JP2012010504A - Train controller having train monitoring/data transmission system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train controller for constantly generating a torque near an adhesion limit value and effectively utilizing an adhesion force in the entire train organization.SOLUTION: When an electric vehicle controller B1 in a lead electric vehicle initially detects a slip or a slide, a tangent force coefficient Muj(B1) is estimated at the time. A torque instruction upper-limit value Taujmaxz_a in the electric vehicle controllers B1, Aj is obtained based on the tangent force coefficient, an increment data DeltaMuj of an adhesive coefficient in a vehicle back from the lead vehicle, and an expected adhesion coefficient Muz_expt when the vehicle is empty, and transmitted to the electric vehicle controllers through a train monitoring/data transmission system 1. The electric vehicle controllers B1, Aj obtain an actually generated torque instruction upper-limit value Taujmax_act from the torque instruction upper-limit value Taujmaxz_a, and control the torque by an electric motor in a controlled range of the electric vehicle controllers by considering it as a target value.

Description

  The present invention relates to a train control apparatus having a train monitor / data transmission system for realizing re-adhesion control in which adhesive force is effectively used as an entire train while maintaining good riding comfort of an electric vehicle.

An electric vehicle, for example, a train, is accelerated and decelerated by a tangential force (also referred to as adhesive force) between wheels and rails. This tangential force generally has the characteristics shown in FIG. 17 with respect to the sliding speed. ing. FIG. 17 shows the tangential force (tangential force coefficient) with respect to the sliding speed, the horizontal axis is the sliding speed, the vertical axis is the tangential force (tangential force coefficient), the solid line is when the rail surface is wet, and the broken line is the rail surface. It shows the time of drying. The tangential force divided by the axial weight (vertical load applied to the rail per axle) is called the tangential force coefficient, and the maximum value of the tangential force coefficient is called the adhesion coefficient.
As shown in the figure, when torque that does not exceed the maximum value of the tangential force is generated by the main motor, idling / sliding does not occur, and the electric vehicle has a small sliding speed on the left side of the maximum value of the tangential force. Will travel. If a torque larger than the maximum value is generated, the sliding speed increases and the tangential force decreases, so the slipping speed increases and the slipping and sliding state increases, but the wheels and rails are generated by the main motor when the wheels and rails are dry. Since the performance of the vehicle is set so that the torque does not exceed the maximum value of the tangential force, idling / sliding does not occur.

However, as shown by the solid line, when the rail surface is wet due to rain or the like, the adhesion coefficient decreases, and the maximum value of the tangential force becomes smaller than the generated torque of the main motor corresponding to the set performance of the vehicle.
In this case, the slip speed increases and the vehicle is idled or slid. If left as it is, the tangential force decreases correspondingly, and the acceleration / deceleration force required to accelerate / decelerate the vehicle further decreases. Therefore, it is necessary to detect slipping / sliding and reduce the torque generated by the main motor to re-adhere. When re-adhesion is performed by controlling the torque in this way, control is performed so that the torque generated by the main motor is as close to the maximum value of the tangential force as possible while maintaining a low sliding speed. Effective utilization is necessary to improve the acceleration / deceleration performance of an electric vehicle.

As a method for realizing such re-adhesion control, the rotational speed of the main motor is estimated from the voltage / current applied to the main motor, and the estimated speed information and the calculated value of the main motor generated torque are used as input information. The main motor torque corresponding to the tangential force between the wheels and rails is estimated for each control cycle using the minimum dimension disturbance observer, and the generated torque of the main motor is controlled using the estimated torque at the time of idling / sliding detection Has been proposed (see Patent Document 1 and Non-Patent Document 1).
With this control method, it is possible to maintain the generated torque of the main motor as close to the maximum value of the tangential force as possible, that is, close to the adhesion limit value, while maintaining a good riding comfort.

However, the above control is realized in the case where individual electric vehicles are controlled independently.
By the way, in the case of a train train composed of a plurality of electric vehicles and accompanying vehicles, when the train length is long, etc. -Events where no skiing occurs are often experienced. This phenomenon is generally interpreted as an increase in the adhesion coefficient of the vehicle behind the vehicle, for example, because water on the rail surface is removed by the vehicle wheel positioned forward in the traveling direction.

In this case, at present, when idling / sliding is detected in the vehicle ahead, this vehicle may be subjected to re-adhesion control that generates torque close to the adhesion limit value as described above. In the rear vehicle, which is high and does not cause idling / sliding, it is often the case that only the torque up to the upper limit value of the torque set in the planned performance of the vehicle is commanded.
Actually, in a vehicle that has not detected the idling / sliding of the rear, it is possible to generate a torque that exceeds the upper limit of the torque set in the planned performance of the vehicle and maintain the acceleration / deceleration performance close to the planned performance of the vehicle. There are many cases. In other words, although there is room for improving the adhesiveness utilization rate as a whole train, there are only some examples of Shinkansen trains, which are not done. This is because there is no clear guideline on how much torque should be generated in the rear vehicle.

The technique described in Patent Document 2 is known as an attempt to effectively use the adhesive strength of the entire knitting.
In this example, assuming the idling / sliding of the front vehicle in advance, the torque of the front vehicle reduced by the assumed idling / sliding is distributed to the rear vehicle so that a constant torque can be obtained for the entire vehicle organization. The torque distribution is assumed in advance.
On the other hand, as described in Patent Document 3, an attempt is made to distribute torque flexibly according to the state, instead of assuming torque distribution in advance. In the case of this example, the torque command value of each vehicle drive device is determined according to the state of each vehicle drive device collected via the on-vehicle communication network.
When reducing the torque command value of the first vehicle drive device, the reduced torque amount is distributed to the second vehicle drive device different from the first vehicle drive device. The torque command value is determined, and the determined torque command value is transmitted to the vehicle drive device via the on-board communication network.

In the case of the technology described in Patent Document 2, when the pre-sponsored idling / sliding occurs, the torque required for the entire knitted vehicle may be obtained. Even if it is decided, in most cases, it can be said that the performance as expected for the entire train is not obtained.
That is, the adhesion coefficient is the train speed, the thickness of the water film adhering to the rail surface (in other words, whether the amount of rainfall per unit time is large or small), the temperature of the water film (in other words, the summertime when the outside air temperature is high) Because it changes variously or every moment depending on whether the outside air temperature is low in winter, etc., uniform torque distribution control can hardly cope with it.
For example, even if changes in adhesion coefficient due to train speed are excluded from consideration, if the torque distribution is set in the summer when the adhesion coefficient is high, assuming the idling / sliding in the summer, the planned performance will be maintained as a whole in the summer. Although there may be relatively many things that can be done, such a setting will not be able to cope with the case where the adhesion coefficient in winter when the outside air temperature is low is very low. This time, if the torque distribution is set on the assumption that the adhesion coefficient in winter is very low, the acceleration / deceleration performance can be improved as a whole in the summer, but this cannot be realized.

Further, in the technique described in Patent Document 3, the torque command value of each vehicle is dynamically changed according to the occurrence of idling / sliding of each vehicle in the train, instead of setting the torque distribution in advance. When the control time elapses to some extent, the control state changes, the torque command value of each vehicle converges to an almost appropriate value, and flexible control according to the weather and the situation is possible.
However, in this control method, even if the vehicle is converged to a certain control state, the torque command value of each vehicle changes dynamically until the vehicle converges. Also, depending on what type of re-adhesion control method is used, even if it converges to a certain control state, if the performance of the re-adhesion control method is poor, it will converge to a state where the adhesive force utilization rate is poor. The possibility is high, and as a result, effective use of the adhesive force cannot be achieved as a whole knitting.

When the adhesion coefficient corresponding to the planned torque characteristics of the vehicle, that is, the expected adhesion coefficient is set low, such as a 16-car Shinkansen train, the train length is long and the adhesion coefficient improvement effect of the rear vehicle can be obtained more Even if the control for instructing the torque close to the adhesion limit is not performed, there is a possibility that the planned acceleration / deceleration performance can be obtained as a whole knitting.
However, in the case of a conventional railway vehicle in which the acceleration / deceleration time is shorter than that of the Shinkansen, and the train length is often 10 trains or less, in which the proportion of the time during which the dynamic torque changes is relatively large, If the adhesive force cannot be effectively used in the period until the control state is converged, the acceleration / deceleration performance is greatly affected. Especially in the winter season when the adhesion coefficient is greatly reduced, it is easily assumed that idling / sliding will occur in any vehicle in the train until the end of control, and the torque of each vehicle will not converge to an appropriate value. As described above, the adhesion conditions of trains vary in various ways throughout the seasons. Regardless of the adhesion conditions, the trains as a whole are constantly applied by the generation of torque close to the adhesion limit from the start of acceleration / deceleration control. Although it is desired to increase the deceleration performance as much as possible, that is, to effectively use the adhesive force, at present, it cannot be said that such a requirement is sufficiently satisfied as described above.

  Examples of measurement of the adhesion coefficient by axis position of each axle from the leading axis in a train train are disclosed in Non-Patent Documents 2, 3, 4, and the like, for example. For example, Non-Patent Document 2 shows an example of measurement of the adhesion coefficient in conventional trains and Shinkansen trains, and Non-Patent Document 3 shows the run frequency data in a commercial train on the Shinkansen as a bar graph. Non-patent document 4 describes a simulation in a train train using the above-mentioned adhesion coefficient for each axle.

