JP2013216178A - Connection traveling system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a connection traveling system capable of performing connection traveling with good efficiency of energy, even when track traveling vehicles in which driving systems of steel wheels and vehicle weights are different from each other are connected and caused to travel.SOLUTION: When connection traveling vehicles 1, 100 are decelerated from a traveling state on a track, control is preferentially performed for braking steel wheels 15, 15 by electric power generation action of travel electric motors 16, 16 in an electric driving vehicle 1 and charging the generated electric power to a travel battery 61. Control for obtaining insufficient braking force is performed by the control for braking steel wheels of each vehicle by braking action of disk brake devices 75, 175 in the connection traveling vehicles 1, 100.

Description

  The present invention relates to a coupled traveling system that travels a coupled traveling vehicle in which an electrically driven track traveling vehicle and an engine driven track traveling vehicle are coupled on a track.

  An example of a track vehicle that can travel on a track is a track-and-rail work vehicle. In the track-and-rail work vehicle, an electric wheel type track-and-rail vehicle that drives an iron wheel that is a wheel for orbital travel by an electric motor that rotates by receiving power supplied from a travel battery, or a hydraulic pump that is driven by an engine, 2. Description of the Related Art An engine-driven type roadway working vehicle that drives an iron wheel by a hydraulic motor that is driven to rotate by receiving oil supplied from the hydraulic pump is known. There is also known an engine-driven type track and land working vehicle that transmits a driving force from an engine to an iron wheel via a transmission to drive the iron wheel. In such a track-and-rail work vehicle, there may be cases where the vehicle travels alone on the track when traveling to a work destination or overhead line work, etc. (For example, see Patent Document 1).

JP 2010-195381 A

  By the way, in such a track traveling vehicle, when traveling on a track in a state where it is connected to other track traveling vehicles, each vehicle outputs a traveling output and a braking force of the same magnitude as when traveling alone. Travel control was performed so that it connectedly traveled. In such travel control, there is no control for adjusting the travel output and braking force output by each vehicle between the connected vehicles, so track vehicles with different iron wheel drive systems and vehicle weights are connected. In the case of running, it is not possible to perform linked running with energy efficiency.

  The present invention has been made in view of such a problem, and is capable of energy-efficient coupled travel even when traveling with different track traveling vehicles having different driving methods and vehicle weights. An object of the present invention is to provide a connected traveling system that can perform the above.

In order to solve the above-described problem, the connected traveling system according to the first aspect of the present invention is an electrically driven traveling that travels on a track by driving electrically driven wheels by an electric motor that is rotationally driven by receiving power supplied from a traveling battery. This is a coupled traveling system in which a coupled traveling vehicle that travels on a track by driving engine driving wheels using a driving force from a car and an engine to travel on the track travels on the track. On that basis, mechanical brake means provided in at least one of the electrically driven vehicle and the engine driven vehicle, and control of power supply from the traveling battery to the electric motor, The electric drive wheel is braked by controlling the driving and supplying electric power obtained by the power generation action of the electric motor driven by the electric drive wheel during deceleration of the electric drive vehicle to the driving battery. Electric drive wheel control means for controlling the engine, engine drive wheel control means for controlling the drive of the engine drive wheel by controlling the drive force from the engine, at least one of the electric drive vehicle and the engine drive vehicle And the electrically driven wheel control means and the front drive unit according to the operation of the travel operation means. Constituted the connecting traveling vehicle by controlling the driving of the electric drive wheels and the engine driven wheels by the engine drive wheel control means so as to travel in orbit. And, when decelerating the connected traveling vehicle from the state of traveling on the track, the braking control of the electrically driven wheels that supplies the traveling battery with the electric power obtained by the power generation action of the electric motor is given priority. It is configured to perform control to obtain the insufficient braking force by the mechanical brake means.

  According to such a configuration, when the connected traveling vehicle is decelerated, the braking control of the electric driving wheel that supplies the electric power obtained by the power generation action of the electric motor to the traveling battery is performed preferentially, and the braking force that is insufficient Is obtained by mechanical brake means. Therefore, regenerative braking can be increased in an electrically driven vehicle to obtain more generated power and to charge the traveling battery. Therefore, it becomes possible to collect more energy at the time of deceleration, and it is possible to perform linked traveling with higher energy efficiency than in the past.

  In the connected traveling system configured as described above, the engine driving wheel control means controls the braking of the engine driving wheel by controlling the engine braking action of the engine obtained when the engine driving traveling vehicle decelerates, It is preferable that when the connected traveling vehicle is decelerated from a state of traveling on a track, control is performed to obtain the insufficient braking force by the mechanical braking means and the engine braking action of the engine. If comprised in this way, the burden concerning a mechanical brake means can be reduced, performing energy recovery at the time of deceleration to the maximum, and the maintenance cost of a mechanical brake means can be reduced.

