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

Abstract

This vehicle control device comprises: a first limiting unit which limits a first driving force for a front shaft (one shaft) that is an axle connected to a driving part for generating a driving force for driving a vehicle, in order to cause vehicle wheels 21 disposed on the front shaft (one shaft) to be viscously mounted; and a torque limiting unit 32 which is a second limiting unit for limiting, at a location where the first driving force is limited, a second driving force for rear shafts (2-4 shafts) which are axles located on the rear side in the traveling direction of the vehicle from the front shaft (one shaft), in order to cause vehicle wheels 21 disposed on the rear shafts (2-4 shafts) to be viscously mounted. Accordingly, it is possible to provide a vehicle control device, a vehicle control method, and a vehicle control system with which idling slip of the vehicle wheels can be suppressed according to various road states.

Description

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

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control system, and more particularly to a vehicle control device, a vehicle control method, and a vehicle control system that can be suitably used to restore wheel adhesion when wheel spin or skidding occurs.

[0002] In vehicles such as railway cars, the torque of a rotating electric machine rotates the drive wheels, which in turn generate a tangential force on the wheels as a reaction force that the wheel tread receives from the rail, accelerating the vehicle. This tangential force varies depending on the tangential force coefficient μ, which indicates the adhesion state between the wheel and the rail. If the wheel torque exceeds the tangential force, the force that accelerates the vehicle remains small, while the force that rotates the wheel increases, resulting in wheel spin or skid (hereinafter referred to as "wheel skid"). In particular, wheel spin and skid are more likely to occur during rainy or snowy weather because the adhesion coefficient decreases significantly.

[0003] If this slippage occurs more frequently, it can cause problems such as a decline in the vehicle's acceleration and deceleration performance, and large fluctuations in tangential force can cause car body vibrations, reducing ride comfort. For this reason, a slippage readhesion control system is widely used, which quickly detects slippage that occurs between the wheels and rails and reduces the torque of the rotating electric machine to allow the wheels to readhere to the rails.

[0004] Patent Document 1 discloses that a plurality of power distribution patterns are prepared 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 spinning or sliding, is reduced and the reduced amount is compensated for by the other power units. A selection means selects one power distribution pattern based on information on wheel spinning or sliding while traveling obtained from a spin / slide detector. 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 a wheel skid occurs, readhesion control is performed on the first axle that has skidded, and wheel skid induction suppression control is performed on each of the other axles, second through fourth. In wheel skid induction suppression control, the torque of the target axle is changed in synchronization with the torque reduction caused by readhesion control. The torque change amount Δτeb is determined based on the acceleration α of the wheel skid axle during wheel skid and a predetermined coefficient k. The coefficient k is determined based on whether the wheel skids or skids, and the relative positions of the target axle and the wheel skid axle within the vehicle. For example, in the case of a wheel skid during powering, if the target axle is the axle behind the wheel skid axle, the torque change amount is determined as a torque reduction, and if the target axle is the axle in front of the wheel skid axle, the torque increase is determined.

[0006] JP 2006-304464 A JP 2009-290954 A

[0007] In wheel slip readhesion control, if torque is applied abruptly, wheel slip can be quickly resolved. However, this also results in abrupt fluctuations in tangential force, resulting in vehicle body vibration and a deterioration in ride comfort. On the other hand, if torque is applied gradually, wheel slip increases, increasing the time required to reduce torque and achieve readhesion, leading to a decrease in acceleration. Thus, when applying torque in readhesion control after wheel slip detection, it is difficult to achieve both reduced vehicle body vibration and improved acceleration; there is a trade-off between these two goals. Therefore, it is desirable to suppress wheel slip itself. In this case, it is desirable to suppress wheel slip in response to complex changes in road surface conditions depending on the road section. The present invention aims to provide a vehicle control device, vehicle control method, and vehicle control system that can suppress wheel slip in response to various road surface conditions.

[0008] In order to solve the above problems, the present invention provides a vehicle control device that includes a first limiting unit that limits a first driving force on a first axle in order to adhere a first wheel arranged on a first axle, which is an axle connected to a drive unit that generates a driving force to drive the vehicle, and a second limiting unit that limits a second driving force on a second axle at the point where the first driving force is limited in order to adhere a second wheel arranged on a second axle, which is an axle located rearward of the first axle in the direction of travel of the vehicle.

[0009] The present invention also provides a vehicle control method that limits a first driving force on a first axle in order to adhere a first wheel arranged on a first axle, which is an axle connected to a drive unit that generates a driving force to drive the vehicle, and limits a second driving force on a second axle at the point where the first driving force is limited in order to adhere a second wheel arranged on a second axle, which is an axle located rearward of the first axle in the direction of travel of the vehicle.

[0010] Furthermore, the present invention is a vehicle control system comprising a drive unit that generates a driving force to drive the vehicle, wheels that move the vehicle forward using the driving force from the drive unit, and a control unit that controls the wheels to adhere, wherein the control unit comprises a first limiting unit that limits a first driving force on a first axle in order to adhere a first wheel arranged on a first axle that is an axle connected to the drive unit, and a second limiting unit that limits a second driving force on a second axle at the point where the first driving force is limited in order to adhere a second wheel arranged on a second axle that is an axle located rearward of the first axle in the direction of travel of the vehicle.

[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.

[0012] 1A to 1B are block diagrams showing the overall configuration of a vehicle control system in this embodiment; FIG. 1C is a diagram showing an example of a schematic configuration of a drive unit; FIG. 1D is a diagram showing functional blocks of equations of motion for a vehicle and one driving wheelset; FIG. 1E is a diagram showing the relationship between the slip speed between the wheel and the rail and the tangential force coefficient; FIG. 1F is a diagram showing wheel skid when the vehicle is powered or regenerating; FIG. 1G is a diagram showing an example of an operation for suppressing wheel skid according to this embodiment; FIG. 1H is a diagram showing an example of a running position calculation unit; FIG. 1I is a diagram showing a modified example of the running position calculation unit; FIG. 1I is a diagram showing a modified example of the running position calculation unit; FIG. 1I is a diagram showing an example of a torque command value held in the torque information calculation unit; FIG. 1I is a diagram showing an example of a history of generated torque information; FIG. 1I is a diagram showing an example of the configuration of a torque limiting unit; FIG. 1I is a diagram showing a modified example of the torque limiting unit; FIG. 1I is a diagram showing an adjustment gain of a set value; FIG. 1I is a diagram showing an outline of operational waveforms when this embodiment is applied; FIG. 1I is a diagram showing an outline of operational waveforms when this embodiment is applied; FIG. 1I is a diagram showing an outline of operational waveforms when a modified example of this embodiment is applied; FIG. 1I is a diagram showing an example of a rolling stock formation when this embodiment is applied; FIG. 1I is a diagram showing a first modified example when this embodiment is applied to a rolling stock formation. 21 is a diagram showing a second modified example when this embodiment is applied to a train formation. FIG. 22 is a diagram showing a modified example of a control device to which the configuration of FIG. 21 is applied. FIG. 23 is a diagram showing an example of a history of torque information when the configuration of FIG. 21 is applied. FIG. 24 is a diagram showing an example of a case where this embodiment is applied to a plurality of formations running on a railway. FIG. 25 is a diagram showing an outline of operating waveforms when this embodiment is applied. FIG. 26 is a diagram showing an outline of operating waveforms when this embodiment is applied. FIG. 27 is a diagram showing an example of a case where a synchronous machine is used as the rotating electric machine. FIG. 28 is a diagram showing an example of a case where an induction machine is used as the rotating electric machine. (a) to (b) are diagrams comparing the history of torque information generated in the first embodiment with the history of torque information generated in the second embodiment. (a) to (b) are diagrams comparing the history of torque information generated in the first embodiment with the history of torque information generated in the third embodiment.