Japanese Patent Laid-Open No. 11-252716 JP-A-5-276606 Japanese Patent No. 4225233

Satoshi Kadowaki, Tadashi Hata, Hiroshi Hirose, Kiyoshi Oishi, Satoshi Iida, Masashi Takagi, Takashi Sano, Shinobu Hoshikawa: "Application of Speed Sensorless Vector Control / Re-adhesion Control with Disturbance Observer to Real Vehicles and its Evaluation-205 Series 5000 Examples of trains on the Daisetsu- ", IEEJ Transactions D, September 2004, pp 909-915 Tadao Oyama: "Brake technology for railway vehicles (2)-Theory of adhesion in brakes (1)", Research on machinery, Vol. 48, No. 10 (1996) Tadao Oyama: "Brake technology of railway vehicles (3)-Adhesion theory in brakes (2)", Research on machinery, Vol. 48, No. 11 (1996) Kazutoshi Imai, Kiyoshi Oishi, Takashi Sano, Shingo Makishima, Shinobu Yasukawa: “Modeling of Adhesion Coefficient Distribution by Axis and Train Re-adhesion Control in Train Formation”, IEEJ Traffic and Physical Sensor Joint Study Group, TER-09-1 (PHS-09-1), February 4, 2009, pp1-6

As described above, the adhesion conditions of trains vary in various ways throughout the seasons. Regardless of the adhesion conditions, the train as a whole generates torque that is always close to the adhesion limit from the start of acceleration / deceleration control. Therefore, it is desired that the acceleration / deceleration performance is increased as much as possible, that is, the adhesive force is effectively used.
However, at present, it cannot be said that such a request is sufficiently met as described above. In other words, in the case of a torque distribution method based on a pre-established distribution pattern, when the idling / sliding exceeding the assumed idling / sliding occurs, the required torque cannot be obtained as a whole vehicle and the acceleration / deceleration performance cannot be expected to be improved much. That is.

Also, in the case of a system that dynamically changes the torque command value of each vehicle according to the occurrence of idling / sliding of each vehicle in the train, even if it converges in a certain control state, the torque of each vehicle is Since the command value fluctuates dynamically, it is assumed that the ride comfort is deteriorated, and it is not guaranteed that the converged control state will be in a state where effective use of the adhesive force is achieved until it converges. is there.
The present invention has been devised in view of the above-mentioned points, and the object of the present invention is to provide train monitoring and data transmission that can always generate a torque close to the adhesion limit value as a whole knitting to effectively use the adhesion force. It is to provide a train control device having a system.

In order to solve the above-described problems, the present invention is based on the leading vehicle from data over a long period including the winter season of the sliding frequency distribution at each axle position of each vehicle at the time of ATC brake operation in the Shinkansen business train. Create the adhesion coefficient increment data for each vehicle and each axis position, and when the idling / sliding is detected in the leading electric vehicle or the electric vehicle closest to the leading vehicle, the tangential force coefficient at that time is estimated, and this estimated tangential force The upper limit value of the tangential force coefficient of each vehicle is set from the coefficient and the adhesion coefficient increment data of each vehicle, the torque command value upper limit value corresponding to the upper limit value of the tangential force coefficient is calculated and assigned to each vehicle, and When it is estimated that the planned performance can be ensured, the torque reduction value of the vehicle ahead is compensated by increasing the torque command value of the vehicle behind.
In addition, if the planned performance cannot be ensured as when the adhesion coefficient in winter significantly decreases, always generate torque according to the torque command value corresponding to the estimated adhesion coefficient assigned to each vehicle. A torque close to the adhesive limit value is generated for the entire knitting to effectively use the adhesive force.

That is, in the present invention, the above problem is solved as follows.
(1) Electric vehicle control device B1 of the electric vehicle located at the head of the train or the electric vehicle closest to the head vehicle, and the electric vehicle control device Aj (j = 2) of the electric vehicle located behind the electric vehicle in the traveling direction N) and a train monitor / data transmission system having a function of transmitting data between the electric vehicle control devices B1 and Aj of each electric vehicle. In the train control device, torque control of the main motor is performed as follows.
The electric vehicle control device B1 is configured such that the adhesion coefficient increase amount data DeltaMuj (j = 2 to n) with respect to the position from the leading vehicle of the electric vehicle located behind the predetermined leading adhesion coefficient of the leading vehicle, Aj Storage means for holding the empty mass data W0j of the electric vehicle on which the vehicle is mounted and the expected adhesion coefficient Muz_expt calculated from the planned acceleration performance of the train, and the idle detection means for detecting the idle rotation in the electric vehicle control device B1 A torque command value upper limit value calculating means for determining a torque command value upper limit value Tajmaxz_a (j = 1 to n) when each electric vehicle control device B1, Aj is idle based on the idling detection result by the idling detection means; An empty torque command value upper limit value Tajmaxz_a, which is a calculation result, is transmitted to each electric vehicle via the train monitor / data transmission system. From the means for transmitting to the control device Aj, the torque command value upper limit value Tau1maxz_a at the time of emptying of the electric vehicle control device B1, the vehicle's empty vehicle mass data W01 and the corresponding load signal dW1, the vehicle's torque command value upper limit value Tau1max_act is obtained. Means is provided for calculating and controlling the torque of the main motor using the Tau1max_act as a target value.
Each electric vehicle control device Aj obtains the torque command value upper limit value Tajmax_act of the own vehicle from the torque command value upper limit value Tajmaxz_a at the time of empty transmission transmitted to the own vehicle, the empty vehicle mass data W0j of the own vehicle, and the applied load signal dWj. Means for calculating, and means for performing torque control of the main motor using the Tajmax_act as a target value.
The torque command value upper limit calculating means provided in the electric vehicle control device B1 sets the expected adhesion coefficient Muz_expt as the tangential force coefficient upper limit value of the electric vehicle control devices B1 and Aj when no idling is detected by the idling detection means. The final value Mujmax_a (j = 1 to n) is set, and an empty torque command value upper limit value Tajmaxz_a corresponding to the tangential force coefficient upper limit value final value Mujmax_a is obtained.
Further, when idling is detected by the idling detection means, a tangential force estimation coefficient Muj (B1) of the electric vehicle control device B1 is obtained based on the idling detection result, and electric vehicle control is performed from the tangential force estimation coefficient Muj (B1). The electric vehicle control device is obtained from the tangential force coefficient upper limit value Mu1max of the device B1 and the tangential force estimation coefficient Muj (B1) and the adhesion coefficient increase amount data DeltaMuj of each electric vehicle control device Aj stored in the storage means. The Aj tangential force coefficient upper limit value Mujmax (j = 2 to n) is obtained, the average tangential force coefficient upper limit value Mumax_avr of the train is calculated, and the average tangential force coefficient upper limit value Mumax_avr is less than or equal to the expected adhesion coefficient Muz_expt , The tangential force coefficient upper limit value Mujmax (j = 1 to n) is used as the tangential force coefficient upper limit final value Mujmax_a (j Set 1 to n), to obtain a torque command value limit Taujmaxz_a when unladen corresponding to the tangential force coefficient upper limit final value Mujmax_a.
When the average tangential force coefficient upper limit value Mumax_avr is larger than the expected adhesion coefficient Muz_expt, the tangential force coefficient upper limit value Mujmax of the electric vehicle control device Aj in the traveling direction rearward from the electric vehicle control device B1 is equal to or more than the expected adhesion coefficient Muz_expt. The sum Sum_Muj_small of the difference between the expected adhesion coefficient Muz_expt up to the electric vehicle control device Aj_expt immediately before and the tangential force coefficient upper limit value Mujmax of the electric vehicle control device Aj is calculated, and the electric vehicle control at the tail of the running direction of the train is calculated. The difference between the tangential force coefficient upper limit value Mukmax and the expected adhesion coefficient Muz_expt from the device An to the electric vehicle control device Ak toward the electric vehicle control device Ak is sequentially added, and Sum_Muj_large is set for each electric vehicle control device Ak. Ask.
The electric vehicle control device Aj_max up to the electric vehicle control device Aj_expt is obtained by first obtaining an electric vehicle control device Aj_max in which the sum Sum_Muj_large of the difference is equal to or larger than the sum Sum_Muj_small of the difference. For the electric vehicle control device Aj from Aj_max to the last electric vehicle control device An, the tangential force coefficient upper limit value Mujmax is the final value Mujmax_a of the tangential force coefficient upper limit value of the electric vehicle control device Aj, and the electric vehicle control device For the electric vehicle controller Aj behind the electric vehicle controller Aj_max behind the Aj_expt, the expected adhesion coefficient Muz_expt is set as the final value Mujmax_a of the tangential force coefficient upper limit value of the electric vehicle controller Aj, and the tangential force coefficient Upper limit final value Mujm Calculates a torque command value limit Taujmaxz_a when unladen corresponding to x_a.

(2) In the electric vehicle control device and train monitor / data transmission system of (1) above, each electric vehicle control device Aj calculates the idling detection means and the estimated tangential force coefficient Muj_new of the electric vehicle based on the idling detection result. An estimated tangential force coefficient calculating means is provided, and an adhesion coefficient increase amount correcting means for correcting the adhesion coefficient increase amount data DeltaMuj is provided in the electric vehicle control device B1.
When the electric vehicle control device Aj detects idling, the electric vehicle control device Aj calculates the estimated tangential force coefficient Muj_new of the electric vehicle by the estimated tangential force coefficient calculation means, and the train monitor / data transmission system is The estimated tangential force coefficient Muj_new is transmitted to the electric vehicle control device B1 of the electric vehicle located at the head of each traveling direction of the train train, and the electric vehicle control device B1 transmits the adhesion coefficient increase amount correction means. Thus, the adhesion coefficient increase amount data DeltaMuj held in the electric vehicle control device B1 is corrected using the estimated tangential force coefficient Muj_new transmitted.

(3) In the electric vehicle control device and the train monitor / data transmission system according to (1) or (2), each electric vehicle has an air brake force to be generated in the electric vehicle controlled by the electric vehicle control devices B1 and Aj. A brake receiver that generates a command value Fair_cj (j = 1 to n);
When the electric vehicle control device B1 detects slipping during braking, the electric vehicle control device B1 receives the air brake force command value Fair_c1 from the brake receiver Br1, and the received air brake force command value Fair_c1 and the electric vehicle control device B1 Brake-time tangential force coefficient estimating means for calculating an estimated tangential force coefficient Muj (B1) of the electric vehicle from the electric brake force Felec1 generated by control, and brake torque control means for controlling the brake torque of the main motor Each electric vehicle control device Aj includes brake torque control means for performing brake torque control of the main motor.
The torque command value upper limit calculating means is based on the estimated tangential force coefficient Muj (B1) estimated by the brake tangential force coefficient estimating means as a total value of the air brake force and the electric brake force at the time of braking. The torque command value upper limit value Tajmaxz_a (j = 1 to n) is obtained, and the brake torque control means of the electric vehicle control device B1 determines the torque command value upper limit value Tau1maxz_a at the time of the empty vehicle, the empty vehicle mass data W01 and the corresponding load. The vehicle's torque command value upper limit value Tau1max_act is calculated from the signal dW1, the vehicle air brake force command value Fair_c1 is subtracted from the torque command value upper limit value Tau1max_act, and the main motor brake torque control is performed using the subtraction result as a target value. .
In addition, the brake torque control means of each electric vehicle control device Aj includes an automatic torque command value upper limit value Tajmaxz_a transmitted to the vehicle at the time of braking, an empty vehicle mass data W0j of the own vehicle, and an applied load signal dwj. The vehicle's torque command value upper limit value Tau1max_act is calculated, the vehicle air brake force command value Fair_cj is subtracted from the torque command value upper limit value Taujmax_act, and the main motor brake torque control is performed using this subtraction result as a target value.

