CN102414045A - Locomotive control device, locomotive control system, and method for controlling start of locomotive - Google Patents
Locomotive control device, locomotive control system, and method for controlling start of locomotive Download PDFInfo
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- CN102414045A CN102414045A CN2010800188059A CN201080018805A CN102414045A CN 102414045 A CN102414045 A CN 102414045A CN 2010800188059 A CN2010800188059 A CN 2010800188059A CN 201080018805 A CN201080018805 A CN 201080018805A CN 102414045 A CN102414045 A CN 102414045A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
- B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
Provided is a locomotive control device capable of starting trains while reliably reducing impact loads applied to couplers (10) without depending on operating skill of motormen. A control command output unit (8) of a locomotive control device (2) performs automatic control such that a locomotive (1) travels at a permissible speed Vt or lower before all the couplers (10) are engaged. In that case, the permissible speed Vt is set to a quotient obtained by dividing an initial displacement L0 of the couplers (10) by a time Ts during which impact loads are applied to the couplers (10) so that the impact loads generated by the engagement of the couplers (10) do not overlap when the locomotive (1) starts and pulls a plurality of cars (9).
Description
Technical field
The present invention relates to the method for starting-controlling of locomotive control equipment, locomotive control and locomotive; Wherein said locomotive control device control is connected to the going of locomotive in a plurality of compartments and these compartments of tractive; And in said locomotive control, by a plurality of locomotive tractives compartment.
Background technology
When connecting a plurality of compartment, load is applied to adaptor union under the situation in tractive compartment.Particularly, when in freight, constituting under the situation that becomes very long, perhaps compare under the less situation with the total quantity in compartment in the quantity of power car, the load that is applied to adaptor union becomes bigger, and therefore bigger shake is applied to the compartment that is pulled.Though there is the multiple load factor that is applied to adaptor union, a principal element is an impact load.
Shown in Figure 12 (a) and (b), when having the gap between the prestart adaptor union, perhaps in the situation that allows bumper to stretch, impact load was applied to adaptor union when starting and two adaptor unions were engaged with each other in the compartment.Because impact load mainly produces when starting, if therefore make starting speed slow as far as possible, then can reduce impact load.A conventional art similarly is a disclosed technology in patent document 1.In patent document 1; A kind of special contact (notch) is provided, and this special contact is used to start the lower torque of power of going than at place, 1 contact to produce, and when starting; The operator selects this special contact to be used for starting, thereby can moderately increase torque command.
The prior art file
Patent document
Patent document 1: the open No.Toku Kai 2004-49000 of Japanese patent application
Summary of the invention
The problem that the present invention will solve
Yet in the technology of patent document 1, because train driver transfer contact position at random, therefore, when accomplishing from this special contact of being used to start to the time of the conversion of the power that goes in 1 contact when too fast, it is very high that speed may become.Therefore, the thump load may be applied to adaptor union.If postpone to be transformed into the time of the power that goes at place, 1 contact, then possibly spend the plenty of time starts the compartment.
The means that address this problem
In view of the foregoing make the present invention; And the method for starting-controlling that the purpose of this invention is to provide a kind of locomotive control equipment, locomotive control and locomotive, it is applied to the impact load of adaptor union in the time of can reducing to start and does not rely on the skill of train driver.
[means that are used to address this problem]
To achieve these goals, the locomotive control apparatus characteristic according to the embodiment of the invention is to comprise:
The permissible velocity storage location is configured to store the permissible velocity of locomotive, so that reduce the impact when at least one pair of adaptor union engagement;
The unit is confirmed in engagement, is configured to confirm whether said at least one pair of adaptor union meshes; And
Control unit is configured to after starting, control said locomotive with the speed within the said permissible velocity, up to all said at least one pair of adaptor union engagements;
Wherein, said control unit is automatically carried out ride control when starting.
If so construct this embodiment; Then through permissible velocity at random is set; Under the situation in train starting and a plurality of compartments of tractive; When thereby the pair of connectors engagement between first compartment of locomotive and back produces impact load, do not mesh and do not produce further impact load thereby this embodiment can control pair of connectors between second compartment that makes win compartment and back.
In addition; A kind of locomotive control according to the embodiment of the invention is that locomotive is separated the system that is arranged in the formation (formation) that comprises a plurality of compartments; Wherein each locomotive comprises above-described said locomotive control equipment; It is characterized in that: a plurality of said locomotive control equipment are constituted as the information that makes can be sent to the locomotive control equipment that is positioned at said locomotive control equipment position afterwards at least; Said locomotive control equipment is at first to the locomotive that is positioned at leading side in a plurality of locomotives; Begin starting control not exceed said permissible velocity; When confirming, send starting to the locomotive control equipment that is positioned at back location and allow order, and receive said starting and allow the locomotive control equipment of order to begin said starting control to said relevant locomotive by all said at least one pair of adaptor union engagement between the said compartment of the locomotive tractive of said starting.
If so construct this embodiment; Even then under the situation in a plurality of locomotive tractives compartment; Because after the starting control that receives the front locomotive had finished, the locomotive of back just order began starting control, has therefore avoided producing the unnecessary impact load that is applied to pair of connectors.
