JP2004312918A - Control system of railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system for a railway vehicle which operates an efficient brake by imparting independent brake forces to the shafts of the vehicle and imparting optimum brake forces to the respective shafts. <P>SOLUTION: The control system for the railway vehicle inputs a brake command 12 from a driver's seat to the brake force regulator of the vehicle, outputs an electrical control brake command and a pneumatic control brake command independently to instruct a brake force from the brake force regulator to first shaft to fourth shaft, and imparts the brake force to the wheels of the vehicle preferentially to the electrical control brake command as much as possible. In this control system, a travel direction command 17 and a load are input to the brake force regulator, the brake command is equalized by the number of the shafts of the vehicle by an equalizer 3-3, coefficients k11-k14 predetermined as the brake command values of the respective shafts are multiplied, and the brake force command values of the respective shafts are decided. The relationship between the respective coefficients and the brake force commands of the respective shafts of the vehicle is switched according to the travel direction command 17 by a switching unit 3-4, and the brake forces of the respective wheels are regulated in response to the positions of the respective wheels of the vehicle. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a railway vehicle control system, and more particularly, to a railway vehicle control technology that includes both an electric braking device and a mechanical braking device for each axis of the vehicle, and uses both devices at the same time during braking.
[0002]
[Prior art]
At the time of braking of a conventional railway vehicle, the braking force of each axis in one vehicle is determined uniformly, and control is performed such that the same braking force is obtained for all axes regardless of their positional relationship.
FIG. 2 shows a conventional technique. The brake command 12 given from the driver's cab is input to the brake force adjusting device 3 of each vehicle, and a mechanical brake command (pneumatic braking command) 14 is issued from the brake force adjusting device 3 to command the braking force of each axis. An electric brake command (electrically controlled brake command) 13 is output to a pneumatic pressure converter 5 forming an air brake control device and to a VVVF device 6 forming a main circuit control device for controlling the current of the electric motor 4. Normally, the braking force adjusting device 3 controls according to a policy that the braking force is obtained by the electric motor 4 as much as possible. First, the braking force from the host is output to the VVVF device 6. Then, the VVVF device 6 controls the current of the electric motor 4 in accordance with this. Each VVVF device 6 detects the current of each electric motor 4 and estimates the braking force currently output based on the current, and the VVVF device 6 feeds it back to the braking force adjusting device 3 as an electronically controlled braking force FB15. . Then, the braking force adjusting device 3 again compares the original command value with the fed-back value, and if the values are the same, does nothing in particular, but if the braking force generated by the motor 4 in response to the command is If there is a shortage, it is necessary to make up for the difference with an air brake. In this case, the brake force adjusting device 3 inputs the brake command value 14 corresponding to the difference to the pneumatic converter 5, and the pneumatic converter 5 outputs a brake pressure (pneumatic pressure) corresponding to the command. This air pressure (BC pressure) is supplied to each brake cylinder 7 mounted on the mechanical brake unit 8, which presses the sliding parts against the wheels 2 on the rail 1 to obtain a braking force.
At this time, since the air pressure is generated only at one point, the same braking force is generated on each axis. Also, in the control of the electric motor 4 by the VVVF device 6, since the command is a single system, the same current flows in each of the VVVF devices 6, and the brake by the electric motor 4 is the same for each axis.
[0003]
[Problems to be solved by the invention]
In the conventional control technology, there is no problem if each wheel and each axis have the same condition, but in reality, each axis has various restrictions depending on the positional relationship of that axis, and all the same brakes are used. When a force is applied, there is a high possibility that sliding occurs for a certain axis and the state may be low for a certain axis, so that a specific axis often slides. Once gliding occurs on some axes, the braking force is reduced, causing inconvenience such as an increase in the braking distance.
Therefore, it is desirable not to make an axis with a high possibility of occurrence of sliding as much as possible. Stated another way, it is desirable to ensure that the utilized cohesion coefficient of a particular shaft is not higher than others. In addition, when the adhesive coefficient used differs for each axis, it is efficient to allocate the adhesive coefficient so that it does not exceed the physical limit adhesive coefficient and the difference, that is, the margin is the same for each axis. It is important for control.
[0004]
SUMMARY OF THE INVENTION It is an object of the present invention to provide an apparatus in which an independent braking force is applied to each axis of a vehicle, and to apply an optimum braking force command to each axis so that an efficient brake is applied.
[0005]
[Means for Solving the Problems]
In order to solve the above-mentioned problems, a brake command from a driver's cab is input to a brake force adjusting device of each vehicle, and an electric brake command and a mechanical brake are issued to instruct a brake force for each axis of each vehicle from the brake force adjusting device. This is a railway vehicle control system that outputs commands independently and gives braking force to the wheels of each vehicle with priority given to the electric brake command as much as possible. Is input, the brake command is equalized by the number of axes of each vehicle, the brake force command value of each axis is determined by multiplying by a predetermined coefficient as the brake command value of each axis, and the traveling direction command and each wheel in the vehicle are determined. The brake force of each wheel is adjusted according to the position of the wheel.