In the present invention, the following effects can be obtained.
(1) In the electric vehicle control device of the leading electric vehicle or the electric vehicle closest to the leading vehicle, the sliding frequency data for each axle measured over a long period of time from the time of first detection of slipping or sliding. For each electric vehicle in the train, based on the amount of adhesion coefficient increase data for the vehicle behind the head vehicle calculated based on the Since the torque command value to be generated is calculated and commanded to each electric vehicle, it is possible to effectively use the adhesive force while maintaining good ride comfort as a whole, further improving the acceleration / deceleration performance of the train train Can be achieved.
(2) Each electric vehicle control device is provided with an idling detection means and an estimated tangential force coefficient calculation means for calculating an estimated tangential force coefficient of the electric vehicle based on the idling detection result, and is closest to the leading electric vehicle or the leading car The electric vehicle control device of the electric vehicle is provided with an adhesion coefficient increase correction means for correcting the increase coefficient data of the adhesion coefficient, and the idling detection result detected by each electric vehicle control device is used as the leading electric vehicle or the electric vehicle closest to the leading vehicle. Thus, the adhesion coefficient increase amount data is corrected and the adhesion coefficient increase amount data can be corrected to an appropriate value in accordance with the idling detection result.
(3) During braking, the upper limit value of the torque command value that should be actually generated by each electric vehicle control device is obtained based on the estimated tangential force coefficient, and the main motor brake torque control is performed by each electric vehicle control device. Even during braking, the adhesive force can be effectively used while maintaining a good ride comfort as a whole, and the deceleration performance of the train can be improved.

It is a block diagram which shows the outline | summary of the data transmission path of the electric vehicle control apparatus and train monitor data transmission system of 1st Example of this invention. It is a block diagram which shows schematic structure of the drive and brake control system in the electric vehicle carrying the electric vehicle control apparatus. It is a detailed block diagram of electric vehicle control apparatus B1 mounted in the top electric vehicle of the train in the 1st Example of this invention. It is a detailed block diagram of the electric vehicle control device Aj in the first embodiment of the present invention. It is a block diagram which shows the function of an idling detection means. It is a figure which shows the determination method of the torque instruction value upper limit value Tajmax_act which should be actually instruct | indicated in each electric vehicle control apparatus in 1st Example of this invention. It is a flowchart (1) of control operation | movement of each electric vehicle control apparatus in 1st Example of this invention. It is a flowchart (2) of control operation | movement of each electric vehicle control apparatus in 1st Example of this invention. It is a flowchart (3) of control operation | movement of each electric vehicle control apparatus in 1st Example of this invention. It is a figure which shows the example of a measurement of an adhesion coefficient. It is a figure which shows the example of the number-of-slides data according to the axis within the organization of a Shinkansen train. (13) It is the figure which showed kj (sigma) for every axle axis | shaft calculated | required by numerical analysis from (14) Formula. Increase data DeltaMuj of the adhesion coefficient (average value for four axes) with respect to the position from the leading vehicle of the electric vehicle located behind the direction of travel relative to the adhesion coefficient (average value for four axes) of the leading car in the traveling direction of the train train It is. It is a block diagram which shows the outline | summary of the data transmission path of the electric vehicle control apparatus and train monitor data transmission system of 2nd Example of this invention. It is a block diagram which shows the outline | summary of the data transmission line of the electric vehicle control apparatus and train monitor data transmission system of 3rd Example of this invention. It is a figure which shows the relationship between a brake command, a brake pattern, an electric brake force, and an air brake command. It is a figure which shows the general characteristic with respect to the sliding speed of a tangential force coefficient or a tangential force.

The present invention prepares the increase data of the adhesion coefficient in the vehicle behind the leading vehicle calculated based on the sliding frequency data for each axle measured over a long period of time in a commercial train described later, In the electric vehicle control device of the electric vehicle closest to the leading vehicle, from the time when the idling or sliding is first detected, when the idling or sliding is detected in the electric vehicle control device of the electric vehicle closest to the leading electric vehicle or the leading vehicle Based on the estimated value of the tangential force coefficient, the upper limit value of the torque command value in each electric vehicle control device is obtained based on the increase amount data, and each electric vehicle control device is transmitted via the data transmission line of the train monitor / data transmission system. In contrast, the torque command value upper limit value is transmitted.
Then, each electric vehicle control device controls the generated torque command value upper limit value as a target value so that it is generated by the electric motor in the control target range of each electric vehicle control device. Improve the acceleration / deceleration performance of trains by using power effectively.

FIG. 1 is a block diagram showing an outline of a data transmission path of an electric vehicle control apparatus and a train monitor / data transmission system for realizing a first embodiment of the present invention, and FIG. 2 is a schematic configuration of a power running / brake control system of an electric vehicle. FIG. 3 is a functional block diagram of the electric vehicle control device B1 mounted on the leading electric vehicle of the train in the first embodiment of the present invention.
Here, in FIG. 3, the electric vehicle control device mounted on the leading electric vehicle of the train is shown as electric vehicle control device B1, but when the leading train is not an electric vehicle, The electric vehicle control device for the electric vehicle closest to the leading vehicle is the electric vehicle control device B1.
FIG. 4 is a functional block diagram of the electric vehicle control device Aj for the succeeding electric vehicle following the head electric vehicle in the first embodiment of the present invention.
FIG. 5 is a diagram for explaining the operation of the idling detection means, FIG. 6 is a diagram for explaining a method for determining the torque command value upper limit value to be actually commanded by each electric vehicle control device according to the first embodiment of the present invention, and FIG. 7 to FIG. 9 are flowcharts of the control operation of each electric vehicle control device according to the first embodiment of the present invention, FIG. 10 is an example of measurement of the adhesion coefficient, FIG. 11 is an example of the number of running data by axle within the train of the Shinkansen train, FIG. 12 is a calculated value of the adhesion coefficient distribution by axis position from the leading axis of the Shinkansen train, and FIG. 13 is an electric motor located behind the traveling direction with respect to the adhesion coefficient (average value for four axes) of the leading car in the traveling direction of the train. It is a figure which shows the increase amount data DeltaMuj of the adhesion coefficient (average value for 4 axes) with respect to the position from the head vehicle of a vehicle.

FIG. 1 is a block diagram showing an outline of a data transmission path of an electric vehicle control device and a train monitor / data transmission system that implements a first embodiment of the present invention. FIG. 1 shows a case where a leading vehicle is an electric vehicle. The electric vehicle control device B1 is shown as the first vehicle, and the electric vehicle control device An from the rear to the rear electric vehicle control device An is shown thereafter. When the leading vehicle is not an electric vehicle, the electric vehicle control device of the electric vehicle closest to the leading vehicle is displayed as B1, but the operation of the system is not different from the case of FIG.
As shown in FIG. 1, the train of the present invention includes a train monitor / data transmission system 1 for transmitting information between electric vehicles, and an electric vehicle control device B1 that is a leading electric vehicle and a subsequent electric vehicle control device B1. The electric vehicle control devices A2 to An each include a transmission means 11 of the electric vehicle control device B1 and a transmission means 21 of the electric vehicle control device Aj, whereby the electric vehicle control device B1 and the electric vehicle control devices A2 to An are Data transmission between each other is possible.

The electric vehicle control device B1 includes an empty vehicle mass data W0j (j = 1 to n) of the own vehicle and the electric vehicle on which the Aj is mounted, a corresponding load signal data dW1 of the own vehicle, and the above-described adhesion coefficient increase amount data DeltaMuj. (J = 2 to n), based on the tangential force coefficient Muj (B1) obtained when the idling is detected, the calculation means 10 constituted by a CPU or the like performs various calculations as will be described later. The torque command value upper limit value Tajmaxz_a when the vehicle is empty is calculated.
Then, the torque command value upper limit value Tajmaxz_a at the time of empty is transmitted from the transmission means 11 to the subsequent electric vehicle control devices Aj via the train monitor / data transmission system 1. Here, j = 1 indicates the electric vehicle control device B1 that is the leading electric vehicle, and j = 2 to n indicates the subsequent electric vehicle control device Aj.
The electric vehicle control device B1 and each electric vehicle control device Aj use the torque command value upper limit value Tajmaxz_a at the time of the empty vehicle, the empty vehicle mass data W0j (j = 1 to n), and the applied load signal data dWj to determine the torque of the own vehicle. The command value upper limit value Tajmax_act is calculated, and the PWM inverter of each electric vehicle is controlled according to the Tajmax_act.
It should be noted that how the adhesion coefficient increase amount data DeltaMuj is calculated will be described in detail later.

Hereinafter, this embodiment will be described in detail with reference to FIGS. 2, 3, and 4.
FIG. 2 is a block diagram showing a schematic configuration of a power running / brake control system of the electric vehicle.
As shown in the figure, each electric vehicle of the present embodiment includes the electric vehicle control devices B1 and Aj that output a torque command value in accordance with a driver's power running command and an applied load signal dWj. The vector controller 31 receives this torque command and controls the PWM inverter 32 to perform torque control of the main motor 33 of the electric vehicle.