In addition, be that locomotive is separated the system that is arranged in the formation that comprises a plurality of compartments according to the locomotive control of the embodiment of the invention, wherein each locomotive comprises said locomotive control equipment recited above, it is characterized in that:
The locomotive control equipment that in a plurality of said locomotive control equipment, is positioned at the locomotive control equipment of the most leading side provides immediately following the load of the adaptor union before it detecting unit, is applied to the load that carries out the said adaptor union of bonded assembly with the locomotive that is mounted with said locomotive control equipment self with immediately following the compartment before it with detection;
Being positioned in a plurality of said locomotives, the said locomotive control equipment of the said locomotive of leading side at first begins said starting control not exceed said permissible velocity; And
Be loaded in the locomotive control equipment on the locomotive of back, when himself immediately following the load of the adaptor union before it detection when load has been applied to said adaptor union, begin said starting and control not exceed said permissible velocity.
If so construct this embodiment, even without the device that is provided between a plurality of locomotives the information of sending, the locomotive control equipment on the locomotive of back of being loaded in also can begin starting suitably and control.
According to the method for starting-controlling of a kind of locomotive of the embodiment of the invention, it is the method for starting-controlling of the locomotive in a plurality of compartments of tractive, it is characterized in that:
After starting; Control said locomotive; Make said locomotive with the speed within the permissible velocity of said locomotive, all mesh that wherein said permissible velocity is limited so that reduce the impact when said adaptor union meshes up to all adaptor unions that are connected between the said compartment.
In addition, according to the method for starting-controlling of a kind of locomotive of the embodiment of the invention, it is the method for starting-controlling of a plurality of locomotives under the said locomotive situation in comprising the formation in a plurality of compartments arranged apart, it is characterized in that,
Start the said locomotive that is positioned at leading side in a plurality of said locomotives not exceed permissible velocity, wherein said permissible velocity is limited so that reduce the impact when two adaptor union engagements;
Rearwards locomotive generates starting and allows order when confirming all to be meshed by all adaptor unions between the compartment of the locomotive tractive of said starting; And
Starting receives the said locomotive that said starting allows order.
In addition, according to the method for starting-controlling of a kind of locomotive of the embodiment of the invention, it is the method for starting-controlling that is separated a plurality of locomotives under the situation about being arranged in the formation that comprises a plurality of compartments at said locomotive, it is characterized in that,
Start the said locomotive that is positioned at leading side in a plurality of said locomotives not exceed permissible velocity, wherein said permissible velocity is limited so that the impact when reducing the adaptor union engagement; And
Be applied to when carrying out the load of bonded assembly adaptor union when detecting, start the locomotive of back not exceed said permissible velocity with said locomotive self with immediately following the compartment before it.
Effect of the present invention
According to locomotive control equipment of the present invention, because control unit is automatically carried out ride control in starting during train, so the train operation skill that can not relied on chaufeur by starting reduces to be applied to the impact load of pair of connectors simultaneously definitely.
According to locomotive control of the present invention, even under the situation in a plurality of locomotive tractives compartment, train also can be avoided producing redundantly the impact load that is applied to pair of connectors by starting simultaneously.
According to the method for starting-controlling of locomotive of the present invention, owing to automatically carry out ride control in starting during train, so the train operation skill that can not relied on chaufeur by starting reduces to be applied to the impact load of pair of connectors simultaneously definitely.
Description of drawings
[Fig. 1] shows the functional block diagram according to the structure of the locomotive control equipment of first embodiment.
[Fig. 2] shows the view that is made up of the train in the compartment of locomotive tractive according to first embodiment.
[Fig. 3] shows the diagram of circuit of the content of the starting control that locomotive control equipment carries out.
[Fig. 4] shows the view of the state of adaptor union displacement change.
[Fig. 5] shows the view that produces the state of the impact load that is applied to adaptor union respectively.
[Fig. 6] shows the functional block diagram according to the structure of the locomotive control equipment of second embodiment.
[Fig. 7] shows the view that is made up of the train in the compartment of locomotive tractive according to second embodiment.
[Fig. 8] shows the view that is made up of the train in the compartment of locomotive tractive according to the 3rd embodiment.
[Fig. 9] shows the precedence diagram of carrying out the situation of automatic starting control separately according to the locomotive control equipment of the 3rd embodiment with cooperation way.
[Figure 10] shows the view that is made up of the train in the compartment of locomotive tractive according to the 4th embodiment.
[Figure 11] shows the precedence diagram of carrying out the situation of automatic starting control separately according to the locomotive control equipment of the 4th embodiment with cooperation way.
[Figure 12] describes the view of adaptor union engagement.
The specific embodiment
Next, with embodiment of the invention will be described with reference to drawings.
(first embodiment)
Below, will first embodiment be described with reference to Fig. 1-5.Fig. 1 shows the functional block diagram of the structure of the locomotive control equipment of in locomotive 1, arranging 2.Locomotive control equipment 2 comprises microcomputer etc., and each function square frame shows the function of utilizing software to implement.For locomotive control equipment 2, provide power go contact order and braking commands etc. by the major control equipment 3 on the chaufeur platform, in addition, provide the velocity information of locomotive 1 by speed detection unit 4.
