is low, the torque per traction motor required to prevent wheel slip (upper torque limit) decreases. As shown in Figure 9, for example, the upper torque limit τ for an occupancy rate of 200% and a adhesion coefficient of 20% 200_20 In comparison, the upper limit torque τ with a load factor of 150% and a adhesion coefficient of 20% 150_20 It becomes smaller.

[0074] Also, when the friction between the wheels or rails is small due to reasons such as rainy weather, it is necessary to set a small torque per main motor for anti - slipping. As shown in FIG. 9, for example, the upper - limit torque τ with a passenger - occupancy rate of 150% and an adhesion coefficient of 20% 150_20 compared with the upper - limit torque τ with a passenger - occupancy rate of 150% and an adhesion coefficient of 15% 150_15 becomes smaller.

[0075] FIG. 10 is a diagram showing an example of an operating - unit - number selection model according to the environmental conditions in Example 1. The operating - unit - number selection model 12_1 shown in FIG. 10 is a model when the current number of operating main motors X(t)=1. The models 12a1, 12b1, 12c1, and 12d1 are created by following the same procedure as shown in FIGS. 6 - 8 after restricting the torque per main motor according to the environmental conditions as shown in FIG. 9.

[0076] Next, each model in FIG. 10 will be described. For model 12a1, even considering the limitation in FIG. 9, since Ta1_12 < τ 200_20 , Ta1_23 < 2×τ 200_20 , Ta1_34 < 3×τ 200_20 are satisfied, it is not affected by the upper - limit torque.

[0077] On the other hand, in model 12b1 where the adhesion coefficient is smaller than that of model 12a1, considering the limitation in FIG. 9, since τ 200_15 <Tb1_12, the total torque Τ of the main motors at the boundary Tb1_12 between the region X(t + Δt)=1 and the region X(t + Δt)=2 is restricted compared with model 12a1. This means that when the total torque Τ of the main motors is less than τ 200_15 , the efficiency when X(t + Δt)=1 is out of the operating range due to the anti - slipping constraint, so the operating range of X(t + Δt)=1 becomes narrower.

[0078] Similarly, in model 12c1 where the passenger - occupancy rate is smaller than that of model 12a1, considering the limitation in FIG. 9, since τ 150_15Since it becomes <Tc1_12>, the total torque Τ of the main motor at the boundary Tc1_12 between the region where X(t+Δt)=1 and the region where X(t+Δt)=2 is restricted compared to the model 12a1. This is because when the total torque Τ of the main motor is less than τ 150_20 Since the efficiency when X(t+Δt)=1 is out of the operating range due to the anti - slipping constraint when it is less than τ, it means that the operating range of X(t+Δt)=1 is narrowed.

[0079] Also, in the model 12d1 when both the passenger occupancy rate and the adhesion coefficient are smaller compared to the model 12a1, considering the limit in Fig. 9, τ 150_15 becomes <Td1_12, and at the same time, 2×τ 150_15 becomes <Td1_23. Since the total torque Τ of the main motor at the boundary Td1_12 between the region where X(t+Δt)=1 and the region where X(t+Δt)=2 and the total torque Τ of the main motor at the boundary Td1_23 between the region where X(t+Δt)=2 and the region where X(t+Δt)=3 are restricted compared to the model 12a1. This is because when the total torque Τ of the main motor is less than τ 150_15 Since the efficiency when X(t+Δt)=1 is out of the operating range due to the anti - slipping constraint, the operating range of X(t+Δt)=1 is narrowed, and when the total torque Τ of the main motor is less than 2×τ 150_15 Since the efficiency when X(t+Δt)=2 is out of the operating range due to the anti - slipping constraint, it means that the operating range of X(t+Δt)=2 is also narrowed.

[0080] [[ID=Z18]]Thus, by creating an operating unit selection model according to the environmental conditions, control adapted to the environmental conditions in which the railway vehicle runs becomes possible.