[0013] [First Embodiment] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. First, a first embodiment of a vehicle control system will be described. In the first embodiment, a wheel skid of a front axle located forward in the direction of travel of the vehicle is detected. Then, when a wheel of a rear axle located rearward of the front axle reaches the point where the wheel of the front axle has skidded, the torque applied to the rear axle is limited to prevent the wheel of the rear axle from skidding.

[0014] <Explanation of Overall Configuration of Vehicle Control System 100> FIGS. 1A and 1B are block diagrams illustrating the overall configuration of a vehicle control system 100 according to this embodiment. FIG. 1A illustrates a case in which a plurality of vehicles 20 are coupled together and traveling as a railway vehicle. These vehicles 20 travel leftward in the drawing on rails 22. Each vehicle 20 is equipped with a bogie 23, which is provided with wheels 21. A rotating electric machine 4 is connected to each axle of the wheels 21 via a gear. The rotating electric machine 4 is an example of a drive unit that generates driving force to drive the vehicle 20, and is, for example, an AC motor that operates on AC. The vehicle 20 is also equipped with a drive unit 1. The drive unit 1 applies a three-phase AC current to the rotating electric machine 4 to drive the rotating electric machine 4. The drive unit 1 includes a control unit 2 that controls a voltage output device 3 and a voltage output device 3 that generates a three-phase AC current. The vehicle 20 is also equipped with a host control unit 50 for the control unit 2. The upper control device 50 is, for example, a cab monitor device or a transmission device.

[0015] In FIG. 1A, the vehicle 20 equipped with a rotating electric machine 4 and outputting power is referred to as the M (motor car), and the vehicle 20 towed by the M car is referred to as the T (trailer car). Here, the leading vehicle 20 is the T car, and the second vehicle 20 is the M car. Hereinafter, the axles of the wheels 21 on the M car will be defined as axle 1 211, axle 212, axle 3 213, and axle 4 214, from the front in the direction A of travel of the vehicle 20. Hereinafter, axle 1, which is located at the front, will be referred to as the front axle, and axles 2 to 4, which are located behind the front axle, will be referred to as the rear axles. 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 circuit and main circuit included in the voltage output device 3 in the drive unit 1 generate the three-phase AC voltage. In the rotating electric machine 4, a drive current flows due to the application of a three-phase AC voltage from the voltage output device 3, generating a rotational torque. The wheels 21 rotate due to the rotational torque of the rotating electric machine 4, and a tangential force generated in the wheels 21 as a reaction force received by the wheel treads from the rails 22 transmits a 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 by the driving force from the rotating electric machine 4.

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

[0017] The traveling position calculation unit 30 calculates the traveling position of each axle based on information on the speed of the vehicle 20 (vehicle speed) and the peripheral speed of the wheels 21 (wheel peripheral speed). Here, a traveling position calculation unit 30 is provided for each of the first to fourth axles. In FIG. 1B, these units are shown as a traveling position calculation unit (first axle) 30-1, a traveling position calculation unit (second axle) 30-2, a traveling position calculation unit (third axle) 30-3, and a traveling position calculation unit (fourth axle) 30-4, respectively. The torque information calculation unit 31 outputs a history R1 of torque information when the first axle located on the front side in the traveling direction A of the vehicle 20 skids. The torque limiting unit 32 receives as input the history R1 of torque information of the first axle located on the front side in the traveling direction A of the vehicle 20 and the traveling position calculation results of the second to fourth axles calculated by the traveling position calculation unit 30, and calculates a torque limiting value τ ｍ＿２ ＊＊ ~τ ｍ＿４ ＊＊ Here, a torque limiting unit 32 is provided for each of axes 2 to 4. In FIG. 1B, these are shown as torque limiting unit (axis 2) 32-2, torque limiting unit (axis 3) 32-3, and torque limiting unit (axis 4) 32-4, respectively.

[0018] <Explanation of Schematic Configuration of Drive Device 1> Fig. 2 is a diagram showing an example of the schematic configuration of the drive device 1. As described in Fig. 1A, the drive device 1 includes a control device 2 and a voltage output device 3. Also shown here are a synchronous machine (synchronous motor) 4a as a rotating electric machine 4 and a current detector 5, although they are not part of the drive device 1.

[0019] The functions of each component of the control device 2 are described below. Note that FIG. 2 shows a configuration for controlling one of the first to fourth driving axles. Therefore, for example, if four axles are driven using a 1C1M configuration, three other similar configurations are provided, although not shown. Note that FIG. 2 shows only the minimum functional blocks required for the first embodiment. For example, a power converter including driving transistors such as IGBTs (Insulated Gate Bipolar Transistors) and power devices such as diodes, and a control configuration for this power converter are shown in a block diagram of the voltage output device 3, and detailed illustrations are omitted.

[0020] 2, the rotating electric machine 4 is configured to use a synchronous machine (synchronous motor) 4a, but as shown in FIG. 28 described later, it may be an induction machine (induction motor) 4b or the like other than a synchronous machine. The current detector 5 is configured by a Hall CT (Current Transformer) or the like, and detects three-phase current i of U-phase, V-phase, and W-phase flowing through the synchronous machine 4a. ｕ , i ｖ and i ｗ However, it is not necessary to detect the currents of all three phases by the current detector 5, and it is also possible to configure the system so that any two of the three phases are detected and the remaining phase is found by calculation on the assumption that the three-phase currents are in a balanced state.

[0021] The control device 2 includes a torque command calculation unit 11, a torque limiting unit 32, a torque information calculation unit 31, a running 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 skid detection determination unit 15, and a phase calculation unit 13.

[0022] The torque command calculation unit 11 calculates a torque command value τ ｍ ＊The torque limiting unit 32 performs calculations only when the axle to be controlled is a rear axle (axles 2 to 4), and does not perform calculations when the axle is a front axle (axle 1). Based on the traveling position x of the axle itself and the history R1 of torque information calculated for the front axle (axle 1), the torque command value τ ｍ ＊ is limited to the torque command value (after limit) τ ｍ ＊＊ The torque information calculation unit 31 performs calculations only when the axle to be controlled is the front axle (axle 1), and does not perform calculations when the axle is the rear axle (axles 2 to 4). The torque command value τ ｍ ＊ The traveling position calculation unit 30 calculates the traveling position x of each axle based on the information on the vehicle speed and the wheel peripheral speed, as described above.

[0023] The current command calculation unit 10 calculates a torque command value τ ｍ ＊＊ current command value i of the dq axis to obtain a predetermined torque ｄ ＊ , i ｑ ＊ The current detection coordinate conversion unit 8 converts the three-phase current i of the synchronous machine 4a detected by the current detector 5 into ｕ , i ｖ and i ｗ The d-axis estimated phase θ recognized by the control device 2 ｄｃ is used to convert it into the dq coordinates of the rotating coordinate system, and the dq axis current detection value (i ｄｆ and i ｑｆ ) to the current control unit 9. The current control unit 9 controls the dq-axis voltage command value v by 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 conversion unit 8 and the dq-axis current command value output by the current command calculation unit 10 becomes zero. ｄ ＊ , v ｑ ＊ The voltage command coordinate conversion unit 12 generates and outputs the dq-axis voltage command value v ｄ ＊ , vｑ ＊ and the d-axis estimated phase θ ｄｃ and the three-phase AC voltage command value v ｕ ＊ , v ｖ ＊ and v ｗ ＊ The PWM control unit 7 converts the three-phase AC voltage command value v output from the voltage command coordinate conversion unit 12 into ｕ ＊ , v ｖ ＊ and v ｗ ＊ Based on this, a switching command Cs of a PWM voltage (Pulse Width Modulation) is output to the voltage output device 3.