The train that Fig. 2 shows by the compartment of locomotive 1 tractive constitutes.Three compartments of locomotive 1 tractive (freight, perhaps passenger train) 9A, 9B, 9C (the quantity N in compartment is 4).Locomotive 1 and compartment 9A, compartment 9A and compartment 9B, and compartment 9B is connected via adaptor union 10A, 10B, 10C respectively with compartment 9C.
Next, except Fig. 1 and Fig. 2, the operation of present embodiment will be described also with reference to Fig. 3-6.Fig. 3 shows the diagram of circuit of the starting control process of being carried out by locomotive control equipment 2.When driver's operation under the state that stops at train does not have power illustrated in the accompanying drawings to go the contact, when locomotive control equipment 2 detects when the power of master control equipment 3 output goes order (usually, power go 1 contact), beginning starting control automatically.Automatically starting continues to carry out brake operating or confirmed all connecting bridges 10 ingear state up to chaufeur, and is described like the back.
When beginning is started control automatically, at first, carry out about what the ingear of connecting bridge 10 was confirmed being provided with as initial setting up (step S1).In the present embodiment, the displacement of the operating range of use locomotive 1 and connecting bridge 10 is confirmed the engagement of connecting bridge 10.Here; The displacement of connecting bridge 10 (hereinafter; Be called the adaptor union displacement) be defined as by the assembly of forming connecting bridge 10 (such as, the gap of connecting bridge 10 and the stretching, extension of bumper and compression (not shown in FIG.)) the change amount of distance between two compartments causing.The value of the adaptor union displacement when connected two compartments are in closest approach (wherein the gap maximum of adaptor union 10 and bumper are in maximum compression state) is confirmed as minimum value 0; And as reference; When connected two compartments were separated (adaptor union 10 engagements or bumper stretch), the value of adaptor union displacement increased.The value of adaptor union displacement becomes maximum in the state of connecting bridge 10 engagements and bumper full extension.
And, remove non-driver and carry out shut-down operation (step 2: not), otherwise determine whether that in step S3 all adaptor unions 10 have meshed.That is, the maxim of supposing the adaptor union displacement is Lc, and the quantity in compartment is N, and the operating range of locomotive 1 is Lr, then confirms under the situation of following conditions that all connecting bridges 10 have meshed satisfying.
Lr＞(N-1)×Lc……(1)
Calculate operating range Lr through being attached to position calculation unit 5, in addition, for example, can also calculate operating range Lr through utilizing tracking antenna beacon or GPS (global positioning system) to obtain location information from the velocity amplitude of speed detection unit 4 outputs.
During automatic start-up function; When in step S3, being judged as " denying " continuously; The speed of control command output unit 8 control locomotives 1 makes in the scope of the permissible velocity Vt that locomotive 1 is stored in not exceeding permissible velocity storage location 7 with high as far as possible speed (step S4).Above-mentioned permissible velocity Vt is the value that before in step S1, had been provided with, and is to consider in the present embodiment to calculate under the situation of stack of impact load of adaptor union 10.
Here, with reference to figure 4.In Fig. 4 (a) (and Fig. 2), represent that through the symbol of spring shape the adaptor union displacement does not reach maximum adaptor union 10 respectively.In addition, in Fig. 4 (b), represent that through the straight line symbol displacement of all connecting bridges 10 all reaches the connecting bridge 10 of maximum state (that is, conditional equality (1) come into effect state) respectively.
At connecting bridge 10A self ingear constantly; Impact load is applied to the connecting bridge 10A between locomotive 10 and the compartment 9A; In addition; Under the compartment 9B and the difference of the connecting bridge 10C between 9C ingear situation of connecting bridge 10B between the compartment 9B of compartment 9A and back and back, impact load also is applied to connecting bridge 10A.At this moment; When the moving velocity in compartment 9 was very slow, shown in Fig. 5 (a), the ingear moment produced impact load respectively respectively at connecting bridge 10; And when moving velocity near to a certain degree the time; Shown in Fig. 5 (b), these impact loads almost produce at one time, thereby bigger load is applied to connecting bridge 10A by moment.Stack for the impact load that prevents to produce by this way; Before the compartment 9 of back moves the corresponding distance in gap (initial displacement) that the compartment 9 with the back keeps in the connecting bridge 10 when stopping, should being absorbed by the impact load that produces that goes in fwd compartment 9.
Here, suppose that the period Ts that impact load is applied to connecting bridge 10 is 10msec, the initial displacement L0 of connecting bridge 10 is 5mm, and in step S1, similar information is set.In this case, if 1.8km/h (=5mm/10msec) being confirmed as permissible velocity Vt, the impact load that then order produces in connecting bridge 10A, 10B, 10C respectively can not superpose.That is,, can start train, make the displacement of connecting bridge 10A, 10B, 10C sequentially intermittently reach maximum displacement respectively from the moment of the state shown in Fig. 4 (a) to the state-transition shown in Fig. 4 (b).