[0081] The update timing of the passenger occupancy rate (applied load) among the environmental conditions is arbitrary. For example, since the vehicle weight changes due to the boarding and alighting of passengers, the passenger occupancy rate may be updated at the timing after the vehicle door closing operation (after boarding and alighting at a station). [[ID=Z24]]

[0082] [[ID=Z25]] Note: There seems to be a minor issue in the original text where some lines might be numbered in a non - sequential or incorrect way in terms of the flow (e.g., ID = 1, 3 - 5 are just tags without real content connection). Also, I've added 'Z' in front of ID = 18 to make it sequential in the translation for better understanding. You may want to check the original text's numbering logic.Furthermore, regarding the timing of updating the adhesion coefficient, since the adhesion coefficient is related to the track conditions, it is best to update it when information about the track is obtained from various sensors installed on the vehicle (e.g., cameras) or from wired or wireless communication from outside the vehicle. [Examples]

[0083] Example 2 sets the operating number selection model using a mathematical formula (function). While the operating number selection model in Example 1 is essentially a tabular model, the operating number selection model in Example 2 is a functional model.

[0084] In Example 1, the operating number selection model is a table model (table data) that represents the relationship between the vehicle speed V and the total torque T of the main motors and the number of operating main motors X(t+Δt). It is necessary to prepare a number of models according to the environmental conditions and the current number of operating main motors X(t). The table model (table data) that represents the relationship between the vehicle speed V and the total torque T of the main motors and the number of operating main motors X(t+Δt) generally has a large data capacity, and a large-capacity storage device is required for implementation.

[0085] The operating unit selection model in Example 2 suppresses the increase in data capacity by employing a function model.

[0086] Figure 11 shows an example of a unit count selection model according to Example 2. The unit count selection model in Figure 11 is an example in which the boundaries Tb1_12, Tb1_23, and Tb1_34 in Model 12b1 (occupancy rate 200%, adhesion coefficient 15%) in Figure 10 are set using a function model (approximation formula).

[0087] As shown in Figure 11, for example, the boundary Tb1_12 is defined by three function models (approximation formulas) depending on the range of vehicle speed V. That is, in the range where vehicle speed V is "0 ≤ V < 30", the approximation formula is "T = aV 0.5 +bV+cV 2 +d, where a=a b1_12_1 , b=b b1_12_1 c=c b1_12_1 d=d b1_12_1」. Also, when the vehicle speed V is in the range of "30 ≤ V < 50", the approximation formula is "T = aV 0.5 + bV + cV 2 + d, where a = 0, b = 0, c = 0, d = τ 200_15 ". Further, when the vehicle speed V is in the range of "50 ≤ V ≤ 120", the approximation formula is "T = aV 0.5 + bV + cV 2 + d, where a = a b1_12_3 、b = b b1_12_3 、c = c b1_12_3 、d = d b1_12_3 ".

[0088] The approximation formula in FIG. 11 is an example, and any approximation formula may be used as long as it can represent the boundary of the operating main motor number command X(t + Δt) from the relationship between the total torque Τ of the main motor and the vehicle speed V.

[0089] The coefficients of the approximation formula are set for each of a plurality of conditions (combinations of condition 1 and condition 2). As described above, for example, in Tb1_12, the coefficients of the approximation formula are determined for each of the conditions where the vehicle speed V is "0 ≤ V < 30", "30 ≤ V < 50", and "50 ≤ V ≤ 120". Note that optimization methods such as the least squares method can be used to determine the coefficients of the approximation formula.

[0090] In the second embodiment, for example, the operating number control unit 11 referring to the model 12b1 compares the total torque Τ of the main motor given by the torque command T with TA calculated from the approximation formula of Tb1_12 using the vehicle speed V, TB calculated from the approximation formula of Tb1_23 using the vehicle speed V, and TC calculated from the approximation formula of Tb1_34 using the vehicle speed V, to determine whether the operating main motor number command X(t + Δt) is any one of 1 to 4.