Moreover, the brake control apparatus 40 which controls an electric brake force and an air brake force according to a brake command is provided.
The brake control device 40 includes a brake receiver Brj that receives a brake command. When the driver performs a brake operation, the brake receiver Brj generates a brake pattern Br_pat corresponding to the electric brake force, It transmits to electric vehicle control apparatus B1, Aj.
The electric vehicle control devices B1 and Aj control the PWM inverter 32 so as to generate the electric brake force corresponding to the received brake pattern Br_pat, and transmit the electric brake force Felecj generated as a result of the control to the brake receiver Brj.
The brake receiver Brj calculates an air brake force command value Fair_cj to be generated by the air brake from the electric brake force Felecj and the brake command (air brake force command value Fair_cj = brake force-electricity corresponding to the brake command). The brake force Felecj is calculated), and the air brake force generator 41 is also transmitted to the electric vehicle controller Aj.
In the air brake force generation device, the compressed air brake is controlled to generate an air brake force corresponding to the air brake force command value Fair_cj and is sent to the brake cylinder 42. As a result, the brake shoe 43 pushes against the tread of the driving wheel 44. An air brake force is generated by being applied.
In the first and second embodiments described below, re-adhesion control of each electric vehicle control device during power running will be described, and re-adhesion control in each electric vehicle control device including during braking will be described as third. Examples will be described.

FIG. 3 is a block diagram showing a functional configuration of the electric vehicle control device B1, and FIG. 4 is a block diagram showing a functional configuration of an electric vehicle control device Aj (j = 2 to n) subsequent to the electric vehicle control device B1.
As shown in FIG. 3, the electric vehicle control device B1 includes a storage unit 12, and the storage unit 12 is preliminarily equipped with electric data on which adhesion amount increase data DeltaMuj and Aj of the electric vehicle control device Aj are mounted. The empty vehicle mass data W0j and the expected adhesion coefficient Muz_expt are held, and the vehicle's corresponding load signal data dW1 and empty vehicle mass data W01 are stored.
Further, a torque command value upper limit value calculating means 13 for calculating the torque command value upper limit value Tajmaxz_a when the vehicle is idle is provided based on the data stored in the storage means 12 and the idling detection result detected by the idling detection means 14. . The torque command value upper limit calculation means 13 constitutes a part of the calculation means 10.
An empty torque command value upper limit value Tajmaxz_a obtained by the torque command value upper limit calculation means 13 is transmitted from the transmission means 11 to the subsequent electric vehicle control device Aj via the train monitor / data transmission system 1. Further, in the own vehicle, the torque command value upper limit value Tau1max_act to be actually generated is obtained from the applied load signal data dW1 and the empty vehicle mass data W01 of the own vehicle, and is transmitted to the vector controller 31 of the own vehicle.

  Further, as shown in FIG. 4, the electric vehicle control device Aj includes a storage means 22 for storing empty vehicle mass data W0j and a corresponding load signal dWj of the own vehicle, and a calculation means 20, and the electric vehicle control device B1 receives a train monitor / The transmission means 21 receives the empty torque command value upper limit value Tajmaxz_a transmitted via the data transmission system 1, and in each vehicle, the arithmetic means 20 calculates the torque command value upper limit value Tajmax_act to be actually generated. Calculate and send to the vector controller 31 of the vehicle.

3 and 4, when the electric vehicle control device B1 receives a power running command generated by an operation of a master controller (mass controller) (not shown) of the driver, it is stored in the storage means 12 corresponding to the received power running command. The expected adhesion coefficient Muz_expt etc. are taken out.
When the electric vehicle control device B1 does not detect idling, the torque command value upper limit value Tajmaxz_a at the time of idling is calculated from the expected adhesion coefficient Muz_expt and the above-mentioned increase data DeltaMuj (j = 2 to n) of the adhesion coefficient. Then, the torque command value upper limit value Tajmaxz_a at the time of empty vehicle is commanded to each electric vehicle control device Aj.
Each electric vehicle control device Aj shown in FIG. 4 receives the torque command value upper limit value Tajmaxz_a when the vehicle is empty, and the torque command value upper limit value Tajmaxz_a and the corresponding load signal data dWj held in the storage means 22 of each vehicle. The torque command value upper limit value Tajmax_act to be actually generated is obtained using the empty vehicle mass data W0j. The torque command value upper limit value Tajmax_act to be actually generated is passed to the vector controller 31, and the vector controller 31 controls the PWM inverter 32 to generate the torque command value upper limit value Tajmax_act to be actually generated.
The electric vehicle control devices B1 and Aj are assumed to be PWM inverters that collectively control (1C4M) four main motors for one electric vehicle.

FIG. 5 is a diagram for explaining the operation of the idling detection means 14. As shown in the figure, when the average calculation axis acceleration representing the average value of the calculation axis acceleration of each of the four driving wheel shafts exceeds a predetermined first threshold value αa, the above-described idling detection is performed. When the average calculation axis acceleration is equal to or less than the second threshold value αb (where αb <αa), it is determined that the vehicle is not idling.
Also, during braking, sliding detection is performed when the average calculation shaft deceleration that represents the average value of the calculation shaft deceleration of each of the four driving wheel shafts exceeds a preset first threshold value βa. When the average calculation axis deceleration is equal to or less than the second threshold value βb, it is determined that the vehicle is not in the sliding state.

When idling is detected in the electric vehicle control device B1, the tangential force coefficient Muj (B1) at that time is estimated based on the idling detection result every time idling is detected.
The tangential force coefficient Muj (B1) is determined by the main motor shaft corresponding to the tangential force between the wheels and the rails for each control cycle, using the disturbance observer method described in Patent Document 1 and Non-Patent Document 1, for example. The seen torque and tangential force coefficient can be estimated.
Hereinafter, a method for obtaining the tangential force coefficient Muj (B1) will be briefly described.
One electric vehicle has a moving shaft that is normally driven by a 4-axis main motor. In this embodiment, it is assumed that the main motor using four induction motors is collectively controlled by one inverter. Yes. However, a single dynamic axis model is used for estimating the tangential force coefficient. The equation of motion about one moving axis is expressed by the following equations (1) and (2).
Where Jm: moment of inertia of the entire drive system (wheels, axles, large gears, pinions, main motor, etc.) viewed from the main motor shaft, ωm: rotational angular velocity of the main motor, τm: main motor torque, τc: main motor Load torque, Rg: gear ratio, μ (vs): tangential force coefficient at sliding speed vs, W: axial weight of the moving shaft, g: gravitational acceleration, r: moving wheel radius.
And the said load torque (tau) c is estimated like the following (3) Formula by the disturbance observer shown in the block diagram of FIG. Here, τ ^ c: estimated load torque, s: Laplace operator, a: pole of disturbance observer (reciprocal of time constant).
When the load torque is estimated by the equation (3), an estimated value of the tangential force coefficient is obtained by the following equation (4). As described above, the estimated tangential force coefficient can be calculated by inputting the main motor torque τm and the rotational angular velocity ωm of the main motor to the disturbance observer.

When idling / sliding is detected by the idling detecting means 14 shown in FIG. 5 and the idling (sliding) detection signal is turned on, the tangential force coefficient Muj (B1) is estimated and stored as described above.
Then, using the estimated tangential force coefficient Muj (B1) and the adhesion coefficient increase amount data DeltaMuj stored in the storage means 12, the electric vehicle in which each electric vehicle control device Aj is mounted according to the following equation (5): A tangential force coefficient upper limit value Mujmax is calculated which means that the tangential force coefficient of the vehicle does not exceed this value.
Mujmax = Muj (B1) + dMuj (j = 1, 2,..., J,... N) (5)
Here, dMujεDeltaMuj.
And the torque command value upper limit value Tajmaxz_a at the time of empty in each electric vehicle control apparatus Aj is calculated using this value.
A method for calculating this value will be described later in detail with reference to FIGS.
Then, the torque command value upper limit value Tajmaxz_a at the time of empty vehicle is transmitted from the electric vehicle control device B1 to Aj. As shown in FIG. 4, each electric vehicle control device Aj receives the Tajmaxz_a, the applied load signal data dWj, and the empty vehicle mass data. A torque command value upper limit value Tajmax_act to be actually generated is calculated from W0j, and torque control of the main motor is performed using the torque command value upper limit value Tajmax_act as a target value.

Next, a method of calculating the torque command value upper limit value Tajmax_act to be actually generated will be described in detail with reference to FIGS. 6 and 7 to 9. 6 is a diagram for explaining a method for determining the upper limit value of the torque command value to be actually commanded by each electric vehicle control device, as described above, and FIGS. 7 to 9 are diagrams showing the electric vehicle control device B1 and other electric vehicles. It is a flowchart which shows the control action of control apparatus Aj.
7 to 9, in the electric vehicle control device B1, as shown in [Step 201], the above-mentioned adhesion coefficient increase amount data DeltaMuj and the electric vehicle control device B1 in the train train are mounted in the storage means 12. Possesses empty vehicle mass data W01 of an electric vehicle.
In [Step S202], it is determined whether or not the electric vehicle control device B1 is used. If the electric vehicle control device B1 is not used, the process is terminated. Further, in the case of the electric vehicle control device B1, it is determined in [Step S203] whether or not idling has been detected.

(1) When slipping is not detected When slipping is not detected at all or when a certain period of time has elapsed from the time when the previous slipping is detected, it is determined that slipping is not detected, and the process of [Step S216] is performed.
That is, the expected adhesion coefficient Muz_expt assumed in the planned acceleration performance is set to the final value Mujmax_a of the tangential force coefficient upper limit value of each electric vehicle control device Aj, and the torque command value upper limit value Tajumaxz_a at the time of empty corresponding to this Mujmax_a Is calculated.
When the torque command value upper limit value Tajmaxz_a is determined when the vehicle is empty, the calculated torque command value upper limit value Tajmaxz_a is transmitted to each electric vehicle control device Aj.