According to aforesaid present embodiment, the control command output unit 8 of locomotive control unit 2 carries out automatic guidance so that locomotive 1 with the speed within the permissible velocity Vt, meshes up to all connecting bridges 10.In this case; Because permissible velocity Vt is set to the merchant that the initial displacement L0 with adaptor union 10 is obtained divided by the period Ts that applies impact load; Therefore thereby under the situation in locomotive 1 starting and a plurality of compartments 9 of tractive, locomotive control unit 2 can be controlled so that the impact load that the engagement through connecting bridge 10 produces respectively can not superpose.
Therefore, can start train and reduce to be applied to the impact load of adaptor union 10 simultaneously definitely, and not rely on the operation skill of train driver.For example, under the situation of locomotive 1 tractive sleeping carriage,, therefore can more comfortable environment by bus be provided to passenger and bus attendant owing to can when starting, reduce to be applied to the shake and the noise of sleeping carriage.In addition, connect and confirm that unit 6 determines whether that through conditional expression (1) all connecting bridges 10 all mesh, the number of cars N during wherein conditional expression (1) constitutes based on the maximum displacement Lc in the connecting bridge 10, train and the operating range Lr of locomotive 1.Therefore, the impact load that can avoid respectively in connecting bridge 10, producing superposes definitely in time.
(second embodiment)
Fig. 6 and Fig. 7 show second embodiment, are given identical symbol with part identical among first embodiment, and have omitted its explanation, hereinafter, will describe different portions.Except the structure of first embodiment, the locomotive control equipment 12 that is installed on the locomotive 11 also provides track trace information storage location 13, configuration information storage location 14 and peak load calculating unit 15.In addition, engagement confirms that unit 16 and control command output unit 17 are arranged to the replacement engagement and confirm unit 6 and control command output unit 8.The acceleration information that when locomotive control equipment 12 provides locomotive 11 and goes, calculates and confirm the information of the unit 19 detected loads that in connecting bridge 10A, produce by connected load by acceleration calculation unit 18.In addition, acceleration calculation unit 18 can be the acceleration pick-up of the acceleration/accel of sensing locomotive control equipment 12.
Next, the operation of second embodiment will be described with reference to figure 7.As shown in Figure 7, locomotive 11 tractives among second embodiment have the quite long train that constitutes, such as N＞10, and, in this situation, confirm that by engagement definite ingear method that unit 16 is carried out is different.Engagement confirms that the load T that unit 16 will be applied to the connecting bridge 10A of the locomotive 11 that is positioned at headstock the place ahead compares with load (peak load) Ta under the situation that has been connected all compartments 9, thereby it is definite to carry out engagement.Calculate unit 15 by peak load and calculate peak load Ta; But; Because the load when it is starting; Therefore air resistance and curve resistance etc. have been ignored, so the following expression formula of the acceleration/accel through having considered friction force, first compartment between wheel and the track, inclination etc. is calculated peak load Ta.
Ta＝NW[g(μ+α+tanθ)]……(2)
Ta: the load [N] that is applied to connecting bridge 10A under all connecting bridge 10 equal ingear situation
N: the quantity in all compartments
W: the average quality in compartment 9 [kg]
G: acceleration due to gravity [m/s
2]
μ: the coefficient of the friction of rolling of wheel
α: the acceleration/accel [m/s of locomotive 11
2]
θ: second compartment arrives the average slope angle [rad] in a last compartment
In addition, because therefore θ ≒ 0 supposes cos θ=1, and sin θ=tan θ.In addition, the quality that also has a compartment is by ton [t] representes and tan θ is represented by thousand marks [‰] situation.
In equality (2), the average quality of the quantity N in all compartments, compartment W, the coefficient of rolling friction μ of wheel are stored and are retained in the configuration information storage location 14.Measure and calculate the acceleration alpha of locomotive 11 by acceleration calculation unit 18, but natch, it also can change according to the time of speed detection unit 4 detected speed and calculates.And under the situation below:
T＞Ta ……(3)
Confirm that all connecting bridges 10 have meshed.By the adaptor union load detecting unit 19 that is installed in connecting bridge 10 places (for example; By forming such as the load sensor of strain gage and pressure sensor etc.) measure the load T of the connecting bridge 10A that is applied to leading locomotive 11; But it also can calculate according to the radius of torque value, running vehicle wheel and the resistance to motion of locomotive 11.
In addition, the average tilt angle θ of second compartment to a last compartment calculated in the inclination information and the position of the locomotive 11 that calculated by position calculation unit 5 that are based in the track trace information storage location 13 the track track of storage.To the suitable value (for example, aviation value) of the distance hypothesis between the compartment 9, thus the heeling condition in the whole zone that can grasp as shown in Figure 7 constitutes.Can be through calculating vertical distance and the tan of the calculating recently θ of horizontal throw from second compartment 9 to a last compartment 9, perhaps can all calculate tan θ through the inclination at car position place is separately made even.
Under the not high situation of the accuracy rate of adaptor union load detecting unit 19, go under the situation that starting does not have to decontrol automatically in order to prevent locomotive 11, can additionally carry out the engagement of position-based information in the same manner as in the first embodiment and confirm.