  In order to solve the above-described problem, the connected traveling system according to the second aspect of the present invention is an electric vehicle that travels on a track by driving an electrically driven wheel by an electric motor that rotates by receiving power supplied from a traveling battery. This is a coupled traveling system in which a coupled traveling vehicle that travels on an orbit by driving an engine driving wheel using a driving force from a driving traveling vehicle and an engine travels on the track. In addition, electric drive wheel control means for controlling power supply from the battery for traveling to the electric motor to control driving of the electric drive wheel, and driving force from the engine for controlling the engine driving wheel. Engine drive wheel control means for controlling the driving of the vehicle, and travel operation means provided in at least one of the electric drive travel vehicle and the engine drive travel vehicle, and the electric drive according to the operation of the travel operation means Wheel drive means and engine drive wheel control means are configured to control the drive of the electrically driven wheels and the engine drive wheels to cause the connected traveling vehicle to travel on a track. Then, when the connected traveling vehicle travels on a track, power is supplied from the traveling battery to the electric motor, and drive control of the electric drive wheels that drives the electric drive wheels by the electric motor is prioritized. And a control for obtaining an insufficient traveling output by driving control of the engine driving wheel for driving the engine driving wheel using a driving force from the engine.

According to such a configuration, when the coupled traveling vehicle is traveled, power is supplied from the travel battery to the electric motor, and drive control for driving the electrically driven wheels by the electric motor is preferentially performed, resulting in insufficient travel. Control is performed to obtain output by drive control that drives engine drive wheels using drive force from the engine. As a result, the coupled traveling vehicle can travel using the traveling output obtained in the electrically driven traveling vehicle as the main traveling output, and therefore engine rotation can be suppressed in the engine driven traveling vehicle. Accordingly, it is possible to reduce CO ₂ emitted from the engine, improve engine fuel efficiency, and perform linked travel with higher energy efficiency than conventional.

In the connected traveling system having the above-described configuration, when the remaining battery level of the traveling battery decreases below a predetermined value, control is performed to suppress traveling output obtained in drive control of the electrically driven wheels. It is preferable. When the remaining battery level of the running battery decreases, the output of the electric motor that drives the electric drive wheel decreases, but if configured in this way, the output of the electric motor is not affected by the decrease in the remaining battery level, The connected traveling vehicle can travel stably.

According to the coupled traveling system of the present invention, when the coupled traveling vehicle is decelerated, the braking control of the electrically driven wheels for supplying the electric power obtained by the power generation action of the electric motor to the traveling battery is preferentially performed, which is insufficient. Control to obtain the braking force to be performed by mechanical brake means is performed. Therefore, regenerative braking can be increased in an electrically driven vehicle to obtain more generated power and to charge the traveling battery. Therefore, it becomes possible to collect more energy at the time of deceleration, and it is possible to perform linked traveling with good energy efficiency. In addition, when driving a connected traveling vehicle, power is supplied from the traveling battery to the electric motor, and drive control for driving the electrically driven wheels by the electric motor is preferentially performed, and the insufficient traveling output is driven from the engine. Control obtained by drive control that drives engine drive wheels using force is performed. As a result, the connected traveling vehicle can travel using the traveling output obtained in the electrically driven traveling vehicle as the main traveling output, and therefore, engine rotation can be suppressed in the engine driven traveling vehicle. Therefore, it is possible to reduce CO ₂ emitted from the engine, improve the fuel efficiency of the engine, and perform linked travel with high energy efficiency.

1 is a side view of a coupled traveling vehicle including a coupled traveling system according to the present invention. It is a block diagram of the travel drive control apparatus of the said connection travel vehicle. It is explanatory drawing for demonstrating driving | running | working control at the time of making the said connection driving | running | working vehicle drive | work. It is a graph for demonstrating the driving | running | working output in case a battery remaining charge is small. It is explanatory drawing for demonstrating the traveling control when decelerating the said connection traveling vehicle.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a coupled traveling vehicle in which an electrically driven type railroad working vehicle 1 and an engine driven type railroad working vehicle 100 are coupled as an example of a coupled traveling vehicle including the coupled traveling system according to the present invention.