Here, the empty torque command value upper limit value Tajmaxz_a transmitted to each electric vehicle control device Aj is obtained from the tangential force coefficient upper limit value Mujmax and the empty vehicle mass Woj using the equation (2) and the equation (6). Ask.
Tajmaxz_a = Mumax × empty car mass Woj × g × r / Rg (6)
Each electric vehicle control device Aj actually uses the transmitted torque command value upper limit value Tajmaxz_a at the time of empty vehicle, the empty vehicle mass Woj of the own vehicle, and the applied load signal dWj by the following equation (6 ′). A torque command value upper limit value Tajmax_act to be generated is calculated.
Tajmax_act = Taujmaxz_a × (1+ (resisting load signal dWj / empty vehicle mass Woj) (6 ′)
Each electric vehicle control device Aj performs motor control with the goal of generating the torque command value upper limit value Tajmax_act that should be actually generated as described above, in each motor.

(2) When slipping is detected When the electric vehicle control device B1 detects slipping in [Step S203], the estimated tangential force coefficient Muj (B1) is calculated in [Step S204], and the flow proceeds to [Step S205]. Based on the idling detection result, the estimated tangential force coefficient Muj (B1) of the own vehicle is calculated, and this is set as the tangential force coefficient upper limit value Mu1max of the own vehicle.
Then, the estimated tangential force coefficient Muj (B1) and the adhesion coefficient increase amount data DeltaMuj are added with the adhesion coefficient increase amount data dMuj corresponding to the electric vehicle control device Aj, and the tangential force of each electric vehicle control device Aj is added. The coefficient upper limit value Mujmax is calculated (where j = 2 to n).
Next, in [Step S206], from the tangential force coefficient upper limit value Mujmax of each electric vehicle control device Aj (where j = 1, 2,..., J,...), The average tangential force of the train is given by equation (7). The coefficient upper limit value Mumax_avr is obtained.

In [Step 207], the average tangential force coefficient upper limit value Mumax_avr is compared with the expected adhesion coefficient Muz_expt assumed in the planned acceleration performance of the vehicle. When the average tangential force coefficient upper limit value Mumax_avr is equal to or less than the expected adhesion coefficient Muz_expt (Case A: when the adhesion coefficient is low), the tangential force coefficient upper limit value Mujmax is determined as the tangential force coefficient of each electric vehicle control device Aj in [Step 208]. The upper limit value final value Mujmax_a is set, and the torque command value upper limit value Tajmaxz_a at the time of empty corresponding to this Mujmax_a is calculated and transmitted to each electric vehicle control device Aj.
At that time, the torque command value upper limit value Tau1maxz_a when the electric vehicle control device B1 is empty is also obtained.

When the average tangential force coefficient upper limit value Mumax_avr is larger than the expected adhesion coefficient Muz_expt (CaseB: the adhesion coefficient is high) [Step 209], among the electric vehicle control devices Aj behind the electric vehicle control device B1, The sum Sum_Muj_small of (Muz_expt−Mujmax) shown in the following equation (8) is calculated for the electric vehicle control device Aj_expt immediately before Mujmax ≧ Muz_expt.
In [Step 210], as shown in (9) below, an amount Sum_Muj_large obtained by sequentially adding (Mujmax−Muz_expt) is calculated from the last electric vehicle control device Aj_last toward the electric vehicle control device B1.
Then, in [Step 211], the first electric vehicle control device Aj_max that satisfies Sum_Muj_large ≧ Sum_Muj_small is obtained.

Next, in [Step 212] to [Step 214], determination of the electric vehicle control device Aj is performed, and immediately before the tangential force coefficient upper limit value Mujmax of the electric vehicle control device Aj from the electric vehicle control device B1 becomes larger than the expected adhesion coefficient Muz_expt. For the electric vehicle control device up to the electric vehicle control device Aj_expt and the electric vehicle control device up to the last electric vehicle control device An after the electric vehicle control device Aj_max, the final value Mujmax_a of the tangential force coefficient upper limit value is expressed by equation (10). The tangential force coefficient upper limit value Mujmax is assigned as shown in FIG.
Mujmax_a = Mujmax (10)
As for the electric vehicle control device from the electric vehicle control device Aj_expt + 1 to the electric vehicle control device Aj_max-1 immediately before the electric vehicle control device Aj_max, as shown in the equation (11), the final value Mujmax_a of the tangential force coefficient upper limit value is set. Assign the expected adhesion coefficient Muz_expt.
Mujmax_a = Muz_expt (11)

Next, in [Step 215], an empty torque command value upper limit value Tajmaxz_a corresponding to the tangential force coefficient upper limit value final value Mujmax_a set in this way is calculated, and this Tajmaxz_a is calculated for the electric vehicle control device Aj. And transmit.
Then, in [Step 217], each electric vehicle control device Aj that has received the torque command value upper limit value Tajmaxz_a at the time of empty vehicle uses the empty vehicle mass W0j of the own vehicle and the corresponding load signal dWj to actually issue a torque command to be commanded. The value upper limit value Tajmax_act is calculated, and the torque control of the main motors (four main motors) in the control target range of the electric vehicle control device Aj is performed using the torque command value upper limit value Tajmax_act to be actually commanded as a target value. .

The adhesion coefficient of the leading vehicle (electric vehicle control device B1) varies greatly depending on the season. When the outside air temperature is high as in the summer, the adhesion coefficient is high, and when the outside temperature is low as in the winter, the adhesion coefficient is greatly reduced.
FIGS. 6 (a) and 6 (b) show how the torque command value upper limit value Tajmax_act that should be commanded in response to such a change in the adhesion coefficient, and FIG. 6 (a) shows the adhesion coefficient. FIG. 6B shows a case where the adhesion coefficient is low.
For the sake of brevity, the figure shows a case where all vehicles from the first car are electric vehicles. Actually, there are more cases where the leading vehicle is not an electric vehicle, or there are accompanying vehicles in the middle of the vehicle, but the same idea can be used for explanation.

As described above, when the leading vehicle (electric vehicle control device B1) detects idling, the torque command value upper limit calculation means 13 calculates the estimated tangential force coefficient Muj (B1) at that time, and this Muj (B1) is calculated. Based on the increase data DeltaMuj of the adhesion coefficient with respect to the position from the leading vehicle, the tangential force coefficient upper limit value Mujmax (j = 1, 2,...) Of the electric vehicle control device Aj including the electric vehicle control device B1 is based. n) is calculated.
ΤB1 in FIG. 6 (a) indicates an empty torque command value upper limit value Tau1maxz_a corresponding to the estimated tangential force coefficient Muj (B1) of the leading vehicle, and a curve A (one-dot chain line) in FIG. The curve which plotted the torque command value upper limit value Tajmaxz_a at the time of the empty vehicle corresponding to the said tangential force coefficient upper limit value Mujmax of the electric vehicle control apparatus Aj is shown.

As shown in FIG. 6B, when the adhesion coefficient is low, the average tangential force coefficient upper limit value Mumax_avr that is the average value of the tangential force coefficient upper limit values Mujmax of the electric vehicle control devices Aj is the expected adhesion. It becomes smaller than the coefficient Muz_expt. Therefore, the electric vehicle control device B1 has only to assign an empty torque command value upper limit value Tajmaxz_a corresponding to the tangential force coefficient upper limit value Mujmax to each electric vehicle control device Aj. Based on this, each electric vehicle control device Aj performs torque control of the main motor.
That is, as described above, when the leading vehicle (electric vehicle control device B1) detects idling, the tangential force coefficient upper limit value Mujmax (j = 1, 2,... N) of the electric vehicle control device Aj including the electric vehicle control device B1. ) Is calculated. Then, an average tangential force coefficient upper limit value Mumax_avr that is an average value of the tangential force coefficient upper limit values Mujmax of each electric vehicle control device Aj is obtained. If this value is smaller than the expected adhesion coefficient Muz_expt, the tangential force coefficient upper limit value Mujmax is set as the final tangential force coefficient upper limit value Mujmax_a, and the torque command value upper limit value Tajmaxz_a at the time of empty vehicle is calculated and assigned to each electric vehicle control device Aj.
Each electric vehicle control device Aj obtains the torque command value upper limit value Tajmax_act to be actually generated from the torque command value upper limit value Tajmaxz_a at the time of empty transmitted from the electric vehicle control device B1, and performs torque control of the main motor. .
FIG. 6 also shows the torque command value upper limit value Tajmaxz_a when each electric vehicle is empty and the torque command value upper limit value Tajmax_act to be actually generated.

On the other hand, when the adhesion coefficient is high, it is as follows.
In this case, the average tangential force coefficient upper limit value Mumax_avr is larger than the expected adhesion coefficient Muz_expt. FIG. 6A shows this case.
In this case, with respect to each electric vehicle control device up to the electric vehicle control device Aj_expt immediately before the tangential force coefficient upper limit value becomes larger than the expected adhesion coefficient Muz_expt, an amount that the tangential force coefficient upper limit value Mujmax is less than the expected adhesion coefficient Muz_expt ( The sum Sum_Muj_small of (Muz_expt−Mujmax) is calculated by the above equation (8).
Then, an amount Sum_Muj_large obtained by sequentially adding (Mujmax−Muz_expt) from the last electric vehicle control device Aj_last to the electric vehicle control device B1 is calculated by the above equation (9).

Then, the first electric vehicle control device Aj_max satisfying Sum_Muj_large ≧ Sum_Muj_small is obtained, and the electric vehicle control device Aj_expt immediately before the tangential force coefficient upper limit value Mujmax of the electric vehicle control device Aj is larger than the expected adhesion coefficient Muz_expt from the electric vehicle control device B1. For the electric vehicle control device up to and the electric vehicle control device from the electric vehicle control device Aj_max to the last electric vehicle control device An, the tangential force coefficient upper limit value Mujmax is assigned as the final value Mujmax_a of the tangential force coefficient upper limit value. Torque command value upper limit value Tajmaxz_a corresponding to is calculated.
For the electric vehicle control devices from the electric vehicle control device Aj_exp + 1 to the electric vehicle control device Aj_max-1 immediately before the electric vehicle control device Aj_max, an expected adhesion coefficient Muz_expt is assigned as the final value Mujmax_a of the tangential force coefficient upper limit value. Torque command value upper limit value Tajmaxz_a corresponding to is calculated.