According to second embodiment recited above; When peak load calculating unit 15 calculates the peak load Ta under all compartment 9 all connection situation; And when adaptor union load detecting unit 19 detected the load T of the connecting bridge 10A that is applied to locomotive 11, engagement confirmed that unit 16 definite all connecting bridges 10 all mesh under the situation of T＞Ta.Therefore, can carry out engagement more definitely and confirm, and can when train starting, slow down impact load.
(the 3rd embodiment)
Fig. 8 and Fig. 9 show the 3rd embodiment, and will describe and the second embodiment different portions.The 3rd embodiment shows locomotive shown in Fig. 8 (a) and not only is arranged in head and also is arranged in the starting control of carrying out under the situation at the middle part that train constitutes.For example, leading three compartment 24A-24C of locomotive 21 tractives, two the compartment 25A of locomotive 22 tractives and the 25B of 24C back, compartment, and three compartment 26A-26C of locomotive 23 tractives of 25B back, compartment.
In this case, the number of cars N1-N3 during the part of locomotive 21-23 constitutes is represented as N1=4, N2=3, N3=4 respectively.Locomotive is distributed in the compartment respectively; To come the relevant compartment of tractive through this mode; And the locomotive control equipment 27-29 that is installed in respectively on the locomotive 21-23 makes locomotive to start from essentially identical control in the situation at head place with control convenience, cooperates with the control convenience of other locomotive simultaneously.That is, each locomotive control equipment 27-29 is constructed to make and allows at least to send signal and send signal from locomotive control convenience 28 to locomotive control equipment 29 to locomotive control equipment 28 from locomotive control convenience 27 through wire communication or radio communication.Needless to say, each locomotive control equipment 27-29 can be constructed to make and can carry out two way communication between them.
Next, the operation of the 3rd embodiment also will be described with reference to Fig. 9.Fig. 9 shows the locomotive control equipment 27-29 that is installed in respectively on the locomotive 21-23 carries out the process under the automatic starting control situation with cooperation way precedence diagram.When the start-up function with chaufeur began automatic originate mode, locomotive control equipment 27 was at first controlled locomotive 21 startings.Except the settings N1 of number of cars was the number of cars by locomotive 21 administrations, the method that is used for starting locomotive 21 was identical with the method for second embodiment.Locomotive control equipment 27 makes locomotive 21 start; Control simultaneously so that its speed is no more than permissible velocity; And it is as shown in Figure 8; When confirming that all connecting bridge 10A-10D by the compartment 24A-24C of locomotive 21 tractives have meshed, locomotive control equipment 27 sends starting to the locomotive control equipment 28 on the locomotive 22 of being loaded in and allows order, thereby makes locomotive 22 startings.
Carry out the ingear method of the definite connecting bridge 10 among the 3rd embodiment with the mode identical with second embodiment by the definite unit 16 of engagement.Also with the mode identical with second embodiment, locomotive 22 startings keep its speed to be no more than permissible velocity simultaneously.Start concomitantly with this, it is constant that the torque of locomotive 21 keeps, thereby avoid unnecessary load to be applied to the connecting bridge 10A-10D at locomotive 21 1 side places.
About locomotive 22, when confirming that all connecting bridges 10 by the compartment of its administration have meshed, locomotive control equipment 28 sends starting to the locomotive control equipment 29 on the locomotive 23 of being installed in and allows order, so that locomotive 23 startings.After locomotive 23 startings, locomotive 22 goes with locomotive 21, keeps its torque constant simultaneously respectively.When the connecting bridge 10 of confirming last compartment 26C had meshed, locomotive control equipment 29 was accomplished starting control automatically, and the control of the execution chaufeur operating of contacts the same with cruising.
According to aforesaid the 3rd embodiment; Each locomotive control equipment 27-29 is constructed to allow communication; At first, do not exceed permissible velocity and begin starting control, when confirming to have meshed by all adaptor unions 10 between the compartment 24A-24C of locomotive 21 tractives to the locomotive 21 that is positioned at leading side; Locomotive control equipment 27 sends starting to the locomotive control equipment that is positioned at the rear 28 and allows order, and receives the starting control that starting allows the locomotive control equipment 28 beginning locomotives 22 of order.Therefore, there are being a plurality of locomotives to be arranged under the situation in the compartment formation,, can reducing to be applied to the impact load of connecting bridge 10 through making the locomotive control equipment 27-29 cooperation of loading respectively above that.
(the 4th embodiment)
Figure 10 and Figure 11 show the 4th embodiment, and will describe and the 3rd embodiment different portions.The compartment of the 4th embodiment constitutes and constitutes identically with the compartment of the 3rd embodiment, still is installed in the different of locomotive control equipment 31-33 and the 3rd embodiment on the locomotive 21-23 respectively, and it does not provide communication function.Replace communication function; The locomotive control equipment 32,33 that is installed on the locomotive 22,23 provides immediately following the load of the adaptor union before it detecting unit 34,35, and this adaptor union load detection is applied to respectively with locomotive 22,23 and immediately following the compartment 24C before it, the load that 25B carries out bonded assembly connecting bridge 10 with calculating.
Each is immediately following the load adaptor union detecting unit the 34, the 35th before it, such as the load sensor of strain gage etc.That is, detect the situation that load has been applied to connecting bridge 10D immediately following the load of the adaptor union before it detecting unit 34 under, can confirm that all connecting bridge 10A-10D before the locomotive 22 mesh.Yet, need to be grasped at driver-operated locomotive 21 places under the situation of state of a control of locomotive 22,23, can as the 3rd embodiment, communication function be provided.