[0006]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows an embodiment of a railway vehicle control system according to the present invention.
In FIG. 1, each shaft (first, second, third, and fourth shafts from the left side in FIG. 1) is directly connected to a mechanical brake unit 8 provided for each shaft of the vehicle. Pneumatic pressure converters 5-1, 5-2, 5-3, and 5-4 that form an air brake control device are provided. 5-4 independently transmit a mechanical brake command (pneumatic braking command) 14, and also form VVVF devices 6-1 and 6-6 which form a main circuit control device provided for each axis of the vehicle. An electric brake command (electrically-controlled brake command) 13 is transmitted to each of 2, 6-3 and 6-4 independently from the brake force adjusting device 3. The load 16 of the vehicle is input to the braking force adjusting device 3 from the adaptive load device 9.
Upon receiving the brake command 12 from the host (cab), the brake force adjusting device 3 commands each brake force corresponding to each axis. In the present embodiment, specifically, two types of the electronically controlled brake command 13 and the pneumatically controlled brake command 14 are output. Normally, the braking force adjusting device 3 obtains the braking force by the electric motor 4 as much as possible, that is, makes the most of the electronically controlled braking command 13, and the braking force is first set to the VVVF devices 6-1 and 6-2. , 6-3, 6-4. The VVVF devices 6-1, 6-2, 6-3, and 6-4 control the current of each electric motor 4 accordingly. Then, the current of each motor 4 is detected, and the braking force that is currently output is estimated based on the current, and the VVVF devices 6-1, 6-2, 6-3, and 6-4 output the braking force to the braking force adjusting device 3. As the electronically controlled braking force FB15. Then, the braking force adjusting device 3 again compares the original command value with the fed-back value, and if the two values are the same, does nothing in particular, but if the motor 4 responds to the command, If the force is low, i.e., it is insufficient, the difference must be compensated for by the air brake. In this case, the braking force adjusting device 3 outputs the braking force command value corresponding to the difference to the pneumatic converters 5-1, 5-2, 5-3, 5-4 as the air braking control command value 14, and Converters 5-1, 5-2, 5-3, and 5-4 output a brake pressure corresponding to this command. This air pressure (BC pressure) is supplied to each brake cylinder 7 provided in each mechanical brake unit 8, which presses a sliding component against each wheel 2 to obtain a braking force.
[0007]
FIG. 3 shows an internal configuration of the braking force adjusting device 3.
The brake force adjusting device 3 receives the brake command 12 and the traveling direction command 17 from the host in the arithmetic section 3-1 and inputs the load 16 of the vehicle to output the first shaft brake force command to be output by each axis. The two-axis brake force command, the third-axis brake force command, and the fourth-axis brake force command are calculated, and the first-axis power control command and the fourth-axis brake force command are sent to the VVVF devices 6-1, 6-2, 6-3, and 6-4. The command is output as a two-axis power control command, a third-axis power control command, and a fourth-axis power control command. As a result, the braking force generated by the motor 4 of each axis is fed back from the VVVF devices 6-1, 6-2, 6-3, 6-4 provided corresponding to each axis, and the first shaft electric power is supplied. The braking force adjustment device 3 inputs the braking force FB, the second shaft power braking FB, the third shaft power braking FB, and the fourth shaft power braking FB.
The brake force adjusting device 3 includes a first axis brake force command, a second axis brake force command, a third axis brake force command, and a fourth axis brake force command to be output by each axis, and a first axis control of each axis. The force FB, the second-axis power control FB, the third-axis power control FB, and the fourth-axis power control FB are compared. If the power control FB value is insufficient, the shortage is determined by the first-axis air control. Command, a second-axis air-force control command, a third-axis air-force control command, and a fourth-axis air-force control command.
[0008]
Next, how the brake force adjusting device 3 calculates the brake force command value of each axis will be described with reference to FIG.
The brake force adjusting device 3 receives a brake command from a host. This command value is a value for the entire vehicle and is approximately 1/4 when converted per axis. Therefore, the command value is temporarily multiplied by 1/4 by the equalizing unit 3-3. Thereafter, the command value for each axis is multiplied by a predetermined coefficient k11 to k14 to determine the brake force command value for each axis.