  In FIG. 6A, the electric vehicle control device Aj_expt immediately before the upper limit value of the tangential force coefficient becomes larger than the expected adhesion coefficient Muz_expt is the electric vehicle control device A2 of the second car, and the first that satisfies Sum_Muj_large ≧ Sum_Muj_small. The electric vehicle control device Aj_max is the electric vehicle control device Ak of the k-th vehicle, and the electric vehicle control device from the electric vehicle control device B1 to the electric vehicle control device A2 of the second vehicle, and the last electric vehicle control device Ak after the electric vehicle control device Ak. For the electric vehicle control devices up to the electric vehicle control device An, the tangential force coefficient upper limit value Mujmax is assigned as the final value Mujmax_a of the tangential force coefficient upper limit value, and for the electric vehicle control devices from the third car to the k-1 car, Assign the expected adhesion coefficient Muz_expt as the force coefficient upper limit final value Mujmax_a .

Then, an empty torque command value upper limit value Tajmaxz_a corresponding to the tangential force coefficient upper limit value final value Mujmax_a of each electric vehicle control device Aj assigned in this way is calculated and transmitted to each electric vehicle control device Aj. To do.
In each electric vehicle control device Aj that has received the torque command value upper limit value Tajmaxz_a at the time of empty vehicle, as described above, the upper limit of the torque command value to be actually commanded using the empty vehicle mass data W0j and the applied load signal dWj. A value Tajmax_act is calculated, and torque control of the main motor is performed using the Tajmax_act as a target value.

Next, a method for calculating the adhesion coefficient increase data DeltaMuj (see FIG. 13) with respect to the position from the leading vehicle of the electric vehicle located behind in the traveling direction with respect to the adhesion coefficient of the leading vehicle of the train will be described.
FIG. 10 shows a measurement example of the adhesion coefficient in the conventional line train and the Shinkansen train described in Non-Patent Document 2.
As described above, it is known that the adhesion coefficient varies greatly depending on the temperature of the water film existing on the rail surface. In the summer, when the outside air temperature is high, the water film temperature is high, so the adhesion coefficient is high. On the other hand, in winter when the outside air temperature is very low, it is often experienced that the adhesion coefficient becomes very low.
The measurement example of the Shinkansen 951 type test train in FIG. 10 is considered to have been measured at a time when the outside air temperature is low, and it seems that it corresponds to the lower limit value almost in the measurement example of the adhesion coefficient of the Shinkansen train. . The planned adhesion coefficient μ0 (Vt) of the Shinkansen described in this figure is expressed by the equation (12), but it is the maximum used in the Shinkansen when the train is decelerated by the ATC (automatic train control) system. In a brake (referred to as an ATC brake), the braking force is basically controlled to be a braking force corresponding to the planned adhesion coefficient. Here, the train speed Vt is represented by (km / h).

FIG. 11 shows sliding frequency data measured over a long period of time including winter in the Shinkansen commercial train described in Non-Patent Document 3, the position of each axle from the leading axis, and the rear of the leading vehicle. It is arranged with respect to the position of the vehicle, and is represented by a bar graph as frequency data.
When the adhesion coefficient data of the Shinkansen train in FIG. 10 is viewed, it can be considered that the measured values vary above and below the planned adhesion coefficient as an average value. Therefore, when this distribution is regarded as a normal distribution and the standard deviation σ is obtained, it is about 0.012.
Next, in the data on the number of runnings by axle of the Shinkansen train in FIG. 11, it is assumed that the average value fravg of the number of runnings of the leading vehicle (car 1) 4 axis is expressed by the relationship of equation (13). It is assumed that the average value frj of the number of runs of the j-th axle from the first axis can be expressed by the relationship of equation (14).
In addition, since the adhesion coefficient never becomes negative, the integration range should be from x ≧ 0, but x is assumed to be −∞ because of a normal distribution. The value hardly changes from x ≧ 0.

Here, kj is a coefficient when it is assumed that the average adhesion coefficient of the j-th axis from the top is shifted to the plus side by kj times the standard deviation σ with respect to the average adhesion coefficient μ0 (Vt) of the leading vehicle. It is. The assumption as described above comes from the fact that the ATC brake force of the Shinkansen train is controlled to the brake force corresponding to the planned adhesion coefficient as described above.
FIG. 12 is a diagram showing kjσ for each axle obtained by numerical analysis from these equations. Since there is a variation, smoothing is performed and the average value of kjσ of the leading vehicle 4 axis is corrected so as to be zero is the equation (15), and the approximate value (calculated value) in FIG. It is calculated for each axial position.
kjσ = 0.0083ln (j) −0.0066 (15)

12 and (15) are for the Shinkansen train, but in the case of a conventional train, the adhesion coefficient data measured in the past shows a large difference from the adhesion coefficient of the Shinkansen train as the speed increases. (Shinkansen trains are lower), the equation (15) is corrected accordingly, and the adhesion of the electric vehicle to the position from the leading vehicle of the electric vehicle located in the direction of travel relative to the adhesion coefficient of the leading vehicle of the train Used as coefficient increase amount data DeltaMuj.
FIG. 13 is an example of the adhesion coefficient increase amount data DeltaMuj obtained in this way (prepared based on Shinkansen data and before correction).

  Using the increase data DeltaMuj of the adhesion coefficient with respect to the position from the leading vehicle of the electric vehicle located behind in the traveling direction with respect to the adhesion coefficient of the leading vehicle of the train train obtained by the method described above, An estimated tangential force coefficient Muj (B1) is calculated when idling is detected by the control device B1, and the torque to be generated in the subsequent electric vehicle control device A2 to An based on the estimated tangential force coefficient Muj (B1) The upper limit value (corresponding to the optimum value to be generated in the electric vehicle) is transmitted to each electric vehicle control device Aj as the torque command value upper limit value Tajmaxz_act when empty. Therefore, each electric vehicle control device Aj calculates Tajmax_act using the torque command value upper limit value Tajmaxz_a at the time of empty vehicle, the empty vehicle mass data Woj of the own vehicle, and the applied load signal dWj, and this Tajmax_act is used as a target value to calculate the torque of the main motor. Even if the adhesion coefficient changes from moment to moment by performing control, a torque corresponding to the tangential force coefficient that is very close to the adhesion coefficient of the electric vehicle on which each electric vehicle control device is mounted is always applied. Therefore, effective use of the adhesive force can always be achieved as a whole knitting from the start of control.

Even in the case where the control is actually performed as described above, since there are variations in the actual measurement values of the adhesion coefficient and the number of runs of the Shinkansen train, which are the basis for the creation of the DeltaMuj adhesion amount increase data. Even if the torque command value upper limit value Tajmax_act to be actually generated calculated as described above is commanded, idling may occur because the actual adhesion coefficient at that time is smaller than the tangential force coefficient corresponding to Tajmax_act. Even in such a case, if each electric vehicle control device is equipped with the re-adhesion control function described in Non-Patent Document 1 described above and performs re-adhesion control, a good riding comfort can be obtained. While maintaining, each electric vehicle control device can achieve a utilization rate of adhesive strength of about 95 (%).
In addition, when the actual adhesion coefficient at that time is smaller than the tangential force coefficient corresponding to Tajmax_act so as not to detect idling, the torque for re-adhesion when idling is detected is not reduced, so 95 (%) An even higher utilization rate of adhesive strength can be realized.

On the other hand, when the actual adhesive coefficient at that time is larger than the tangential force coefficient corresponding to Tajmax_act, if the difference is not so large, idling does not occur, and similarly, the utilization ratio of high adhesive force Is obtained.
However, if the difference is very large, there will be no slipping, but the utilization rate of the adhesive force will decrease. However, when creating the adhesion coefficient increase data DeltaMuj, the data can be created so that this situation does not occur. We think that such a situation hardly occurs because we can consider.

As described above, according to the first embodiment of the present invention, even if the adhesion coefficient changes from moment to moment from the start of torque control of the main motor, the entire knitting is always adhered while maintaining good riding comfort. The power can be used effectively.
In the above description, the case where the leading vehicle is an electric vehicle has been described, but it is needless to say that similar actions and effects can be expected even when the electric vehicle is in the middle of a train train. Further, the case where each electric vehicle control device collectively controls four main motors has been described. However, the present invention is not limited to such a drive system, and the above-described adhesion coefficient increase amount data DeltaMuj is an axial position. Since it is created based on different data, in the case of 1C1M (individual control) drive system that drives one main motor by one inverter, or two main motors are driven by one inverter The same can be applied to the 1C2M (cart control) driving method.

FIG. 14 is a block diagram showing an outline of a data transmission path of an electric vehicle control apparatus and a train monitor / data transmission system for realizing the second embodiment of the present invention. This figure shows only the parts different from FIG.
In the present embodiment, the idling detection means 25 and the calculation means 20 having the estimated tangential force coefficient calculation means 23 are respectively provided from the electric vehicle control device A2 immediately behind the electric vehicle control device B1 to the last electric vehicle control device An. Provided, and when each electric vehicle control device Aj detects idling, the estimated tangential force coefficient calculation unit 23 of each electric vehicle calculates the estimated tangential force coefficient Muj_new and transmits it to the electric vehicle control device B1, and the electric vehicle control device B1. The adhesion coefficient increase amount data DeltaMuj is corrected by the adhesion coefficient increase amount data correction means 15 provided in FIG.
Other configurations and operations are the same as those in the first embodiment, and the configuration of the power running / brake control system of the electric vehicle, the electric vehicle control device B1, and the electric vehicle control device Aj of the subsequent electric vehicle following the leading electric vehicle. Etc. are the same as those shown in FIGS.
Therefore, only the correction of the adhesion coefficient increase amount data DeltaMuj will be described here.

When idling is detected by the idling detection means 25 of each electric vehicle control device Aj, the estimated tangential force coefficient calculating means 23 of each electric vehicle control device Aj calculates the estimated tangential force coefficient Muj_new. The newly calculated estimated tangential force coefficient Muj_new is transmitted from the transmission means 21 via the train monitor / data transmission system 1 to the electric vehicle control device B1.
In the electric vehicle control device B1 that has received the newly calculated estimated tangential force coefficient Muj_new from each electric vehicle control device Aj, the electric vehicle control device B1 uses the estimated tangential force coefficient Muj_new and holds it by the adhesion coefficient increase amount data correction means 15. The increase data DeltaMuj of the adhesion coefficient is corrected.