Next, the operation of the 4th embodiment also will be described with reference to Figure 11.Figure 11 is the figure corresponding to Fig. 9.When carrying out start-up function with the mode identical with the 3rd embodiment by chaufeur, locomotive control equipment 31 is at first controlled 21 startings of fwd locomotive, that is, and and to make its starting keep its speed to be no more than permissible velocity simultaneously with first to the 3rd embodiment same way as.About other locomotive 22,23, the adaptor union load detecting unit 34,35 before closelying follow it detects loads when being applied to fwd connecting bridge 10F (2), 10F (3), and locomotive control equipment 32,33 is controlled locomotive 22,23 startings respectively.
Here, the situation that applies the load that forwards makes progress refers to the time that compartment is for example promoted by the compartment of back by time of fwd compartment tractive or compartment.Except these situation, also exist under locomotive is parked in the situation at upward slope place to discharge the situation that glancing impact locomotive oneself is retreated, and the compartment that is parked in back under the situation at descending place at locomotive moves forward and promotes the situation of locomotive.In these situation, similarly begin starting control.
In addition; In the 4th embodiment, maximum torque value is set, the driving engine that is used to go can be exported this maximum torque value when each locomotive control equipment 31-33 of starting; And when each locomotive control equipment 31-33 is increased to this maximum torque value with output torque, keep output torque constant.Obtain load Ta in all compartments under with the mode bonded assembly situation identical, and distribute to each locomotive 21-23 through the Ta that will load each maximum torque value is set with second embodiment.Distribution load Ta perhaps is provided with the quantity by the compartment of each locomotive administration, and can comes distribution load Ta based on this ratio as the 3rd embodiment equably.When the output torque of all locomotive 21-23 reached maximum torque value respectively and becomes output torque then and keep constant state, starting control finished automatically.
According to aforesaid the 4th embodiment; When locomotive 21-23 branch leaves the situation in the formation that is present in a plurality of compartments; At first being positioned at, the locomotive control equipment 31 of the locomotive 21 of leading side begins starting control not exceed permissible velocity; And when detecting respectively immediately following the load of the adaptor union before it detecting unit 34,35 when having applied load, the locomotive control equipment 32,33 that is loaded in the locomotive 22,23 of back begins starting and controls not exceed permissible velocity.Therefore, do not have as the 3rd embodiment described under the situation of executive communication between the locomotive control equipment 31-33, this train also can start to reduce impact load.
In addition; After locomotive 21-23 starting; Because each locomotive control equipment 31-33 controls the output torque that makes when the driving engine that is used to go when reaching predetermined maximum torque value; Output torque remains on this maximum torque value; And since each maximum torque value be set to through with the peak load Ta under all connecting bridge 10 all engagement situation divided by the value that quantity obtains that constitutes by the compartment of each locomotive 21-23 tractive, locomotive control equipment 31-33 can make separately the locomotive 21-23 output torque that is loaded into simultaneously on it that goes at random disperseed.
The invention is not restricted to embodiment above-described or that be described in the drawings, but can making amendment or expand like following description.
The formation quantity in compartment can at random change.The quantity of the locomotive among third and fourth embodiment can be no less than four.
Under the situation of confirming permissible velocity Vt, the application time Ts of initial displacement L0 and impact load can depend on independent design and change arbitrarily.In addition, permissible velocity Vt be not limited to by L0/Ts confirm a kind of.
If necessary, then can carry out the shared control of the output torque among the 4th embodiment.In addition, shared control can be applied to the 3rd embodiment simply.
The application based on and the preceence of the Japanese patent application No.2009-109157 that requires to submit on April 28th, 2009.The full content of this Japanese patent application is incorporated the disclosure by reference into.
Owing to be apparent that and under the situation that does not deviate from the spirit and scope of the present invention, make various embodiment widely, therefore except the content that in accompanying claims, limits, the invention is not restricted to concrete embodiment.
Technical application
The present invention can be applied to the control to locomotive.
Claims (14)
1. locomotive control equipment is characterized in that said locomotive control equipment comprises:
The permissible velocity storage location is configured to store the permissible velocity of locomotive, so that reduce the impact when at least one pair of adaptor union engagement;
The unit is confirmed in engagement, is configured to confirm whether said at least one pair of adaptor union meshes; And
Control unit is configured to after starting, control said locomotive with the speed within the said permissible velocity, up to all said at least one pair of adaptor union engagements;
Wherein, said control unit is automatically carried out ride control when starting.
2. locomotive control equipment according to claim 1, wherein, said permissible velocity is set to the initial displacement L0 of said adaptor union is applied to the merchant that the period Ts of said at least one pair of adaptor union is obtained divided by impact load.
3. locomotive control equipment according to claim 1 and 2; Wherein, said engagement confirms that the unit confirms based on the maximum displacement between two adaptor unions, said locomotive and by the operating range of the quantity in the compartment of said relevant locomotive tractive and said locomotive whether all said at least one pair of adaptor unions mesh.