  The track-and-rail work vehicle 1 is an electric drive-type track-and-rail work vehicle that drives a track traveling wheel by an electric motor that is rotationally driven by receiving power supplied from a traveling battery, and is configured based on a track vehicle having a driving cab 11. The traveling body 10, the vertical lifting device 20 provided on the traveling body 10, and the operator boarding work platform 30 supported by the vertical lifting device 20 are configured.

  The traveling body 10 includes tire wheels 12 that are road traveling wheels on the front, rear, left, and right sides of the vehicle body, and an engine (not shown) inside the vehicle body. The tire wheels 12 are driven by the engine on the road. It is possible to run. In addition, the traveling body 10 includes iron wheels 15 that are track traveling wheels via iron wheel support members 13 on the front, rear, left, and right of the vehicle body (rear side of each tire wheel 12), and traveling electric motors 16, 16 rotary drive shafts are connected (see FIG. 2), and the traveling electric motors 16 and 16 can drive the front left and right iron wheels 15 to travel on the track (railway rail) R. ing.

The iron ring support member 13 is supported by the traveling body 10 so as to be swingable in the vertical direction, and is pivoted up and down by an expansion and contraction operation of an iron ring extension cylinder (hydraulic cylinder) provided inside the traveling body 10 to thereby cause the iron ring 15 to move. The tire wheel 12 can be extended downward or stored upward. In order to overhang and store the iron wheel 15 in this way (in order to transfer and move the track work vehicle 1 on the track), the traveling body 10 includes a turntable 17 at the lower center of the vehicle body and a turntable inside. An overhanging cylinder (hydraulic cylinder), and a state in which the turntable 17 is extended downward by the telescopic operation of the turntable overhanging cylinder to lift the track work vehicle 1 (a state where the tire wheel 12 is lifted from the ground); Can be done.

  The vertical elevating device 20 is provided in a pair in the vehicle width direction on the traveling body 10 behind the driving cab 11 via the bodywork frame 21 and crosses two link bars so that the intersection is rotatably connected. A scissor link mechanism (not shown) and an elevating cylinder (hydraulic cylinder) provided across the scissor link mechanism and the body frame 21 are configured, and the upper end of the scissor link mechanism is extended by an expansion / contraction operation of the elevating cylinder. The work table 30 attached to the part can be moved up and down. In addition, the operation | movement of the vertical raising / lowering apparatus 20 (elevating cylinder) can be actuated by the operation | work operation apparatus (not shown) provided in the traveling body 10 and the workbench 30, respectively.

  In the track-and-rail work vehicle 1 having such a configuration, the vehicle travels on the track R and moves to the destination, and the vertical lifting device 20 is operated to move the work table 30 to a desired height position. While stopped or traveling on the track R, an operator who has boarded the work table 30 can perform construction of railway facilities such as an extension line or a trolley line on the track R. Such a traveling operation of the railroad work vehicle 1 is performed in the driver's seat in the driving cab 11 when driving on a general road, but provided on the driving cab 11 and on the work table 30 when traveling on the track R. The traveling operation lever 35 (see FIG. 2) can be operated.

  The travel operation lever 35 is configured to be tiltable in the front-rear direction from the neutral position. The travel operation lever 35 is operated to tilt the travel operation lever 35 back and forth to switch back and forth (the travel direction of the railroad work vehicle 1) and tilt. It is configured to set the forward / reverse speed according to the angle. Therefore, the travel operation lever 35 is provided with a selector switch that detects whether the tilting operation has been performed in either the front or rear direction, and a potentiometer that detects the tilt angle at this time. As shown in FIG. 2, when the traveling operation lever 35 is tilted, an operation signal output from the traveling operation lever 35 is input to the controller 50, and the controller 50 moves the iron wheels 15, 15 according to the operation signal. Operation control of the iron wheel drive device 60 to drive is performed.

  The wheel drive device 60 is supplied via a travel battery 61, a travel inverter 62 that controls power supply from the travel battery 61 to the travel electric motors 16, 16, and the travel battery 61 via the travel inverter 62. Driving electric motors 16 and 16 for driving the left and right iron wheels 15 on the front side of the vehicle body in response to the electric power. The traveling inverter 62 controls the power supply from the traveling battery 61 to the traveling electric motors 16, 16 based on the operation control signal output from the controller 50, and the rotational speed and output of the traveling electric motors 16, 16. Torque is controlled.

  The traveling electric motors 16, 16 receive electric power supplied from the traveling battery 61 via the traveling inverter 62 and rotate to drive the iron wheels 15, 15, and at the time of deceleration of the track work vehicle 1, etc. 15 and 15 has a function of generating power by being rotationally driven. Electric power generated by the traveling electric motors 16 and 16 is charged to the traveling battery 61 via the traveling inverter 62.