[0091] For example, when the total torque Τ of the main motor given by the torque command T is smaller than TA calculated from the approximation formula of Tb1_12 using the vehicle speed V, the operating main motor number command X(t + Δt) is 1.

[0092] In Example 2, by adopting a function model as the operating unit selection model, it is not necessary to implement a large-capacity storage device. [Examples]

[0093] Example 3 limits the number of operational unit selection models. In Example 1, the number of operational unit selection models is set on the condition that all of the main motors (maximum number of controls) installed on the 2M motor vehicle can be operated, whereas in Example 3, the number of operational unit selection models is set on the condition that only a portion of the total number of main motors installed on the 2M motor vehicle can be operated.

[0094] In other words, the operating unit selection model of Example 1 assumes that the main motors are operated in a range from one to a maximum of four. However, generally, when the total torque required for the main motors is small during constant-speed operation, operating four main motors reduces the torque per main motor, resulting in a significant decrease in efficiency.

[0095] The operational number selection model of Example 3 aims to improve the efficiency of the main motors by limiting the range of operational main motors to a range such as "1 or 4" or "2 or 4" rather than setting it to an arbitrary number from 1 to 4, thereby ensuring that the torque per main motor does not decrease even when the total torque of the main motors is small.

[0096] Referring to Figures 12 and 13, we will explain the operating unit selection model when the operating unit condition is limited to "1 unit or 4 units". Note that the creation of the operating unit selection model is the same as in Example 1, so the explanation will be omitted.

[0097] Figure 12 shows an example of the configuration of the operating unit selection model DB according to Example 3. As shown in Figure 12, the operating unit selection model DB 12 in this example stores, as in Example 1, models such as Model 12a corresponding to an occupancy rate of 200% and an adhesion coefficient of 20%, Model 12b corresponding to an occupancy rate of 200% and an adhesion coefficient of 15%, Model 12c corresponding to an occupancy rate of 150% and an adhesion coefficient of 20%, and Model 12d corresponding to an occupancy rate of 150% and an adhesion coefficient of 15% as environmental conditions.

[0098] However, in Example 3, for each model, only two models are set: one for the case where the number of currently operating main motors X(t) = 0 or 1, and another for the case where the number of currently operating main motors X(t) = 4.

[0099] Figure 13 shows an example of an operational number selection model according to Embodiment 3. For example, if there are 0 or 1 motors in operation in electric vehicle 2M, that is, if the current number of operational main motors X(t) = 0 or 1, model 12a1b is referred to. Similarly, if there are 4 motors in operation, that is, if the current number of operational main motors X(t) = 4, model 12a4b is referred to.

[0100] In Model 12a1b, Ta1_14b represents the boundary between the region where X(t+Δt)=1 and the region where X(t+Δt)=4.

[0101] Furthermore, in Model 12a4b, Ta4_14b represents the boundary between the region X(t+Δt)=1 and the region X(t+Δt)=4. However, Ta4_14b is the boundary obtained by shifting Ta1_14b in Model 12a1b downward by a certain torque, similar to Ta2_12 in Model 12a2 in Figure 4.

[0102] Next, referring to Figures 14 and 15, we will explain the operating unit selection model when the operating unit condition is limited to "2 units or 4 units".

[0103] Figure 14 shows another example of the configuration of the operating unit selection model DB according to Example 3. As shown in Figure 14, the operating unit selection model DB 12 in this example, like Example 1, stores environmental conditions such as model 12a corresponding to an occupancy rate of 200% and a adhesion coefficient of 20%, model 12b corresponding to an occupancy rate of 200% and a adhesion coefficient of 15%, model 12c corresponding to an occupancy rate of 150% and a adhesion coefficient of 20%, and model 12d corresponding to an occupancy rate of 150% and a adhesion coefficient of 15%. However, for each model, only two models are set: one for the case where the current number of operating main motors X(t) = 0 or 2, and another for the case where the current number of operating main motors X(t) = 4.