4. locomotive control equipment according to claim 1 also comprises:
The configuration information storage location is configured to store the configuration information that comprises at least by the weight in the coefficient of the quantity in the compartment of said locomotive tractive, friction of rolling and said compartment;
The acceleration calculation unit is configured to calculate the acceleration/accel of said locomotive;
Peak load is calculated the unit, is configured to calculate the peak load under all equal ingear situation of said at least one pair of adaptor union; And
Adaptor union load detecting unit is configured to detect the load that is applied to said at least one pair of adaptor union;
Wherein:
Said peak load is calculated the unit and is calculated said peak load based on the said acceleration/accel that is stored in the said configuration information in the said configuration information storage location and calculated by said acceleration calculation unit; And said engagement confirm the unit through with said peak load with by said adaptor union load detection to load compare and determine whether that all said at least one pair of adaptor unions all mesh.
5. locomotive control, wherein each locomotive comprises and claim 1 or 4 cooresponding said locomotive control equipment, said locomotive is separated and is arranged in the formation that comprises a plurality of compartments; It is characterized in that:
A plurality of said locomotive control equipment are constituted as the information that makes can be sent to the said locomotive control equipment locomotive control equipment of position afterwards that is positioned at least; Said locomotive control equipment is at first to the locomotive that is positioned at leading side in a plurality of locomotives; Begin starting control not exceed said permissible velocity; When confirming by all said at least one pair of adaptor union engagement between the said compartment of the locomotive tractive that is started; Send starting to the locomotive control equipment that is positioned at back location and allow order, and receive said starting and allow the locomotive control equipment of order to begin said starting control to relevant locomotive.
6. locomotive control, wherein each locomotive comprises and the cooresponding said locomotive control equipment of claim 1, said locomotive is separated and is arranged in the formation that comprises a plurality of compartments; It is characterized in that:
In a plurality of said locomotive control equipment, be positioned at the locomotive control equipment the locomotive control equipment of the most leading side; Be provided with immediately following the load of the adaptor union before it detecting unit, be applied to the load that carries out the said adaptor union of bonded assembly with the locomotive that is mounted with said locomotive control equipment self with immediately following the compartment before it with detection;
Being positioned in a plurality of said locomotives, the said locomotive control equipment of the said locomotive of leading side at first begins said starting control not exceed said permissible velocity; And
Be loaded in the said locomotive control equipment on the locomotive of back, when himself immediately following the load of the adaptor union before it detection when load has been applied to said adaptor union, begin said starting and control not exceed said permissible velocity.
7. locomotive control according to claim 6, wherein,
After said train starting, when the output torque of the driving engine that is used to go reached predetermined maximum value, each said locomotive control equipment was controlled and is made said output torque remain said maxim; And
Said maxim in each said locomotive control equipment is set to the peak load under the equal ingear situation of all said adaptor unions divided by the value that quantity obtained by the compartment of each said locomotive tractive.
8. the method for starting-controlling of the locomotive in a plurality of compartments of tractive; It is characterized in that:
After starting; Control said locomotive; Make said locomotive with the speed within the permissible velocity of said locomotive, all mesh that wherein said permissible velocity is limited so that the impact when reducing the engagement of said adaptor union up to all adaptor unions of bonded assembly between said compartment.
9. method for starting-controlling according to claim 8, wherein,
Said permissible velocity is set to the initial displacement L0 of said adaptor union is applied to the merchant that the period Ts of said adaptor union is obtained divided by impact load.
10. according to Claim 8 or 9 described method for starting-controlling; Wherein, whether all said at least one pair of adaptor union meshes the maximum displacement that is based on said at least one pair of adaptor union, said locomotive and is confirmed by the operating range of the quantity in the said compartment of said relevant locomotive tractive and said locomotive.
11. method for starting-controlling according to claim 8 also comprises:
From memory device, extract configuration information, said configuration information comprises the weight by the coefficient and the said compartment of the quantity in the said compartment of said locomotive tractive, friction of rolling at least;
Acceleration/accel based on configuration information of being stored and said locomotive calculates peak load; And
Through said peak load and the load that is applied to said adaptor union are compared to confirm whether all said at least one pair of adaptor unions mesh.
12. the method for starting-controlling of a plurality of locomotives, wherein said locomotive are separated and are arranged in the formation that comprises a plurality of compartments, it is characterized in that:
Start the said locomotive that is positioned at leading side in a plurality of said locomotives not exceed permissible velocity, wherein said permissible velocity is limited so that reduce the impact when two adaptor union engagements;
Rearwards locomotive generates starting and allows order when confirming all to be meshed by all adaptor unions between the compartment of the locomotive tractive of said starting; And
Starting receives the said locomotive that said starting allows order.
13. the method for starting-controlling of a plurality of locomotives, wherein said locomotive are separated and are arranged in the formation that comprises a plurality of compartments, it is characterized in that:
Start the said locomotive that is positioned at leading side in a plurality of said locomotives not exceed permissible velocity, wherein said permissible velocity is limited so that reduce the impact when adaptor union meshes; And
Be applied to when carrying out the load of bonded assembly adaptor union when detecting, start the locomotive of back not exceed said permissible velocity with said locomotive self with immediately following the compartment before it.