[0024] The phase synchronization control unit 14 receives the phase deviation information Δθ ｃ Based on this phase deviation information Δθ ｃ The angular velocity estimate ω is set to zero. ｒ ＾ The phase deviation information Δθ ｃ is the d-axis estimated phase θ ｄｃ and the rotor phase θ of the synchronous machine 4a ｄ Here, the phase deviation information Δθ ｃ is the estimated value of the phase deviation by sensorless control, Δθ ｅｓｔ Although not shown, the phase detection value θ ｒ Using the information of ｄｃ The difference between these is calculated to obtain the phase deviation information Δθ ｃ In addition, the phase deviation estimated value Δθ ｅｓｔ As a method for obtaining this, for example, in the low speed range, a method is used in which it is estimated based on the high frequency current detection value when the high frequency voltage is superimposed, and in the high speed range, a method is used in which it is estimated using the induced voltage of the synchronous machine 4a.

[0025] The skid detection / determination unit 15 detects the angular velocity estimated value ω output from the phase synchronization control unit 14. ｒ ＾ The differential value (detected by acceleration) and the estimated angular velocity ω ｒ ＾ and vehicle speed v ｂThe torque command calculation unit 11 detects and determines whether a skid has occurred based on the difference between the values ​​of the torque command values ​​τ and τ (detection by differential speed), and outputs a skid detection signal Sk to the torque command calculation unit 11. When the torque command calculation unit 11 receives the skid detection signal Sk, it immediately calculates the torque command value τ ｍ ＊ By narrowing down the angular velocity estimation value ω output from the phase synchronization control unit 14, the wheel 21 (drive wheel) is converged to cause the wheel 21 to re-adhere to the rail 22. In order not to reduce the acceleration / deceleration of the vehicle 20, the torque is quickly restored after re-adhesion is completed. ｒ ＾ is integrated to obtain the d-axis estimated phase θ ｄｃ Output.

[0026] 3 is a diagram showing functional blocks of the equation of motion of the vehicle 20 and one driving wheel set. Here, the motor torque τ ｍ The equation of motion of the vehicle 20 and the rotating electric machine 4 is shown in a block diagram as an equation of motion based on the following equation. Here, the equation of motion is taken into consideration when considering adhesion between the wheels 21, which are driving wheels, and the rails 22 due to the tangential force coefficient μ. The force F1 that rotates the wheels 21 is expressed by the wheel torque T Ｗ and tangential force torque T Ｌ and the angular velocity ω of the wheel 21 is determined by the difference ｍ The force F2 that accelerates the vehicle 20 is calculated by the tangential force and the running resistance F ｄ The vehicle speed v ｂ The force F1 that rotates the wheel 21 and the force F2 that accelerates the vehicle 20 change according to the tangential force coefficient μ.

[0027] FIG. 4 shows the slip velocity v between the wheel 21 and the rail 22. ｓ 4 is a graph showing the relationship between the slip velocity v and the tangential force coefficient μ. ｓ The vertical axis represents the tangential force coefficient μ. The tangential force coefficient μ is the slip speed v ｓ In other words, the tangential force coefficient μ changes depending on the slip velocity v ｓAs the slip velocity v increases from 0, it increases up to the inflection point Ph. After passing the inflection point Ph, ｓ decreases. In the region below the inflection point Ph, the wheel 21 and the rail 22 are in an adhesion state Jn, but after the inflection point Ph, the wheel 21 and the rail 22 enter a slip state Jk. As shown in the figure, the tangential force coefficient μ in rainy weather (Rain) decreases compared to that in fine weather (Fine), making slippage more likely to occur. 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 traveling on a curved section, and also changes due to the gradient and vehicle speed.

[0028] 5 is a diagram showing wheel slippage during power running and regeneration of the vehicle 20. In FIG. 5, the horizontal axis represents time t, and the vertical axis represents the speed v of the wheel 21 and the vehicle 20. ｃａｒ , v ｓ The solid line represents the rotational speed of the wheel 21, and the dotted line represents the speed of the vehicle 20. As shown in FIG. 4, when the tangential force coefficient μ decreases due to the influence of rain or the like, the force accelerating the vehicle 20 shown in FIG. 3 remains small, and only the force rotating the wheel 21 increases, and the slip speed v ｓ increases. When the inflection point Ph of the tangential force coefficient μ shown in FIG. 4 is exceeded, the wheel 21 starts to spin. In FIG. 5, this is illustrated by a peak indicated as "spin P1." As shown in FIG. 4, after the inflection point Ph is exceeded, the tangential force coefficient μ increases with the slip speed v ｓ Since the slope of the curve is negative, once slip occurs, the slip will continue to increase in the direction of expansion. Note that the above explanation is for powering T1, but slip occurs during regeneration T2. ​​In Figure 5, this is shown by the peak indicated as "slip P2."

[0029] If this wheel slippage expands, it will cause a problem of degrading the acceleration and deceleration performance of the vehicle 20. Furthermore, large fluctuations in the tangential force will cause large fluctuations in the force that accelerates the vehicle 20, as shown in Figure 3, which will result in the problem of car body vibration and a decrease in ride comfort. For this reason, it is necessary to quickly detect wheel slippage that occurs between the wheels 21 and the rails 22 and reduce the torque of the rotating electric machine 4 to allow the wheels 21 to re-adhere to the rails 22.

[0030] <Explanation of the configuration for preventing slippage on the rear axle> Below, we will explain the configuration for preventing slippage on the rear axle, which is the key point of this embodiment, using the running position and torque information of the front axle.

[0031] 6(a) to 6(m) are schematic diagrams illustrating the operation of suppressing wheel skid according to this embodiment. Here, an example is described in which the adhesion coefficient decreases in a section of a running section while the vehicle 20 is traveling. When the vehicle 20 accelerates from a stop and passes through a section where the adhesion coefficient of the rail road surface is decreased, wheel skid is first detected on the front axle (axle 1) relative to the direction of travel of the vehicle 20. As explained with reference to FIGS. 3 to 5, the occurrence of wheel skid on the front axle (axle 1) means that the torque on the front axle (axle 1) was greater than the maximum adhesion force in this running section. In other words, if the rear axles (axles 2 to 4) are operated with the same torque as the front axle (axle 1) when passing through the same running section, wheel skid is likely to occur on the wheel 21 as well.

[0032] Therefore, the inventors decided to consider the functions of each axle in the traveling direction of the vehicle 20 separately. The front axle (axle 1) in the traveling direction of the vehicle 20 acts as a sensor to detect the condition of the rail road surface, detecting the running section where the tangential force is low and the motor torque (maximum adhesion force) that can be output in that running section. Then, the rear axles (axles 2 to 4) in the traveling direction of the vehicle 20 control the torque to an appropriate magnitude in the appropriate running section based on the detection information of the front axle (axle 1). As a result, while the front axle (axle 1) experiences skid and repeatedly performs readhesion control, the rear axles (axles 2 to 4) can prevent skid from occurring and can be driven near the maximum adhesion force. This reduces carbody vibration and improves 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 the season and weather, as well as short-term factors that change from moment to moment during travel, such as curves, gradients, rail joints, and lubricators. In particular, it is difficult to respond immediately to the latter short-term factors using conventional methods based on the number of past detections or methods that use modeling in advance based on theory or past experimental data. For these reasons, the inventors considered using the front axle (one axle) to grasp the latest road surface conditions.