Each of the coefficients k11 to k14 is predetermined according to the axial position in the vehicle. However, since the front-back relationship of the axial position changes depending on the traveling direction of the vehicle, k11 is taken into consideration when traveling forward in consideration of information on the traveling direction. The multiplied value is assigned to the first axis, the value multiplied by k14 is assigned to the fourth axis, the value multiplied by k12 is assigned to the second axis, and the value multiplied by k13 is assigned to the third axis. To calculate. On the other hand, when the vehicle travels in reverse, the value multiplied by k11 is on the fourth axis, the value multiplied by k14 is on the first axis, the value multiplied by k12 is on the third axis, and the value multiplied by k13 is the second axis. Calculate to be assigned to
In FIG. 4, the switching device 3-4 is switched by the traveling direction command 17 to connect the first to fourth axes with the coefficients k11 to k14 when the vehicle is moving forward or backward, and the first shaft braking force command and the second shaft An axis brake force command, a third axis brake force command, and a fourth axis brake force command are output.
[0009]
According to this method, for example, in rainy weather, the front wheel always slides on the wet rail surface, so it is slippery.If the power is not reduced a little, the leading wheel increases the chance of sliding, and as a result, the braking effect is significantly reduced. Would. Therefore, to prevent the reduction of the braking effect, it can be achieved by setting the coefficient k11 to be smaller than the other coefficients. When the second, third, and fourth wheels pass through, a draining effect on the rail surface is generated. As a result, the rear surface wheel is more likely to have less wetness on the rail surface and to be less slippery. . Therefore, the braking effect can be remarkably improved by gradually increasing the coefficient k12 to the coefficient k14.
[0010]
Further, when axle weight movement occurs in accordance with the position of the wheel and a braking force is applied, some shafts become lighter and some become heavier. This ratio is uniquely determined by the size determined by the structure of the vehicle body and the bogie.
FIG. 6 shows the principle. When a force of F is generated on each axis and a total of 4F is generated in the direction of the arrow as a whole vehicle, a moment is generated in the vehicle body and the bogie. Is added to the normal weight, that is, the static load.
First shaft 2F ((Hh) / L + (h / l))
2nd shaft 2F ((Hh) / L- (h / l))
Third shaft 2F (-(H-h) / L + (h / l))
4th shaft 2F (-(Hh) / L- (h / l))
Here, F is the braking force output from each axis, H is the height of the point of application of the braking force of the entire vehicle body from the rail surface, L is the distance between the bogies, h is the point of application of the bogie force from the rail surface. The height, l, is the inter-axle distance (axle distance) in the bogie.
As a result of adding the weight of the above formula to the static load, the leading axis in the traveling direction becomes the heaviest. Conversely, the rearmost axis becomes lighter. The slipperiness is proportional to the applied adhesion coefficient, that is, the value obtained by dividing the braking force by the axle load. Therefore, if the same braking force is output, the lightest shaft becomes the most slippery. Therefore, it is appropriate to distribute more braking force to heavier shafts.
[0011]
For example, assuming that the weight of the vehicle is W, the static load of each shaft is W / 4. As a result, the axial load of each axis is
Axle load of the first shaft W / 4 + 2F ((H-h) / L + (h / l))
Axle load of the second shaft W / 4 + 2F ((Hh) / L- (h / l))
Axle load of the third shaft W / 4 + 2F (-(H-h) / L + (h / l))
Axle weight of the fourth shaft W / 4 + 2F (-(Hh) / L- (h / l))
It becomes.
As a result, the utilization adhesion coefficient of each shaft, that is, the braking force of each shaft divided by the weight (shaft weight) of each shaft is as follows.
Adhesion coefficient μ ₁ of the first axis
μ ₁ = F / (W / 4 + 2F × ((H−h) / L + (h / l))
Use adhesive coefficient μ ₂ of the second axis
μ ₂ = F / (W / 4 + 2F × ((H−h) / L− (h / l))
Third utilization adhesion coefficient of axial mu ₃
μ ₃ = F / (W / 4 + 2F × (− (H−h) / L + (h / l)))
Adhesion coefficient μ _{4 of} axis ₄
μ ₄ = F / (W / 4 + 2F × (− (H−h) / L− (h / l)))
It is.
As can be seen from the above equation, when F is the same, μ means that the first axis is small and slippery, and the fourth axis is largest and slippery. As mentioned above, it is not preferable that a particular axis is slippery. An axis having a large μ has a slightly lower braking force, and it is appropriate that the axis having a smaller μ bears the corresponding amount. .
Μ when the shaft weight of each shaft is equal is 4 F / W. Therefore,
μ ₁ = μ ₂ = μ ₃ = μ ₄ = 4 F / W
What is necessary is just to make it. The braking force of each axis is represented by F ₁ , F ₂ , F ₃ , and F ₄ .