14. method for starting-controlling according to claim 13, wherein,
After starting; When the output torque of the driving engine that is used to go reaches predetermined maximum value; Each said locomotive is controlled and is made said output torque remain said maxim, and this maxim is set to the peak load when all said adaptor unions all mesh divided by the value that quantity obtained by the said compartment of each said locomotive tractive.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2009109157A JP2010259282A (en) | 2009-04-28 | 2009-04-28 | Locomotive control device, locomotive control system, and start control method of locomotive |
| JP2009-109157 | 2009-04-28 | ||
| PCT/JP2010/002913 WO2010125773A1 (en) | 2009-04-28 | 2010-04-22 | Locomotive control device, locomotive control system, and method for controlling start of locomotive |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN102414045A true CN102414045A (en) | 2012-04-11 |
Family
ID=43031932
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010800188059A Pending CN102414045A (en) | 2009-04-28 | 2010-04-22 | Locomotive control device, locomotive control system, and method for controlling start of locomotive |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JP2010259282A (en) |
| CN (1) | CN102414045A (en) |
| AU (1) | AU2010243093A1 (en) |
| BR (1) | BRPI1015388A2 (en) |
| WO (1) | WO2010125773A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109017636A (en) * | 2018-08-24 | 2018-12-18 | 郑州飞机装备有限责任公司 | Electric track shipping vehicle control and control method for coordinating |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BR112018000295B1 (en) * | 2015-07-10 | 2022-12-06 | Nissan Motor Co., Ltd | METHOD FOR CONTROLLING BRAKING DEVICE AND BRAKING CONTROL DEVICE |
| US10053838B2 (en) | 2016-03-04 | 2018-08-21 | Deere & Company | Coupler load measurement for work vehicle |
| JP2019071717A (en) * | 2017-10-06 | 2019-05-09 | 東洋電機製造株式会社 | Inverter control device and program |
| JP7181767B2 (en) * | 2018-11-09 | 2022-12-01 | 株式会社日立製作所 | TRAIN DATA RECORDING DEVICE AND TRAIN DATA RECORDING METHOD |
| CN112265447B (en) * | 2020-10-23 | 2022-06-14 | 中车株洲电力机车有限公司 | Starting control method, system, equipment and storage medium of magnetic-levitation train |
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| JPS54149114A (en) * | 1978-05-15 | 1979-11-22 | Anritsu Corp | Coupling speed controller for powered vehicle |
| JPH08251722A (en) * | 1995-03-14 | 1996-09-27 | Toshiba Transport Eng Kk | Control apparatus of electric rolling stock |
| US20020072833A1 (en) * | 2000-10-31 | 2002-06-13 | Robert Gray | Track database integrity monitor for enhanced railroad safety distributed power |
| US20030182030A1 (en) * | 2002-03-19 | 2003-09-25 | Kraeling Mark Bradshaw | Automatic coupling of locomotive to railcars |
| JP2007049867A (en) * | 2005-08-12 | 2007-02-22 | Ishikawajima Harima Heavy Ind Co Ltd | Vehicle control system |
| WO2008070242A2 (en) * | 2006-12-01 | 2008-06-12 | General Electric Company | Method and apparatus for limiting in-train forces of a railroad train |
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- 2009-04-28 JP JP2009109157A patent/JP2010259282A/en active Pending
-
2010
- 2010-04-22 BR BRPI1015388A patent/BRPI1015388A2/en not_active IP Right Cessation
- 2010-04-22 CN CN2010800188059A patent/CN102414045A/en active Pending
- 2010-04-22 WO PCT/JP2010/002913 patent/WO2010125773A1/en active Application Filing
- 2010-04-22 AU AU2010243093A patent/AU2010243093A1/en not_active Abandoned
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54149114A (en) * | 1978-05-15 | 1979-11-22 | Anritsu Corp | Coupling speed controller for powered vehicle |
| JPH08251722A (en) * | 1995-03-14 | 1996-09-27 | Toshiba Transport Eng Kk | Control apparatus of electric rolling stock |
| US20020072833A1 (en) * | 2000-10-31 | 2002-06-13 | Robert Gray | Track database integrity monitor for enhanced railroad safety distributed power |
| US20030182030A1 (en) * | 2002-03-19 | 2003-09-25 | Kraeling Mark Bradshaw | Automatic coupling of locomotive to railcars |
| JP2007049867A (en) * | 2005-08-12 | 2007-02-22 | Ishikawajima Harima Heavy Ind Co Ltd | Vehicle control system |
| WO2008070242A2 (en) * | 2006-12-01 | 2008-06-12 | General Electric Company | Method and apparatus for limiting in-train forces of a railroad train |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109017636A (en) * | 2018-08-24 | 2018-12-18 | 郑州飞机装备有限责任公司 | Electric track shipping vehicle control and control method for coordinating |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2010259282A (en) | 2010-11-11 |
| WO2010125773A1 (en) | 2010-11-04 |
| BRPI1015388A2 (en) | 2016-04-19 |
| AU2010243093A1 (en) | 2011-12-08 |
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Application publication date: 20120411 |