[0034] A specific explanation will be given below using FIG. 6. In FIG. 6(b) to (m), the horizontal axis represents time t. Here, in the vehicle 20 having the configuration shown in FIG. 6(a), when the vehicle speed v ｃａｒAs shown in Figure 6(c), when the rotational frequency Rf1 of the first axle increases, a wheel spin is detected on the front axle (axle 1 211). In Figure 6(c), the axle 1 rotational frequency Rf1 increases at time t1, which causes the wheel slip detection / determination unit 15 (see Figure 2) to detect that a wheel spin has occurred on the wheel 21 of the front axle (axle 1 211). Also, as shown in Figure 6(e), the times at which the rear axles (axles 212 to 214) reach the traveling position x1 at which the front axle (axle 1 211) detected a wheel spin are indicated as times t2, t3, and t4, respectively. In this case, as shown in Figures 6(f) to 6(i), the adhesion coefficients Nk1 to Nk4 of the front axle (axle 1 211) and the rear axles (axles 212 to 214) are considered to change over time as shown in the figure. That is, at time t1, the adhesion coefficient Nk1 of the front axle (axle 1 211) decreases, and at times t2, t3, and t4, the adhesion coefficients Nk2 to Nk4 of the rear axles (axle 212 to axle 4 214) decrease.

[0035] Then, as shown in FIG. 6(j), the torque command calculation unit 11 (see FIG. 2) calculates the torque command value τ ｍ ＊ The torque command calculation unit 11 then limits the torque command value τ ｍ ＊ is limited to the torque command value (after limit) τ ｍ ＊＊ In practice, as shown in FIGS. 6(k) to 6(m), the torque limiting unit 32 outputs the torque command value τ ｍ ＊ Then, the torque limiting unit 32 limits the torque limit values ​​τ ｍ＿２ ＊＊ ~τ ｍ＿４ ＊＊As a result, spinning of the wheels 21 of the rear axles (the second axle 212 to the fourth axle 214) can be suppressed. Here, as shown in FIG. 6(d), it can be seen that the rotational frequencies Rf2 to Rf4 of the second to fourth axles do not increase at times t2, t3, and t4, and that spinning of the wheels 21 is not occurring.

[0036] In this case, the torque command calculation unit 11 calculates a first driving force (in this case, a torque command value τ ) for the first axle in order to cause adhesion of a first wheel (in this case, the wheel 21 arranged on the front axle (first axle 211)) arranged on the first axle (in this case, the front axle (first axle 211)) as an axle connected to the rotating electric machine 4 that generates a driving force for driving the vehicle 20. ｍ ＊ In this case, the first driving force after the limiting operation is the torque command value τ ｍ ＊ Corresponds to.

[0037] Further, the torque limiting unit 32 limits the second driving force (in this case, the torque command value τ ｍ ＊ In this case, the second driving force after the limiting operation is the torque command value (after the limiting operation) τ ｍ ＊＊ Corresponds to.

[0038] The point at which the first driving force is limited is the point at which the first wheel begins to spin or slide. When the first wheel begins to spin or slide, 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 at which the first wheel begins to spin or slide. This makes it possible to suppress spinning or sliding of the wheels 21 arranged on the rear axles (the second axle 212 to the fourth axle 214).

[0039] Next, a configuration for calculating a traveling position for limiting torque in an appropriate traveling section from detection information of the front axle (axle 1 211) will be described. Here, a traveling position calculation unit 30 calculates the traveling positions of the rear axles (axles 212 to 214) using the front axle (axle 1 211) as a reference. Then, when the traveling positions of the rear axles (axles 212 to 214) reach a point where wheel skidding occurs in the wheel 21 arranged on the front axle (axle 1 211), a torque limiting unit 32 limits the driving force on the rear axles (axles 212 to 214).

[0040] 7 is a diagram showing an example of the traveling position calculation unit 30. The traveling position calculation unit 30 calculates the vehicle speed v ｃａｒ (shown as "1 / s" in the figure) to calculate the relative travel position x of the rear axles (axles 2 to 4) with respect to the front axle (axle 1). ２ ~x ４ Calculate the vehicle speed v ｃａｒ For example, the vehicle speed information including the above is a value received from the host control device 50 (see FIG. 1) of the control device 2. Therefore, in this case, the traveling position calculation unit 30 determines the traveling position from the traveling distance. The traveling position calculation unit 30 can also determine the traveling position from the time it takes to reach this position. In either case, the torque limiting unit 32 determines the location where the first wheel has slipped or skidded based on the distance between the front axle (axle 1) and the rear axles (axles 2 to 4) (the distance between axle 1 and axle 2 x １２ , the distance between the first and third axes x １３ , the distance between the 1st and 4th axes x １４ ) and the speed of the vehicle 20 (vehicle speed v ｃａｒ In this case, the location where the first wheel has slipped or skidded can be easily calculated.

[0041] 8 and 9 are diagrams showing modified examples of the traveling position calculation unit 30. In FIG. 8, a traveling position calculation unit 30a is shown as a modified example of the traveling position calculation unit 30. The traveling position calculation unit 30a calculates the peripheral speed v of each wheel 21 of the first to fourth axes. ｗ１ ~v ｗ４After correcting for the influence of the wheel diameter difference (shown as "Hs" in the figure), it is integrated (shown as "1 / s" in the figure) to obtain the relative running position x of the rear axles (axles 2 to 4) with respect to the front axle (axle 1). ２ ~x ４ In FIG. 8, the peripheral speed of each wheel 21 of the first to fourth axles is calculated as the first axle peripheral speed v Ｗ１ , 2-axis peripheral speed v Ｗ２ , 3-axis circumferential velocity v Ｗ３ , 4-axis circumferential velocity v Ｗ４ By correcting the wheel diameter difference, the running position can be determined more accurately.

[0042] 9 illustrates a traveling position calculation unit 30b as a modified example of the traveling position calculation unit 30. The traveling position calculation unit 30b corrects (indicated as "Hs" in the figure) the influence of the wheel diameter difference on the peripheral speed of each wheel 21 of the rear axles (axles 2 to 4) excluding the front axle (axle 1) that is skidding, and then finds the minimum value of these. Then, it integrates (indicated as "1 / s" in the figure) the minimum value to find the relative traveling position x of the rear axles (axles 2 to 4) with respect to the front axle (axle 1). ２ ~x ４ In FIG. 9, the peripheral speeds of the wheels 21 of the second to fourth axes are calculated as the biaxial peripheral speed v Ｗ２ , 3-axis circumferential velocity v Ｗ３ , 4-axis circumferential velocity v Ｗ４ In the above example, the traveling position is represented by the vehicle speed v ｃａｒ However, if information corresponding to the traveling position can be received directly from the host controller 50 of the controller 2, this information may be used.

[0043] Next, a configuration for calculating the motor torque (maximum adhesion force) that can be output at a traveling position from the detection information of the front axle (1st axle) will be described. First, the torque information calculation unit 31 calculates the history of torque information for the traveling position when skidding is detected on the front axle (1st axle).