The adhesion coefficient increase amount data DeltaMuj is corrected by the following method.
As described above with reference to FIG. 5, each electric vehicle control device Aj calculates the estimated tangential force coefficient Muj_new as described above, and transmits data to the electric vehicle control device B1 in the train monitor / data transmission system. Transmit via path 1.
In the electric vehicle control device B1, the estimated tangential force coefficient Muj (B1) of the leading vehicle B1 at the time of receiving Muj_new is obtained, and the estimated tangential force coefficient Muj (B1) and the transmitted Muj_new and the electric vehicle control device Aj From the position, the adhesion coefficient increase amount data DeltaMuj_new (N_ntr_j) corresponding to the car number j from the leading car of the vehicle to which the electric vehicle control device Aj belongs is calculated and stored.
Here, N_ntr_j represents the number of adhesion coefficient increase amount data newly stored corresponding to the car number j.

When the number of data N_trn_j of the adhesion coefficient increase amount data DeltaMuj_new (N_trn_j) after traveling between several stations exceeds a certain minimum value N_min, the adhesion coefficient increase of the car number j from the newly obtained leading car is increased. The average value DeltaMuj_δ_avr of the quantity data is calculated by the following equation (16).
Then, from the newly obtained average value DeltaMuj_δ_avr of the adhesion coefficient increase amount data of the car number j from the leading car and the adhesion coefficient increase amount data DeltaMuj held in the electric vehicle control device B1, the following (17) Set DeltaMuj_mod given by the equation to a new DeltaMuj.

Here, Nz_j is the number of data used to create the original adhesion coefficient increase amount data DeltaMuj.
Then, by performing the control described in the first embodiment using the corrected adhesion coefficient increase amount data DeltaMuj in this way, the adhesion coefficient increase amount data DeltaMuj is more suitable for the state of the vehicle at that time. Thus, it can be expected that the control performance for effectively using the adhesive force as the entire knitting is further improved.
Note that the correction of the adhesion coefficient increase amount data DeltaMuj is performed when the number of data of the adhesion coefficient increase amount data DeltaMuj_new (Car_j) newly created after traveling between several stations becomes equal to or greater than the minimum value N_min. This may be performed every time data is newly created, but may be performed every time the number of data increases, for example, a certain number N_arg in order to suppress a significant increase in calculation load for this purpose.

In the first and second embodiments described above, re-adhesion control of each electric vehicle control device during power running has been described. In the third embodiment described below, each electric vehicle control device including during braking is used. The re-adhesion control in will be described.
Here, in the brake system of a train, control is performed so that the brake force obtained by adding up the electric brake force and the air brake force that are actually generated becomes a brake force corresponding to the brake command commanded by the driver. In recent inverter-controlled trains, power regeneration brakes are used, but this power regeneration brake is based on the assumption that power regeneration energy generated by an electric vehicle is consumed by a power train that is near the train. The electric brake force actually generated constantly fluctuates.
For this reason, the brake force that is insufficient is supplemented by the air brake force while always grasping the electric brake force that is actually generated.
In such a brake system, when the vehicle slides at the time of braking, it is re-adhered by controlling the brake torque generated in the main motor, similarly to the re-adhesion control during power running. This is because the response speed of the air brake is very slow compared with the response speed of the electric brake force, and the air brake cannot obtain good control performance.

FIG. 15 is a block diagram showing an outline of a data transmission path of an electric vehicle control apparatus and a train monitor / data transmission system for realizing the third embodiment of the present invention.
In the present embodiment, the electric vehicle control devices B1 and Aj perform the same control as that during power running in addition to performing the re-adhesion control during power running described in the first embodiment.
The configuration and operation for re-adhesion control during power running are the same as in the first embodiment, and the power running / brake control system of the electric vehicle, the electric vehicle control device B1, and the subsequent electric vehicle following the leading electric vehicle. The configuration of the electric vehicle control device Aj is basically the same as that shown in FIGS.

In this embodiment, as shown in FIG. 15, the brake torque control means 16 is provided in the calculation means 10 of the electric vehicle control apparatus B1, and the brake torque control means 24 is provided in the calculation means 20 of the electric vehicle control apparatus Aj. The air brake force command value Fair_cj given from the brake receiver Brj is transmitted to the brake torque control means 24 of the electric vehicle control device Aj, and the brake torque is controlled.
In the electric vehicle control device B1, the air brake force means a command value of the brake force to be generated in the air brake device from the brake receiver Br1 mounted in the electric vehicle control device B1 to the brake torque control means 16. When the command value Fair_c1 is constantly input and sliding is detected, the calculation means 10 calculates the air brake force command value Fair_c1 at this time and the electric brake force Felec1 generated by control by the electric vehicle control device B1. An estimated tangential force coefficient Muj (B1) of the electric vehicle is calculated.

That is, when sliding is detected, the tangential force in the electric vehicle control device B1 can be estimated using the electric brake force and the air brake force actually generated at this time.
Here, the electric vehicle control device B1 can grasp the electric brake force Felec1, but cannot grasp the air brake force actually generated at this time. Therefore, as shown in FIG. 15, the air brake force command value Fair_c1 input from the brake receiver Br1 is used. When the electric brake force Felec1 and the air brake force command value Fair_c1 represent the braking force on the driving wheel circumference, the estimated tangential force coefficient Muj (B1) is calculated using the following equation (18). Here, W01: empty vehicle mass of the electric vehicle on which the electric vehicle control device B1 is mounted (per axis), dW1: variable load signal (per axis) of the electric vehicle on which the electric vehicle control device B1 is mounted. is there.

Based on the estimated tangential force coefficient Muj (B1), the torque command value upper limit value Tajmaxz_a of the electric vehicle control device Aj (j = 1 to n) at the time of the above-described empty vehicle is calculated as described in the first embodiment. The torque command value upper limit value Tajmaxz_a is calculated and transmitted to each electric vehicle control device Aj as the total value of the air brake force and the electric brake force.
The brake torque control means 24 of each electric vehicle control device Aj that has received the empty torque command value upper limit value Tajmaxz_a from the electric vehicle control device B1 receives the empty torque command value upper limit value Tajmaxz_a, the empty vehicle mass W0j, and the corresponding load signal. The torque command value upper limit value Tajmax_act to be actually generated is obtained from dWj, and the air brake force command value Fair_cj input from the brake receiver Brj of the vehicle is subtracted from the torque command value upper limit value Tajmax_act. Is reset to the torque command value upper limit value Tajmax_act to be generated.
Then, the brake torque control of the main motor is performed with the reset torque command value upper limit value Tajmax_act to be actually generated as a target value.
Similarly, in the electric vehicle control device B1, the brake torque control means 16 subtracts the air brake force command value Fair_c1 input from the brake receiver Br1 of the vehicle from the torque command value upper limit value Tau1max_act to be actually generated. This is reset to the torque command value upper limit value Tau1max_act to be actually generated.
By the above control, the re-adhesion control that effectively uses the adhesive force can be realized for the train as a whole even during braking in the same manner as during power running.

Hereinafter, the re-adhesion control during braking will be described in more detail.
As shown in FIG. 16, the brake receiver Brj in the brake control device of the electric vehicle mounted on the electric vehicle control device Aj receives a brake command corresponding to the driver's brake operation. This operation is the same in all brake receivers of the brake receivers Br1,... Brj,.
The brake receiver Brj that has received the brake command generates a brake pattern Br_pat corresponding to the brake command and transmits it to the electric vehicle control device Aj as described above with reference to FIG.
A brake pattern Br_pat shown in FIG. 16B represents the total braking force to be generated by the electric brake and the air brake. In the electric vehicle control device Aj, the torque control of the main motor is performed using the brake pattern Br_pat as a target value. As described above, the electric brake force by the power regenerative brake constantly fluctuates, as shown in FIG. It often happens that the target value is not reached.

Therefore, the electric vehicle control device B1 transmits the actually generated electric brake force Felec1 to the brake receiver Br1 to prompt the air brake to supplement the insufficient brake force. The brake receiver Br1 transmits a brake force obtained by subtracting the actually generated electric brake force Felec1 from the total brake force to be generated indicated by the brake pattern Br_pat to the air brake force generator 41 as an air brake command. .
In the air brake force generator 41, in order to generate an air brake force corresponding to the air brake command, compressed air is sent to the brake cylinder to generate a necessary air brake force. Therefore, as shown in FIG. 16D, an air brake force that is insufficient for the electric brake force is generated. The air brake command is also transmitted to the electric vehicle control device B1 for the purpose of estimating the tangential force coefficient as described above.

As described above, in order to calculate the insufficient brake force with the brake receiver Br1, the electric brake force Felec1 is transmitted to the brake receiver Br1, and the air brake force to be supplemented calculated by the brake receiver Br1 is used. A certain air brake force command value Fair_c1 is received by the electric vehicle control device B1.
The electric vehicle control device B1 calculates the estimated tangential force coefficient Muj (B1), and each electric vehicle control device Aj is mounted based on this Muj (B1) and the adhesion coefficient increase amount data DeltaMuj. A tangential force coefficient upper limit value Mujmax that is an upper limit value of the tangential force coefficient in the electric vehicle is calculated.
Then, based on the tangential force coefficient upper limit value Mujmax, the electric vehicle control device B1 calculates the torque command value upper limit value Tajmaxz_a when the vehicle is empty, as described in the first embodiment. The torque command value upper limit value Tajmax_act to be actually generated, which is obtained from the torque command value upper limit value Tajmaxz_a at the time of empty vehicle, is generated using an electric brake and an air brake in an electric vehicle on which the electric vehicle control device Aj is mounted. The brake torque that should be used.
In the electric vehicle control device B1, a value obtained by subtracting the air brake force command value Fair_c1 from the torque command value upper limit value Tau1max_act is newly set as the torque command value upper limit value Tau1max_act, and this newly set Tau1max_act is set to the target value. The brake torque of the electric motor is controlled.
Further, the torque command value upper limit value Tajmaxz_a at the time of emptying is transmitted from the electric vehicle control device B1 to each electric vehicle control device Aj.