[0104] Figure 15 shows another example of the operating number selection model according to Embodiment 3. For example, if there are 0 or 2 motors in operation in electric vehicle 2M, that is, if the current number of operating main motors X(t) = 0 or 2, model 12a2c is referred to. Similarly, if there are 4 motors in operation, that is, if the current number of operating main motors X(t) = 4, model 12a4c is referred to.

[0105] In Model 12a2c, Ta2_24c represents the boundary between the region X(t+Δt)=2 and the region X(t+Δt)=4.

[0106] Furthermore, in Model 12a4c, Ta4_24c represents the boundary between the region X(t+Δt)=2 and the region X(t+Δt)=4. However, Ta4_24c is the boundary obtained by shifting Ta2_24c in Model 12a2c downward by a certain torque, similar to Ta3_23 in Model 12a3 in Figure 4.

[0107] In Example 3, the data capacity of the storage device to be implemented can be reduced by reducing the number of boundaries in the operating unit selection model. [Examples]

[0108] Embodiment 4 involves mounting the operating unit count control unit 11 on the vehicle information control device 9. In Embodiment 1, the operating unit count control unit 11 is mounted on a railway vehicle control device 10 provided for every 2M motor car, whereas in Embodiment 4, the operating unit count control unit 11 is mounted on a vehicle information control device 9 provided, for example, on the leading car.

[0109] Figure 16 shows an example of the configuration of the vehicle information control device according to Embodiment 4. As shown in Figure 16, the operating unit control unit 11 in this embodiment is mounted on the vehicle information control device 9 and controls the number of operating main motors of all electric vehicles 2M in a unified manner.

[0110] The basic functions of the operating unit count control unit 11 in Embodiment 4 are the same as in Embodiment 1. In Embodiment 4, the operating unit count control unit 11 is equipped with an operating unit count selection model DB12. When the current operating number of main motors X(t), vehicle speed V, environmental conditions (e.g., occupancy rate and adhesion coefficient) and torque command T are read, the operating unit count selection model is selected from the operating unit count selection model DB12 according to the current operating number of main motors X(t) and environmental conditions. The torque command T and vehicle speed V are inputs, and the operating unit count command X(t+Δt) is output to the torque command generation unit 13 from the selected operating unit count selection model.

[0111] In Embodiment 4, by reducing the number of operating unit control units 11, it is possible to reduce the memory capacity and computational load of the railway vehicle control device 10.

[0112] Furthermore, in Embodiment 4, it is possible to broaden the range of control over the number of operating main motors. For example, assuming a railway train set with four 2M motor cars, each motor car equipped with four main motors, the total number of main motors in the railway train set 1 is 16, and the number of main motors controlled by the railway vehicle control device 10 for each 2M motor car can range from 0 to 4.

[0113] In Embodiment 1, the operating unit control unit 11 is mounted on the railway vehicle control device 10 of each motor car 2M, so the number of main motors is controlled in the range of 0 to 4. In contrast, in Embodiment 4, the operating unit control unit 11 can control the main motors of all motor cars 2M in the range of 0 to 16. This makes it possible to control, for example, all the main motors of a particular motor car 2M to stop in order to prevent wheel slip.

[0114] [Example of changes] Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and various modifications are possible without departing from the spirit of the present invention.

[0115] For example, the total torque T of the main motors in the operating motor count selection model shown in Figure 4 of Example 1 can also be used to create a similar operating motor count selection model if it represents the total regenerative torque of the main motors. Specifically, an operating motor count selection model for powering can be created based on the efficiency map of the powering main motors, and an operating motor count selection model for regeneration can be created from the efficiency map of the regenerative main motors. By having both operating motor count selection models, an operating motor count command X(t+Δt) can be output by selecting either the operating motor count selection model for powering or the operating motor count selection model for regeneration depending on whether the total torque is powering or regenerating.