[0044] FIG. 10 is a diagram showing an example of a torque command value stored in the torque information calculation unit 31. In FIG. 10, the horizontal axis represents time t, and the vertical axis represents the torque τ1 of the front axle (axle 1). In the front axle (axle 1), slip occurs when the torque command value exceeds the maximum adhesion force. In this case, the torque command value (after operation by readhesion control) τ shown by the solid line ｍ ＊＊ is the original torque command value (torque command value τ ｍ ＊ ). The torque command value is then limited to the maximum adhesion torque for the vehicle travelling position, as shown in the figure. The torque command value is then adjusted along the adhesion limit line Ln indicated by the lower dotted line, and torque reduction by readhesion control and torque restoration operation (operation to return the torque command to the original torque command value) after readhesion is completed are repeated. In FIG. 10 , the points indicated by ▲ indicate the timing at which the torque command value is held. The torque at the time of slip occurrence is held and treated as torque information. 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 slip occurs also changes accordingly, as shown in the figure. In this case, the torque command value at the time of slip detection is the maximum adhesion torque for that travelling position, as shown in the figure. The torque information calculation unit 31 generates a history of torque information for the travelling position based on the torque command value at the time of slip detection.

[0045] FIG. 11 is a diagram showing an example of the history of generated torque information. In FIG. 11, the horizontal axis represents the traveling 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 calculates the history of torque information. That is, these white dots indicate the relationship between the traveling position where spin is detected and the torque command value at this traveling position. The history of torque information acquired by the method described in FIG. 10 is treated, for example, as table data for the traveling position. The history of torque information only needs to represent the relationship between the traveling position and the torque information, and may be treated as a function, for example. Hereinafter, the history of torque information may be referred to as a "torque limit table." The line connecting these white dots represents the torque limit value. In other words, FIG. 11 can also be said to be a diagram showing the torque limit value for the traveling position.

[0046] As will be described below, the torque limiting unit 32 uses a torque limiting table 40 to determine the torque command value for the rear axles (axles 2 to 4) so ​​that it is equal to or less than the torque limit value. FIG. 12 is a diagram showing an example of the configuration of the torque limiting unit 32. The torque limiting unit 32 limits the torque command value for the rear axles (axles 2 to 4) so ​​that it is equal to or less than the torque limit value determined by the torque limiting table 40. Here, the torque limiting unit 32 determines the torque command value τ ｍ ＊ is limited using the torque limit table 40. Here, the travel position of each rear axle (axles 2 to 4) is set to the 2-axis travel position x ２ , 3-axis travel position x ３ , 4-axis travel position x ４ The torque command value τ ｍ ＊ is the torque limit value τ for each rear axle (axles 2 to 4). ｍ＿２ ＊＊ , 3-axis torque limit value τ ｍ＿３ ＊＊ , 4-axis torque limit value τ ｍ＿４ ＊＊ In this way, the torque limiting unit 32 limits the limited first driving force (in this case, the limited torque command value τ ｍ ＊ ), a second driving force (in this case, a torque command value τ ｍ ＊ At this time, the torque limiting unit 32 limits the limited first driving force (in this case, the torque command value τ ｍ ＊ The torque command value (after limit) τ ｍ ＊＊ Here, the second driving force after the limiting is determined by the biaxial torque limiting value τ ｍ＿２ ＊＊ , 3-axis torque limit value τ ｍ＿３ ＊＊ , 4-axis torque limit value τ ｍ＿４ ＊＊In this way, by using the history of the running position and torque information obtained from the front axle (axle 1), it is possible to prevent the rear axles (axles 2 to 4) from spinning and operate them near the maximum adhesion torque.

[0047] Fig. 13 is a diagram showing a modified example of the torque limiting unit 32. Fig. 13 shows a torque limiting unit 32a as a modified example of the torque limiting unit 32. Compared to the case of Fig. 12, the torque limiting unit 32a shown in the figure includes a torque limit value adjusting unit 33. The torque limit value adjusting unit 33 has a smoothing filter 41 and an adjustment gain 42.

[0048] The smoothing filter 41 smooths the limited first driving force (in this case, the limited torque command value τ ｍ ＊ ) is smoothed. Then, the torque limiting unit 32a limits the second driving force. Then, as the torque limit value, the biaxial torque limit value τ ｍ＿２ ＊＊ , 3-axis torque limit value τ ｍ＿３ ＊＊ , 4-axis torque limit value τ ｍ＿４ ＊＊ 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 corrects differences that may occur between the front axle (axle 1) and the rear axles (axles 2 to 4), such as the loss of fallen leaves and moisture on the rails 22 due to the front axle (axle 1) passing through, and the difference in axle load between the front axle (axle 1) and the rear axles (axles 2 to 4). The adjustment gain 42 can be corrected for each axle using an adjustment gain G set value as shown in FIG. 14. FIG. 14 shows the value of the adjustment gain G for each rear axle (axle 212 to axle 4 214) when the front axle (axle 1 211) is set to 1.0. The torque limiting unit 32 sets the torque command value to a value obtained by multiplying the limited torque by the value of the adjustment gain 42. In this way, the torque limiting unit 32a adjusts the limited first driving force (in this case, the torque command value after limitation τ ｍ ＊) by adjusting the adjustment gain determined for each of the rear axes (the second axis 212 to the fourth axis 214), and then limiting the second driving force. ｌｉｍ２ , 3-axis torque limit value τ ｌｉｍ３ , 4-axis torque limit value τ ｌｉｍ４ This makes it possible to prevent the rear axles (axles 2 to 4) from spinning while allowing each axle to operate near the maximum adhesion torque.

[0050] 15 and 16 are diagrams showing an overview of operational waveforms when this embodiment is applied. Of these, FIG. 15 shows torque waveforms. In FIG. 15, the horizontal axis represents running position x, and the vertical axis represents axle 1 torque τ1 to axle 4 torque τ4. The torque waveforms shown in FIG. 15 reveal that for the front axle (axle 1), the torque (axle 1 torque τ1) fluctuates up and down due to repeated slip and re-adhesion. In contrast, for the rear axles (axles 2 to 4), after running position X1, where slip is detected on the front axle (axle 1), slip is suppressed and operation occurs near maximum adhesion. As a result, the torque (axle 2 torque τ2 to axle 4 torque τ4) changes smoothly. However, there are some locations where the torque limit on the rear axles (axles 2 to 4) is inaccurate and errors occur. As shown for axles 2 and 4 in FIG. 15, partial slip may also occur on the rear axles. This is indicated by points K1 and K2 in FIG. 15. In this case, the wheel spin is detected by the same means as in the front axle (first axle), and re-adhesion is achieved by readhesion control.

[0051] FIG. 16 is a diagram showing the rotational frequency of the wheels 21. In FIG. 16, the horizontal axis represents time, and the vertical axis represents the rotational frequency of the wheels 21 (the first-axis rotational frequency Rf1 to the fourth-axis rotational frequency Rf4). According to FIG. 16, the front axle (axle 1) repeatedly spins and re-adheses. As a result, the rotational frequency of the wheels 21 (the first-axis rotational frequency Rf1) fluctuates. Meanwhile, for the rear axles (axles 2 to 4), after times t2, t3, and t4, when each rear axle (axle 2 to 4) reaches the point where the front axle (axle 1) spun (traveling position X1), the rotational frequency of the wheels 21 (the second-axis rotational frequency Rf2 to the fourth-axis rotational frequency Rf4) steadily increases. However, at points K1 and K2, spin occurs on both axles 2 and 4. In this case, it may appear that the rear axles (axles 2 to 4) cannot prevent wheel spin immediately after starting from a stop (the period until axles 2, 3, and 4 reach times t2, t3, and t4). However, this condition actually occurs only immediately after the initial start-up, such as immediately after leaving a depot. Then, when starting after stopping at a station during subsequent travel, the torque information history for the running position recorded before the train stopped can be used, so this is not a major problem in practice.