If it is the first axis,
_{4F / W = F 1 / (} W / 4 + 2F 1 × ((H-h) / L + (h / 1))) When this is developed for _{F 1,}
F ₁ = F / (1− (8F / W) × ((H−h) / L + (h / 1)))
It becomes.
Similarly, F ₂ = F / (1− (8F / W) × ((H−h) / L− (h / 1)))
F ₃ = F / (1− (8F / W) × (− (H−h) / L + (h / 1)))
F ₄ = F / (1− (8F / W) × (− (H−h) / L− (h / 1)))
It becomes.
In the above equations, H, h, L, and 1 relate to the structure of the vehicle body, and do not change once the design of the vehicle is determined. Further, F is a braking force to be averagely applied, and is given from the top, and the weight of the vehicle is given from the adaptive load device 9.
[0012]
The above equation shows that given F, it is possible to calculate by multiplying F by a certain constant according to the state of each axis.
Expressing F ₁ to F ₄ in another form,
F ₁ = F × k11
It becomes.
Similarly, F ₂ = F × k12
F ₃ = F × k13
F ₄ = F × k14
It becomes.
here,
k11 = 1 / (1− (8F / W) × ((H−h) / L + (h / 1)))
k12 = 1 / (1− (8F / W) × ((H−h) / L− (h / 1)))
k13 = 1 / (1− (8F / W) × (− (H−h) / L + (h / 1)))
k14 = 1 / (1− (8F / W) × (− (H−h) / L− (h / 1)))
It is.
These are shown and expressed as shown in FIG. If parameters such as H, h, L, and 1 are held in the braking force adjusting device 3, it is possible to input the load 16 of the vehicle and determine k11 to k14 by calculation in the arithmetic logic unit 3-5. is there.
In these calculations, it is also effective to determine the values of k11 to k14 in consideration of the wet state of the rail surface and the values due to the axial load movement.
[0013]
As described above, the embodiment of the present invention has been described with respect to the brake using air pressure as the mechanical brake. However, it is needless to say that the present invention is applicable to a brake using hydraulic pressure and electromagnetic force.
[0014]
【The invention's effect】
As described above, according to the present invention, it is possible to instruct and control the braking force to an optimum value according to the position of each wheel and shaft in the vehicle, and to maximize the braking performance. The occurrence of gliding can be minimized regardless of the condition of the rail.
[Brief description of the drawings]
FIG. 1 is an embodiment of a railway vehicle control system according to the present invention; FIG. 2 is a configuration diagram of a brake control system for explaining a conventional technique; FIG. 3 is an internal configuration diagram of a brake force adjusting device of the present invention; FIG. 4 is an internal configuration diagram of the brake force adjusting device of the present invention. FIG. 5 is an internal configuration diagram of the brake force adjusting device of the present invention. FIG. 6 is a diagram for explaining the principle of the present invention.
DESCRIPTION OF SYMBOLS 1 ... Rail, 2 ... Wheel, 3 ... Brake force adjustment device, 3-1 ... Operation part, 3-2 ... Comparator, 3-3 ... Equal part, 3-4 ... Switcher, 3-5 ... Operation logic part 4, an electric motor, 5: a pneumatic pressure converter of an air brake control device, 6: a VVVF device of a main circuit control device, 7: a brake cylinder, 8: a mechanical brake unit, 9: an adaptive load device, 10: a truck, 11: a vehicle , 12 ... brake force command, 13 regenerative brake (electrically controlled brake) command, 14 ... mechanical brake (air control brake) command, 15 ... electrically controlled brake force, 16 ... load, 17 ... progress direction command

Claims (3)

The brake command from the driver's cab is input to the brake force adjustment device of each vehicle, and the brake force adjustment device independently outputs the electric brake command and the mechanical brake command to command the brake force for each axis of each vehicle. A railway vehicle control system for giving a braking force to wheels of each vehicle by giving priority to an electric brake command as much as possible, wherein the braking force adjusting device inputs a traveling direction command and a load of the vehicle, The command is equalized by the number of axes of each vehicle, the braking force command value of each axis is determined by multiplying by a predetermined coefficient as the brake command value of each axis, and it is determined according to the traveling direction command and the position of each wheel in the vehicle. A control system for a railway vehicle, wherein the braking force of each wheel is adjusted by adjusting the braking force. 2. The coefficient according to claim 1, wherein the coefficient determined in advance as the brake command value of each axis is a load of the vehicle, a braking force output by each axis of the vehicle, and a height from a rail surface of an application point of the braking force of the entire vehicle body. , A distance between bogies, a height of a point of application of a bogie's force from a rail surface, and a bogie-to-axle distance (axle distance). 3. The control system for a railway vehicle according to claim 2, wherein the coefficient predetermined as the brake command value for each axis is changed according to the magnitude of axle load movement of each axis of the vehicle.

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