When the electric vehicle control devices A2 to An receive the torque command value upper limit value Tajmaxz_a at the time of empty vehicle from the electric vehicle control device B1, the electric vehicle control devices A2 to An actually have the meaning of the total brake torque to be generated by adding the electric brake and the air brake. The torque command value upper limit value Tajmax_act to be generated is obtained, and the air brake force command value Fair_cj in the electric vehicle equipped with the electric vehicle control device Aj that receives this signal is received from the brake receiver Brj, and the actual Is obtained by subtracting the air brake force command value Fair_cj from the torque command value upper limit value Tajmax_act to be generated at the time, and is newly set as the torque command value upper limit value Tajmax_act. The newly set Tajmax_act is used as a target value to brake the motor. Perform torque control
In each of the electric vehicle control devices A2 to An other than the electric vehicle control device B1, the brake pattern Br_pat is provided from the brake receivers Br2 to Brn to the electric vehicle control devices A2 to An, as in the electric vehicle control device B1. Although transmitted, this normal operation is suppressed on condition that the torque command value upper limit value Tajmaxz_a is received from the electric vehicle control device B1.

DESCRIPTION OF SYMBOLS 1 Train monitor data transmission system 10,20 Calculation means 11,21 Transmission means 12,22 Storage means 13 Torque command value upper limit calculation means 14,25 Sliding detection means 15 Adhesion coefficient increase amount data correction means 16, 24 Brake torque control Means 23 Estimated tangential force coefficient computing means 31 Vector controller 32 PWM inverter 33 Main motor 40 Brake control device 41 Air brake force generation device 42 Brake cylinder 43 Brake shoe 44 Driving wheel B1, A2 to An (Aj) Electric vehicle control device Brj Brake receiver Measuring instrument

Claims (3)

Electric vehicle control device B1 of the electric vehicle located at the head of the train or the electric vehicle closest to the head vehicle, and electric vehicle control device Aj (j = 2 to n) of the electric vehicle located behind the electric vehicle in the traveling direction And a train control device for a train train comprising a plurality of electric vehicles and associated vehicles, and a train monitor data transmission system having a function of transmitting data between the electric vehicle control devices B1 and Aj of each electric vehicle Because
The electric vehicle control device B1 includes an adhesion coefficient increase amount data DeltaMuj (j = 2 to n) with respect to a position from the leading vehicle of the electric vehicle located rearward in the traveling direction with respect to a predetermined leading vehicle adhesion coefficient, Empty vehicle mass data W0j (j = 1 to n, where j = 1 means data of the electric vehicle control device B1, the same applies hereinafter) of the electric vehicle on which the electric vehicle control devices B1 and Aj are mounted, and a train Storage means for holding an expected adhesion coefficient Muz_expt calculated from the planned acceleration performance of the train;
A slip detection means for detecting slipping in the electric vehicle control device B1;
Torque command value upper limit value calculating means for obtaining a torque command value upper limit value Tajmaxz_a (j = 1 to n) when each electric vehicle control device B1, Aj is idle based on the idling detection result by the idling detection means;
Means for transmitting the torque command value upper limit value Tajmaxz_a at the time of empty vehicle as the calculation result to each electric vehicle control device Aj via the train monitor data transmission system;
The electric vehicle control device B1 calculates the torque command value upper limit value Tau1maxz_a when the vehicle is empty, the empty vehicle mass data W01 of the own vehicle, and the applied load signal dW1, and calculates the torque command value upper limit value Tau1max_act of the own vehicle. As a means for controlling the torque of the main motor,
Each electric vehicle control device Aj obtains the torque command value upper limit value Tajmax_act of the own vehicle from the torque command value upper limit value Tajmaxz_a at the time of empty transmission transmitted to the own vehicle, the empty vehicle mass data W0j of the own vehicle, and the applied load signal dWj. Means for calculating, and means for controlling the torque of the main motor using the Tajmax_act as a target value,
The torque command value upper limit calculating means provided in the electric vehicle control device B1 is:
When idling is not detected by the idling detection means, the expected adhesion coefficient Muz_expt is set to the tangential force coefficient upper limit final value Mujmax_a (j = 1 to n) of the electric vehicle control devices B1, Aj,
An empty torque command value upper limit value Tajmaxz_a corresponding to the tangential force coefficient upper limit final value Mujmax_a is obtained,
When idling is detected by the idling detection means,
Based on the idling detection result, an estimated tangential force coefficient Muj (B1) of the electric vehicle control device B1 is obtained, and an upper limit value Mu1max of the tangential force coefficient of the electric vehicle control device B1 is obtained from the estimated tangential force coefficient Muj (B1). The tangential force coefficient upper limit value Mujmax (j = 2 to n) of each electric vehicle control device Aj based on the estimated tangential force coefficient Muj (B1) and the adhesion coefficient increase amount data DeltaMuj of each electric vehicle control device Aj stored in the storage means. ) To calculate the average tangential force coefficient upper limit Mumax_avr of the train,
When the average tangential force coefficient upper limit value Mumax_avr is less than or equal to the expected adhesion coefficient Muz_expt, the tangential force coefficient upper limit value Mujmax (j = 1 to n) is changed to the tangential force coefficient upper limit value final value Mujmax_a (j = 1 to n). To set an empty torque command value upper limit value Tajmaxz_a corresponding to the tangential force coefficient upper limit final value Mujmax_a,
When the average tangential force coefficient upper limit Mumax_avr is larger than the expected adhesion coefficient Muz_expt,
The expected adhesion coefficient Muz_expt and the electric vehicle control from the electric vehicle control device B1 to the electric vehicle control device Aj_expt immediately before the tangential force coefficient upper limit value Mujmax of the electric vehicle control device Aj in the traveling direction is equal to or greater than the expected adhesion coefficient Muz_expt. A sum of differences Sum_Muj_small of the tangential force coefficient upper limit value Mujmax of the device Aj is calculated;
The difference between the tangential force coefficient upper limit value Mukmax and the expected adhesion coefficient Muz_expt from the last electric vehicle control device An in the traveling direction of the train to the electric vehicle control device Ak toward the electric vehicle control device B1 is sequentially added. Then, Sum_Muj_large is obtained for each electric vehicle control device Ak,
First, an electric vehicle control device Aj_max in which the sum Sum_Muj_large with the difference is equal to or greater than the sum Sum_Muj_small with the difference is obtained, and the electric vehicle control device Aj up to the electric vehicle control device Aj_expt and after the electric vehicle control device Aj_max For the electric vehicle control device Aj up to the last electric vehicle control device An, the tangential force coefficient upper limit value Mujmax is set as the final value Mujmax_a of the tangential force coefficient upper limit value of the electric vehicle control device Aj, and the electric vehicle control device Aj_expt For the electric vehicle control device Aj behind the electric vehicle control device Aj_max, the expected adhesion coefficient Muz_expt is set as the tangential force coefficient upper limit final value Mujmax_a of the electric vehicle control device Aj,
A train control apparatus having a train monitor / data transmission system, wherein an empty torque command value upper limit value Tajmaxz_a corresponding to the tangential force coefficient upper limit final value Mujmax_a is calculated. Each electric vehicle control device Aj is provided with idling detection means and estimated tangential force coefficient calculation means for calculating an estimated tangential force coefficient Muj_new of the electric vehicle based on the idling detection result,
Further, the electric vehicle control device B1 is provided with an adhesion coefficient increase amount correcting means for correcting the adhesion coefficient increase amount data DeltaMuj,
When the electric vehicle control device Aj detects idling, the electric vehicle control device Aj calculates the estimated tangential force coefficient Muj_new of the electric vehicle by the estimated tangential force coefficient calculation means,
Via the train monitor data transmission system, the estimated tangential force coefficient Muj_new is transmitted to the electric vehicle control device B1 of the electric vehicle located at the head of each traveling direction of the train.
The electric vehicle control device B1 uses the adhesion coefficient increase amount correction means to transmit the adhesion coefficient increase amount data DeltaMuj held in the electric vehicle control device B1 using the estimated tangential force coefficient Muj_new transmitted. A train control apparatus having a train monitor data transmission system, wherein the train monitor data transmission system is modified. Each of the electric vehicles includes a brake receiver that generates an air brake force command value Fair_cj (j = 1 to n) to be generated by the electric vehicle controlled by the electric vehicle control devices B1 and Aj.
When the electric vehicle control device B1 detects slipping during braking, the electric vehicle control device B1 receives the air brake force command value Fair_c1 from the brake receiver Br1, and the received air brake force command value Fair_c1 and the electric vehicle control device B1 Brake-time tangential force coefficient estimating means for calculating an estimated tangential force coefficient Muj (B1) of the electric vehicle from the electric brake force Felec1 generated by control, and brake torque control means for controlling the brake torque of the main motor ,
Each of the electric vehicle control devices Aj includes brake torque control means for performing brake torque control of the main motor,
The torque command value upper limit calculating means is based on the estimated tangential force coefficient Muj (B1) estimated by the brake tangential force coefficient estimating means as a total value of the air brake force and the electric brake force at the time of braking. Torque command value upper limit value Tajmaxz_a (j = 1 to n) is obtained,
The brake torque control means of the electric vehicle control device B1 calculates the torque command value upper limit value Tau1max_act of the own vehicle from the torque command value upper limit value Tau1maxz_a of the empty vehicle, the empty vehicle mass data W01 of the own vehicle, and the adaptive load signal dW1. Subtracting the vehicle air brake force command value Fair_c1 from the torque command value upper limit value Tau1max_act, and performing main motor brake torque control using the subtraction result as a target value,
The brake torque control means of each electric vehicle control device Aj is based on the above-mentioned torque command value upper limit value Taujmaxz_a at the time of empty transmission transmitted to the own vehicle at the time of braking, the empty vehicle mass data W0j of the own vehicle and the corresponding load signal dwj. The torque command value upper limit value Tajmax_act is calculated, the own vehicle air brake force command value Fair_cj is subtracted from the torque command value upper limit value Tajmax_act, and main motor brake torque control is performed using the subtraction result as a target value. A train control apparatus comprising the train monitor / data transmission system according to claim 1.

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