[0052] 17 and 18 are diagrams showing an overview of operational waveforms when a modified example of this embodiment is applied. Of these, FIG. 17, like FIG. 15, is a diagram showing torque waveforms. Also, like FIG. 16, FIG. 18 is a diagram showing the rotational frequencies of the wheels 21 (1st axis rotational frequency Rf1 to 4th axis rotational frequency Rf4). In FIG. 17, the horizontal axis represents the traveling position x, and the vertical axis represents the 1st axis torque τ1 to 4th axis torque τ4. Here, the sensor axes (front axles) for detecting road surface conditions are the 1st axis and the 3rd axis. This can also be said to mean that there are multiple first axles (1st axis, 3rd axis). Then, the torque of the 2nd axis (rear axle) is limited based on information from the 1st axis (front axle), and the torque of the 4th axis (rear axle) is limited based on information from the 3rd axis (front axle). According to the torque waveforms shown in Figure 17, the front axle (axle 1) repeatedly slips and re-adheses, while the rear axle (axle 2) operates near the maximum adhesion force while suppressing slip after traveling position X1, where slip is detected on the front axle (axle 1). The front axle (axle 3) repeatedly slips and re-adheses, while the rear axle (axle 4) operates near the maximum adhesion force while suppressing slip after traveling position X3, where slip is detected on the front axle (axle 2). Note that time t2 is the time it takes the rear axle (axle 2) to reach the point where the front axle (axle 1) slipped (traveling position X1), and time t4 is the time it takes the rear axle (axle 4) to reach the point where the front axle (axle 3) slipped (traveling position X3). In this case, increasing the number of axles that detect the road surface condition of the rails 22 increases the fluctuation of the tangential force across the entire vehicle 20, which is likely to increase carbody vibration. However, for rear axles (axles 2 and 4), more accurate torque limit values ​​can be obtained.

[0053] Figure 19 is a diagram showing an example of a case where this embodiment is applied to a formation of cars 20. In Figure 19, based on information from one axle (M1-1 axle) of car M1, which is an M car, wheel skid of axles 2 to 4 (M1-2 to 4 axles) of car M1 is suppressed. In car M2, which is another M car, wheel skid of axles 2 to 4 (M2-2 to 4 axles) of car M2 is suppressed based on information from one axle (M2-1 axle) of car M2.

[0054] FIG. 20 is a diagram showing a first modified example in which this embodiment is applied to a train of cars 20. In FIG. 20, based on information from one axle (M1-1) of the M1 car, which is an M car, skid slide of axles 2 to 4 (M1-2 to M1-4) of the M1 car and axles 1 to 4 (M2-1 to M2-4) of the M2 car is suppressed. Communication of running position and torque information between the control device 2 of the M1 car and the control device 2 of the M2 car is performed, for example, via a host controller 50. In FIG. 20, the spin position and torque information of the first axle (M1-1) of the M1 car is transmitted to the host controller 50. Then, the host controller 50 transmits the spin position and torque information of the first axle (M1-1) of the M1 car to axles 1 to 4 (M2-1 to M2-4) of the M2 car. This can also be said to mean that the second axles (M2-1 to M2-4) are axles of a car other than the car on which the first axle (M1-1) is located. In this case, the rear vehicle 20 can be prevented from skidding based on information from the front vehicle 20.

[0055] Figure 21 is a diagram showing a second modified example in which this embodiment is applied to a train of cars 20. In Figure 21, the sensor axes (front axles) for detecting road surface conditions are the first and second axles of the M1 car. Then, based on information from the first and second axles of the M1 car (M1-1, axles-2), wheel skid of the third and fourth axles of the M1 car (M1-3, axles-4) is suppressed.

[0056] FIG. 22 is a diagram showing the configuration of a control device 2a as a modified example of the control device 2 to which the configuration of FIG. 21 is applied. The control device 2a includes a traveling position calculation unit 30, a torque information calculation unit 31a which is a modified example of the torque information calculation unit 31, and a torque limiting unit 32b which is a modified example of the torque limiting unit 32. A traveling position calculation unit 30 is provided for each of the first to fourth axles. In FIG. 22, these units are shown as a traveling position calculation unit (first axle) 30-1, a traveling position calculation unit (second axle) 30-2, a traveling position calculation unit (third axle) 30-3, and a traveling position calculation unit (fourth axle) 30-4, respectively. The torque information calculation unit 31a outputs a history R1 of torque information when the first and second axles located forward in the traveling direction A of the vehicle 20 are skidding. In other words, the first and second axles are used as sensor axes. The torque limiting unit 32b receives the torque information history of the first and second axes and the results of the calculation of the travel positions of the third and fourth axes calculated by the travel position calculation unit 30, and calculates the torque limit values ​​τ ｍ＿３ ＊＊ ~τ ｍ＿４ ＊＊ Here, a torque limiting unit 32b is provided for each of the third and fourth axes. In Fig. 22, these are shown as torque limiting unit (third axis) 32b-3 and torque limiting unit (fourth axis) 32b-4, respectively.

[0057] 23 is a diagram showing an example of the history of torque information τi when the configuration of FIG. 21 is applied. As shown in the figure, when there are two sensor axes (front axes), ie, axis 1 and axis 2, the torque limit value for axis 1 is set as the torque limit value (axis 1) τ ｍ＿１ ＊＊ and the torque limit value (2 axes) τ ｍ＿２ ＊＊ Then, for example, the minimum value or the average value of these is used as the history of the torque information τi.

[0058] Fig. 24 is a diagram showing an example of the application of this embodiment to a plurality of trains running on a railway. Fig. 24 illustrates a case where slip information (history of running position and torque information) is transmitted and received via a communication server 51 between trains N+1, N, and N-1, which are located in front and behind the vehicle 20 in the traveling direction A. In this case, slip information I of train N+1 is Ｎ＋１ is sent to the train set N via the communication server 51. In addition, the idling information I Ｎ is sent to the train set N-1 via the communication server 51. Furthermore, the idling information I Ｎ－１ is further sent to the subsequent train set via the communication server 51. Any method may be used to send and receive the slip information as long as it allows the exchange of slip information between train sets, but for example, a method may be used in which data is communicated from the upper control device 50 to the communication server 51 using Wi-Fi.

[0059] For the train set N, slip information I of the train set N+1 (not shown) running ahead is Ｎ＋１ The received idle information I Ｎ＋１ By using this information to operate the torque at the same running position, it is possible to prevent slippage even in the leading axle of the M car of the set N. Ｎ (History of running position and torque information) is transmitted to the succeeding train (train set N-1), and the same effect of preventing slippage is obtained in the leading axle of the M car of the succeeding train (train set N-1).

[0060] When using the slip information of the preceding running train to control the succeeding train, it is not necessarily necessary to apply it to all axles of the succeeding train; it may be applied only to the front axle (one axle) of the M car in the direction of travel of car 20, and the configuration for preventing slip within the train, as explained in Figures 1 to 23, may be applied to the rear axles (second to fourth axles).