[0116] Furthermore, in Example 1 and other examples, although the number of operating main motors is specified based on the command X(t+Δt), it is not specified which inverter (main motor) to operate. This can be improved by rotating the main motors so that their operating frequency or temperature is leveled out. This makes it possible to equalize the deterioration of the inverters and main motors.

[0117] This disclosure includes the following aspects:

[0118] (Aspect 1) A traction motor operation count control device that controls the number of traction motors operating that generate power for the movement of a railway vehicle, For each environmental condition, a plurality of operating number selection models corresponding to the number of operating main motors are provided. Based on the environmental condition and the current number of operating main motors, select the operating number selection model. Using the torque command and the vehicle speed as inputs, output the operating number command of the main motor from the selected operating number selection model. A device for controlling the number of operating main motors, characterized by the above.

[0119] (Aspect 2) In the device for controlling the number of operating main motors according to Aspect 1, The environmental condition includes at least the occupancy rate or load of the railway vehicle and the adhesion coefficient of the railway vehicle. A device for controlling the number of operating main motors, characterized by the above.

[0120] (Aspect 3) In the device for controlling the number of operating main motors according to Aspect 1, [[ID=!24]]Each of the operating number selection models is a table model that determines the number of operating main motors that maximizes the efficiency of the main motor according to the vehicle speed and the total torque of the main motor. Among the operating number selection models, the first operating number selection model when the number of operating main motors is M and the second operating number selection model when the number of operating main motors is N (M < N) corresponding to the same environmental condition include different total torques of the main motor indicating the boundary between the region where the number of operating main motors that maximizes the efficiency of the main motor is M and the region where the number of operating main motors is N. A device for controlling the number of operating main motors, characterized by the above.

[0121] (Aspect 4) In the device for controlling the number of operating main motors according to Aspect 3, When comparing the different total torques of the main motor at the same vehicle speed, the total torque of the main motor indicating the boundary in the second operating number selection model is smaller than the total torque of the main motor indicating the boundary in the first operating number selection model. A device for controlling the number of operating main motors, characterized by the above.

[0122] (Aspect 5) In the operating number control device of the main motor according to Aspect 4, each of the operating number selection models includes a function model showing the relationship between the vehicle speed and the total torque of the main motor, and the function model shows the boundary between the operating numbers of the main motor that maximizes the efficiency of the main motor. Among the operating number selection models, the third operating number selection model when the operating number of the main motor is M and the fourth operating number selection model when the operating number of the main motor is N (M < N) corresponding to the same environmental state include function models showing the boundaries between the operating numbers M and N that maximize the efficiency of the main motor, which are different from each other. An operating number control device for a main motor, characterized by the above.

[0123] (Aspect 6) In the operating number control device of the main motor according to Aspect 5, When compared at the same vehicle speed, the function model in the fourth operating number selection model shows that the total torque of the main motor is smaller than the total torque of the main motor shown by the function model in the third operating number selection model for the function models showing the different boundaries. An operating number control device for a main motor, characterized by the above. <00005​​​​​​​​​​​​​​​​​​​​​​(Aspect 9) A method for controlling the number of operating traction motors, which controls the number of operating traction motors that generate power for the movement of a railway vehicle, Depending on the environmental conditions, the system offers multiple models for selecting the number of operating main motors according to the number of motors in operation. Based on the aforementioned environmental conditions and the current number of operating main motors, select the operating number selection model. The selected operating number model outputs a command for the number of main motors, taking the torque command and vehicle speed as inputs. A method for controlling the number of operating main motors, characterized by the following features. [Explanation of Symbols]