The iron wheel drive device 60 includes a brake electric motor 74 driven by receiving electric power supplied from the traveling battery 61 via the brake inverter 73, and a brake air pump driven by the brake electric motor 74. 71, and the air pressure from the brake air pump 71 is supplied to the disc brake devices 75, 75 provided in the vicinity of the iron wheels 15, 15 via the brake control valve 72. . Instead of the brake air pump 71, a brake hydraulic pump may be provided to supply hydraulic pressure to the disc brake devices 75, 75.

  The disc brake device 75 includes a cylinder 75a, a piston 75b provided in the cylinder 75a so as to be extended and retractable, a disc 75c provided at the tip of the piston 75b, and a cylinder 75a provided in the storage direction. And a piston spring 75d biased upward (in the case of FIG. 2). Then, when the air pressure from the brake air pump 71 is supplied to the cylinder chamber of the cylinder 75a via the brake control valve 72, the piston 75b moves in the protruding direction (in the case of FIG. 2) against the urging force of the piston spring 75d. The disk 75c is pressed against the iron wheel 15 to brake the iron wheel 15. The brake control valve 72 performs air pressure supply / discharge control to the disc brake device 75 based on an operation control signal from the controller 50, and performs braking control of the iron wheel 15 by the disc brake device 75.

  Next, the track work vehicle 100 will be described. The track-and-rail work vehicle 100 is an engine-driven type track-and-work vehicle that drives a track traveling wheel by a traveling hydraulic motor that drives a hydraulic pump by an engine and rotates by receiving supply of oil from the hydraulic pump. As shown in FIG. 1, a traveling body 110 configured based on a truck vehicle having a driving cab 111, an aerial work device 120, a drum driving device 130, and a central cabin 140 provided on the traveling body 110 are provided. Configured.

  The traveling body 110 includes tire wheels 112 that are road traveling wheels on the front, rear, left, and right sides of the vehicle body, and an engine E (see FIG. 2) inside the vehicle body. You can drive on the road. Further, the traveling body 110 includes iron wheels 115 that are track traveling wheels via iron wheel support members 113 on the front, rear, left, and right sides of the vehicle body (rear side of each tire wheel 112), and traveling hydraulic motors 116, 116 is connected to the rotary drive shaft (see FIG. 2), and the traveling electric motors 116, 116 can drive the front left and right iron wheels 115 to travel on the track (railway rail) R. ing.

  The iron wheel support member 113 is supported by the traveling body 110 so as to be swingable in the vertical direction, and is swung up and down by an expansion and contraction operation of an iron wheel extension cylinder (hydraulic cylinder) provided inside the traveling body 110 to thereby cause the iron wheel 115 to be swung. The tire wheel 112 can protrude downward or be stored upward. In order to overhang and store the iron wheel 115 in this way (in order to transfer and move the railroad work vehicle 100 onto the track), the traveling body 110 includes a turntable 117 at the center lower part of the vehicle body and a turntable inside. An overhang cylinder (hydraulic cylinder), and a state in which the wheel base 117 is extended downward by the telescopic operation of the turn table extension cylinder to lift the track work vehicle 100 (a state where the tire wheel 112 is lifted from the ground); Can be done.

  The aerial work device 120 includes a telescopic lifting / lowering post 121 erected vertically on the rear side of the driving cab 111, and a worker's boarding work platform 122 attached to the upper portion of the lifting / lowering post 121. The work table 122 can be moved up and down by an expansion and contraction operation of a lifting cylinder (not shown) built in the lifting post 121. A lifting / lowering operation device (not shown) for operating the lifting / lowering movement of the working table 122 is provided in the working table 122. The drum driving device 130 is configured to rotate and drive a drum 135 capable of winding an overhead wire around an outer peripheral portion thereof to feed and wind the overhead wire.

  The central cabin 140 is a box-shaped operation room that is provided between the aerial work device 120 and the drum drive device 130 and on which an operator can ride, and an operator seat (see FIG. (Not shown), a traveling operation device (not shown) for performing a traveling operation on the track R of the track-and-work vehicle 100, and a vehicle body such as the aerial work device 120 and the drum driving device 130. A work operation device (not shown) for operating each device is provided. The central cabin 140 is provided so as to be able to turn 180 degrees horizontally on the vehicle body so that an operator who has boarded the central cabin 140 can perform various operation inputs while facing the front or the rear of the vehicle. It has become.