[0061] In this case, for example, when the wheels 21 arranged on the cars 20 of another train (for example, train N+1) running in front of the train (for example, train N) in which the device is provided, spin or slide occurs, the torque limiting unit 32 of the train set N applies a first driving force (in this case, the torque command value before limitation τ ｍ ＊ In this case, it is possible to prevent the rear train from skidding based on information from the train ahead.

[0062] Furthermore, when transmitting and receiving slip information between formations, the torque manipulation amount may be changed based on the difference in occupancy rate (axle load) of the corresponding car between the preceding and following formations, using the configurations of Figures 13 and 14. Note that, since it is necessary to define the running position across formations, a configuration may be used that uses position information (distance in kilometers) held by the upper control device 50.

[0063] Figures 25 and 26 show an overview of the operating 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 running position x, and the vertical axis represents axle torque τ1 to axle torque τ4. The torque waveforms shown in Figure 25 reveal that the front axle (axle 1) operates near the maximum adhesion force while suppressing slip based on the slip information of train set N+1 traveling ahead. Similarly, the rear axles (axles 2 to 4) operate near the maximum adhesion force while suppressing slip based on the torque information history of the front axle (axle 1). In the case of Figure 25, compared to the case of Figure 15, slip can be suppressed not only on the rear axles (axles 2 to 4) but also on the front axle (axle 1).

[0064] FIG. 26 is a diagram showing the rotational frequency of the wheels 21. In FIG. 26, the horizontal axis represents time t, and the vertical axis represents the rotational frequency of the wheels 21 (1st axis rotational frequency Rf1 to 4th axis rotational frequency Rf4). FIG. 26 shows that the rotational frequency of the wheels 21 increases stably on both the front axle (1st axis) and the rear axles (2nd to 4th axes). In the case of FIG. 26, compared to the case of FIG. 16, it is possible to stabilize the rotational frequency of the wheels 21 on not only the rear axles (2nd to 4th axes) but also the front axle (1st axis).

[0065] FIG. 27 shows an example in which a synchronous machine 4a is used as the rotating electric machine 4. FIG. 28 shows an example in which an induction machine 4b is used as the rotating electric machine 4. Here, each axle of the wheels 21 is connected to a synchronous machine 4a or an induction machine 4b via a gear 24. When the synchronous machine 4a of FIG. 24 is used, a 1C1M configuration can be used. That is, as shown in FIG. 27, one voltage output device 3 is provided for each synchronous machine 4a. In this case, each axis can be individually controlled, so this configuration can be used with any of the configurations shown in FIGS. 19 to 21. On the other hand, when the induction machine 4b of FIG. 28 is used, a 1C2M configuration is used. That is, as shown in FIG. 28, one voltage output device 3 is provided for two induction machines 4b. Therefore, in this case, where two induction machines 4b are driven in parallel, the configuration shown in FIG. 21 is suitable, for example.

[0066] As described above, torque manipulation during readhesion control after wheel skid detection makes it difficult to achieve both vehicle body vibration reduction and acceleration improvement; there is a trade-off between these two goals. Therefore, it is desirable to suppress wheel skid itself and drive the vehicle by constantly maintaining torque at the adhesion limit (maximum adhesion) without abruptly adjusting the torque. However, conventional methods have difficulty suppressing wheel skid in response to complex changes in road surface conditions (e.g., gradient, curve, adhesion coefficient) that vary depending on the road section. This can lead to problems such as being unable to suppress wheel skid when a power distribution pattern selected based on the number of wheel skids in the past becomes inappropriate for the current situation. Furthermore, excessive reduction in the output of the rotating electric machine 4 can result in failure to achieve the desired acceleration of the vehicle 20. Therefore, it is desirable to be able to prevent wheel skid by reducing the torque of each axle by the necessary amount when wheel skid is predicted to occur under various road surface conditions.

[0067] In this embodiment, the front axle acts as a sensor axle for detecting road surface conditions, preventing the wheels 21 on the rear axle from spinning. In the configuration shown in FIG. 24, this is applied to the front running train as well as the rear running train. In this case, it is possible to prevent the wheels 21 from spinning in response to various road surface conditions. Furthermore, the rotating electric machine 4 can be operated near the maximum adhesion force without abrupt torque operation, thereby achieving both reduced carbody vibration and improved acceleration.

[0068] As described above, the effects of this embodiment can be obtained by configuring the vehicle so that the torque of the rear axles is limited at the traveling position based on the traveling position and torque information of the front axles. Therefore, any combination of the front axles used as sensors and the rear axles that prevent skidding, and any type of drive system for the rotating electric machine 4 may be used. The configuration of the traveling position calculation unit 30 is merely an example, and it is sufficient to define the relative positional relationship of the rear axles (axles 2 to 4) with respect to the front axle (axle 1). Instead of just the traveling position, the time corresponding to the traveling position may also be used. In this embodiment, the case where the front axle in the traveling direction is axle 1 has been described. However, when the vehicle is traveling in the reverse direction, such as in reverse, the front axles in the traveling direction are axles, and the vehicle is configured to limit the torque of the rear axles (axles 1 to 3) based on information from the front axle (axle 4).

[0069] Second Embodiment Next, a description will be given of a second embodiment of the vehicle control system 100. The second embodiment is different from the first embodiment in that an estimated value of the tangential force calculated by an observer is used as the history of torque information calculated by the torque information calculation unit 31, but is otherwise similar.

[0070] The observer for estimating the tangential force uses, for example, the following commonly known configuration: Ｌ When [Nm] is rearranged and converted into motor torque, the estimated tangential force torque value τ Ｌ ＾ [Nm] is calculated by the following formula.

[0071]

[0072] where τ ｍ ＊ is the torque command value, J Ｗ ＊ is the rotor inertia of the driving axle, ω ｍ ＾ is the estimated rotor angular frequency, T ＬＰＦ is the first-order low-pass filter time constant, and s is the Laplace operator.

[0073] 29(a) and 29(b) are diagrams comparing the history of torque information generated in the first embodiment with the history of torque information generated in the second embodiment. Of these, FIG. 29(a) is the history of torque information generated in the first embodiment, and FIG. 29(b) is the history of torque information generated in the second embodiment. In FIG. 29(a), as described in FIG. 10, the torque information calculation unit 31 creates the history of torque information using the torque command value. That is, the torque command value (after operation by readhesion control) τ indicated by the solid line ｍ ＊＊ is the original torque command value (torque command value τ ｍ ＊ ) and the torque command value is adjusted to follow the adhesion limit line Ln shown by the lower dotted line, and torque reduction by readhesion control and torque recovery operation (operation to return the torque command to the original torque command value) after readhesion is completed are repeated. In Figure 29(a), the points indicated by ▲ indicate the timing at which the torque command value is held. The torque at the time of slip is held and treated as torque information. In this case, the adhesion limit line can only be grasped 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 a skid is detected, but also during the transition from a skid to an adhesion state. As a result, the torque information calculation unit 31 can perform a larger number of samplings to grasp the adhesion limit line. The torque limiting unit 32 then outputs the torque limit value for the rear axle using the tangential force estimated for the wheel 21 on the front axle during the transition from a skid or skid to an adhesion state. This enables more accurate estimation of the maximum adhesion force. In Figure 29(b), the points indicated by ▲ indicate the timing at which the torque command value is held. The points indicated by △ indicate the recording timing at the transition from a skid to an adhesion state. The torque command value or tangential force estimate at the time of the occurrence of a skid and the tangential force estimate at the transition from a skid to an adhesion state are held and treated as torque information. Although FIG. 29B shows a case where only an observer for estimating a tangential force is used, a torque command value may also be used in combination.