[0127] 1: Railway car formation 2: Railway vehicles (2T: trailer car, 2M: motor car) 3: Pantograph 4: Slave shaft 5: Drive axis 6(6a, 6b, 6c, 6d): Main motor 7: Power converter 8: Operation control unit 9: Vehicle Information Control System 10: Control devices for railway vehicles 11: Operating Unit Control Unit (Operating Unit Control Device) 12: Number of operating units selection model DB 13: Torque command generation unit

Claims

1. A traction motor operation count control device that controls the number of traction motors operating that generate power for the movement of a railway vehicle, Depending on the environmental conditions, there are multiple models for selecting the number of operating main motors according to the number of motors in operation. Based on the aforementioned environmental conditions and the current number of operating main motors, the operating number selection model is selected. The selected operating number selection model outputs an operating number command for the main motor, taking the torque command and vehicle speed as inputs. A control device for controlling the number of operating main motors, characterized by the following features.

2. In the control device for the number of operating main motors according to claim 1, The aforementioned environmental conditions include at least the occupancy rate or load on the railway vehicle, and the adhesion coefficient of the railway vehicle. A control device for controlling the number of operating main motors, characterized by the following features.

3. In the control device for the number of operating main motors according to claim 1, Each of the aforementioned operating unit selection models is a table model that determines the number of operating main motors that maximize the efficiency of the main motors according to the vehicle speed and the total torque of the main motors. Among the aforementioned operating unit selection models, the first operating unit selection model for the case where the number of operating main motors is M, and the second operating unit selection model for the case where the number of operating main motors is N (M < N), which correspond to the same environmental conditions, include cases where the total torque of the main motors that marks the boundary between the region where the number of operating main motors that maximizes the efficiency of the main motors is M and the region where the number of operating main motors is N are different. A control device for controlling the number of operating main motors, characterized by the following features.

4. In the control device for the number of operating main motors according to claim 3, When comparing the sum of torques of the different main motors at the same vehicle speed, the sum of torques of the main motors representing the boundary in the second operating number selection model is smaller than the sum of torques of the main motors representing the boundary in the first operating number selection model. A control device for controlling the number of operating main motors, characterized by the following features.

5. In the control device for the number of operating main motors according to claim 1, Each of the aforementioned operating unit selection models is a function model that shows the relationship between the vehicle speed and the total torque of the main motors, and the function model shows the boundary between the operating units of the main motors that maximize the efficiency of the main motors. Among the aforementioned operating unit selection models, the third operating unit selection model for the case where the number of operating main motors is M, and the fourth operating unit selection model for the case where the number of operating main motors is N (M < N), which correspond to the same environmental conditions, include models in which the function models that indicate the boundary between the operating unit M and the operating unit N that maximize the efficiency of the main motors are different from each other. A control device for controlling the number of operating main motors, characterized by the following features.

6. In the control device for the number of operating main motors according to claim 5, When comparing the function models, which show different boundaries, at the same vehicle speed, the total torque of the main motors shown by the function model in the fourth operating number selection model is smaller than the total torque of the main motors shown by the function model in the third operating number selection model. A control device for controlling the number of operating main motors, characterized by the following features.

7. In the control device for the number of operating main motors according to claim 1, The aforementioned multiple operating unit selection models correspond to a portion of the total number of main motors installed in the railway vehicle. A control device for controlling the number of operating main motors, characterized by the following features.

8. In the control device for the number of operating main motors according to claim 1, The aforementioned multiple operating unit selection models correspond to the total number of main motors installed in the railway vehicle. A control device for controlling the number of operating main motors, characterized by the following features.

9. A method for controlling the number of operating traction motors, which controls the number of operating traction motors that generate power for the movement of a railway vehicle, Depending on the environmental conditions, there are multiple models for selecting the number of operating main motors according to the number of motors in operation. Based on the aforementioned environmental conditions and the current number of operating main motors, the operating number selection model is selected. The selected operating number model outputs a command for the number of main motors, taking the torque command and vehicle speed as inputs. A method for controlling the number of operating main motors, characterized by the features described above.

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