[0075] As described above, the drive device 1 for the rotary electric machine 4 according to the second embodiment has a function of the torque information calculation unit 31 that calculates the estimated value of the tangential force (tangential force torque estimated value τ Ｌ ＾ This allows for a more accurate understanding of the maximum adhesion force relative to the running position, further reducing vehicle vibration and improving acceleration.

[0076] [Third Embodiment] Next, a description will be given of a third embodiment of the vehicle control system 100. The third embodiment is different from the first embodiment in that the repetition period (frequency of torque reduction and increase) of the readhesion control for the front axle (axle 1) is set faster than that for the rear axles (axles 2 to 4), but is otherwise similar.

[0077] 30(a) and 30(b) are diagrams comparing the history of torque information generated in the first embodiment with the history of torque information generated in the third embodiment. FIG. 30(a) shows the history of torque information generated in the first embodiment, which corresponds to a case where the frequency of readhesion control is low. In this case, the sampling interval of torque information is time T3, and the torque information is sampled coarsely. In contrast, FIG. 30(b) shows the history of torque information generated in the third embodiment, which corresponds to a case where the frequency of readhesion control is high. In this case, the sampling interval of torque information is time T4, and the torque information is sampled finely. In other words, T3 > T4. In the case of FIG. 30(b), compared to the case of FIG. 30(a), the torque command calculation unit 11 performs the readhesion control torque operation for the front axle (axle 1) more steeply than for the rear axles (axles 2 to 4), thereby shortening the repetition period of the readhesion 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 limiting the second driving force (in this case, the torque command value τ before limiting). ｍ ＊ ) more frequently than the limit.

[0078] In the case of Figure 30(b), compared to the case of Figure 30(a), the torque information calculation unit 31 can perform more sampling to determine the adhesion limit line, making it possible to estimate the maximum adhesion force more accurately. Also, for the rear axles (axles 2 to 4), even in situations where an estimation error in the torque limit value occurs and wheel spin occurs, such as at points K1 and K2 shown in Figures 15 and 16, torque operation becomes gentler, making it possible to suppress vehicle body vibration.

[0079] As described above, the drive unit 1 of the rotating electric machine 4 according to the third embodiment can more accurately grasp the maximum adhesion force relative to the running position by repeating the readhesion control for the front axle (axle 1) more quickly than for the rear axles (axles 2 to 4). This allows for further reduction in vehicle body vibration and improvement in acceleration.

[0080] <Explanation of vehicle control method> Here, the processing performed by the control device 2 can be considered as a vehicle control method in which a first driving force for a first axle is limited in order to adhere the wheel 21 arranged on the first axle, which is an axle connected to the rotating electric machine 4 that generates the driving force to drive the vehicle 20, and a second driving force for a second axle is limited at the point where the first driving force is limited in order to adhere the wheel 21 arranged on the second axle, which is an axle located rearward of the first axle in the direction of travel of the vehicle 20.

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

[0082] 100...vehicle control system, 1...drive device, 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...wheel, 22...rail, 30, 30a, 30b...traveling position calculation unit, 31...torque information calculation unit, 32...torque control unit, 50...high-order control device, N-1, N, N+1...formation

Claims

1. a first limiting unit that limits a first driving force for a first axle in order to cause adhesion of a first wheel disposed on the first axle as an axle connected to a driving unit that generates a driving force for driving a vehicle; a second limiting unit that limits a second driving force on the second axle at a point where the first driving force is limited in order to adhere a second wheel disposed on a second axle that is an axle located rearward of the first axle in a traveling direction of the vehicle; and Equipped with the point where the first driving force is limited is a point where the first wheel spins or skids, The first limiting unit makes the frequency of repetition of torque reduction and increase during readhesion control for the first axle faster than the frequency of repetition of torque reduction and increase during readhesion control for the second axle performed by the second limiting unit, The second limiting unit estimates a limit line of adhesion at the location based on the limited first driving force, and limits the second driving force based on the limit line. Vehicle control device.

2. (delete)

3. The vehicle control device according to claim 1 , wherein the second limiting unit determines the location from a traveling position that is determined based on a distance between the first axle and the second axle and a speed of the vehicle.

4. The vehicle control device according to claim 3 , wherein the traveling position is obtained after correcting a wheel diameter difference of the second wheel.

5. (delete)

6. The vehicle control device according to claim 3 , wherein the second limiting unit determines the second driving force after the limiting operation by setting an upper limit to a torque limit value obtained based on a history of the limited first driving force.

7. The vehicle control device according to claim 6 , wherein the second limiting unit smoothes the limited first driving force and then limits the second driving force.

8. 8. The vehicle control device according to claim 6, wherein the second limiting unit adjusts the limited first driving force by an adjustment gain determined for each of the second axles, and then limits the second driving force.

9. The first axle is multiple; The vehicle control device according to claim 6 , wherein the second limiting unit limits the second driving force based on the first driving forces that are respectively limited for the plurality of first axles.

10. 10. The vehicle control device according to claim 1, wherein the second axle is an axle of a vehicle other than the vehicle on which the first axle is disposed.

11. A vehicle control device as described in any one of claims 1, 3, 4, 6 to 10, wherein the first limiting unit limits the first driving force at a point where a wheel of a vehicle of another train running in front of the train in which the device is provided occurs to spin or slide, in order to adhere the first wheel of the train in which the device is provided.

12. 12. The vehicle control device according to claim 1, wherein the second limiting unit limits the second driving force by using a tangential force with respect to the first wheel that is estimated during a transition to an adhesion state after the first wheel starts to spin or slide.

13. 13. The vehicle control device according to claim 1, wherein the first limiting unit limits the first driving force more frequently than the second limiting unit limits the second driving force.

14. A first driving force for a first axle is limited in order to adhere a first wheel disposed on the first axle as an axle connected to a drive unit that generates a driving force for driving the vehicle; limiting a second driving force on the second axle at a point where the first driving force is limited in order to adhere a second wheel disposed on a second axle, the second axle being an axle located rearward of the first axle in a traveling direction of the vehicle; the point where the first driving force is limited is a point where the first wheel spins or skids, The frequency of torque reduction and torque increase during readhesion control in the first axle is set to be faster than the frequency of torque reduction and torque increase during readhesion control in the second axle, The second driving force is limited based on a limit line of adhesion at the location estimated based on the limited first driving force. A vehicle control method.

15. A drive unit that generates a driving force for driving the vehicle; a wheel that drives the vehicle by a driving force generated by the drive unit; A control device that controls the adhesion of the wheels; Equipped with The control device includes: a first limiting unit that limits a first driving force for the first axle in order to cause adhesion of a first wheel disposed on the first axle as an axle connected to the drive unit; a second limiting unit that limits a second driving force on the second axle at a point where the first driving force is limited in order to adhere a second wheel disposed on a second axle that is an axle located rearward of the first axle in a traveling direction of the vehicle; and Equipped with the point where the first driving force is limited is a point where the first wheel spins or skids, The first limiting unit makes the frequency of repetition of torque reduction and increase during readhesion control for the first axle faster than the frequency of repetition of torque reduction and increase during readhesion control for the second axle performed by the second limiting unit, The second limiting unit estimates a limit line of adhesion at the location based on the limited first driving force, and limits the second driving force based on the limit line. Vehicle control system.