  In the track-and-rail work vehicle 100 having such a configuration, the vehicle travels on the track R and moves to the destination, and the work platform 120 is operated to move the work platform 122 to a desired height position. While the vehicle is stopped or traveling on the track R, an operator who has boarded the work table 122 can perform construction of railway facilities such as a stretched line or a trolley line on the track R. Further, while traveling on the track R, the drum driving device 130 can rotationally drive the drum 135 to feed and wind the overhead wire. Such a traveling operation of the railroad work vehicle 100 is performed at the driver's seat in the driving cab 111 when driving on a general road, but is provided in the driving cab 111 and the central cabin 140 when driving on the track R. The traveling operation lever 145 (see FIG. 2) can be operated.

  The traveling operation lever 145 is configured to be tiltable in the front-rear direction from the neutral position, and is switched forward and backward (the traveling direction of the railroad work vehicle 100) and tilted by performing an operation of tilting the traveling operation lever 145 back and forth. It is configured to set the forward / reverse speed according to the angle. For this reason, the travel operation lever 145 is provided with a selector switch for detecting whether the tilting operation is performed in the front-rear direction and a potentiometer for detecting the tilt angle at this time. As shown in FIG. 2, when the traveling operation lever 145 is tilted, an operation signal output from the traveling operation lever 145 is input to the controller 150, and the controller 150 moves the iron wheels 115, 115 according to the operation signal. Operation control of the iron wheel drive device 160 to drive is performed.

  The iron wheel driving device 160 includes an engine E mounted on the traveling body 110, a traveling hydraulic pump 161 driven by the engine E, a discharge port 161a of the traveling hydraulic pump 161, and an inlet 116b of the traveling hydraulic motors 116 and 116. , 116b, a discharge oil passage 163 connecting the outlets 116a, 116a of the traveling hydraulic motors 116, 116 and the suction port 161b of the traveling hydraulic pump 161, and supply of oil from the traveling hydraulic pump 161. And traveling hydraulic motors 116 and 116 for driving the left and right iron wheels 115 on the front side of the vehicle body.

  The traveling hydraulic pump 161 is a swash plate type variable displacement hydraulic pump driven by the engine E. The swash plate tilt direction and tilt angle are controlled by a swash plate control actuator 165 so that the discharge direction and the pump are controlled. The capacity is variably controlled. When the swash plate inclination angle (pump capacity) is controlled to zero, the traveling hydraulic pump 161 is in a state where there is no oil discharge or inflow, and the swash plate tilt direction is controlled in the negative direction (pump capacity is reduced). When the reverse rotation control is performed), the discharge direction is reversed so that the oil is discharged from the suction port 161b and the oil is allowed to flow from the discharge port 161a while being rotated in the same direction. The swash plate control actuator 165 controls the tilt direction and tilt angle (pump capacity) of the swash plate of the traveling hydraulic pump 161 based on the operation control signal output from the controller 150, and the traveling hydraulic pump 161. The amount of discharged oil is controlled.

Further, the iron wheel drive device 160 is provided with a brake hydraulic pump 171 driven by the engine E similarly to the traveling hydraulic pump 161, and oil discharged from the brake hydraulic pump 171 is supplied to the brake control valve 172. The disc brake devices 175 and 175 provided in the vicinity of the iron wheels 115 and 115 are supplied via the. Instead of the brake hydraulic pump 171, a brake air pump may be provided to supply air pressure to the disc brake devices 175 and 175.

  The disc brake device 175 includes a cylinder 175a, a piston 175b provided in the cylinder 175a so as to be extended and retractable, a disc 175c provided at the tip of the piston 175b, and a piston 175b provided in the cylinder 175a. And a piston spring 175d biased upward (in the case of FIG. 2). When the discharge oil from the brake hydraulic pump 171 is supplied to the cylinder chamber of the cylinder 175a via the brake control valve 172, the piston 175b is opposed to the urging force of the piston spring 175d (see FIG. 2). In this case, the disc 175c is pressed against the iron wheel 115 to brake the iron wheel 115. The brake control valve 172 performs oil supply / discharge control to the disc brake device 175 based on an operation control signal from the controller 150, and performs braking control of the iron wheel 115 by the disc brake device 175.

  The track-and-rail work vehicles 1 and 100 configured as described above can each independently travel on the track R in the movement to the work destination or the overhead work, as shown in FIG. It is also possible to travel on the track R as connected traveling vehicles connected to each other. When traveling as a connected traveling vehicle, they are connected using connecting rods 55 and connecting means 56 and 156 arranged before and after each work vehicle. The connecting rod 55 is made of a metal rod-like member that does not easily bend or expand and contract, and is fixed to the connecting means 56 and 156 provided in each work vehicle. Inside the connecting rod 55, a communication cable (not shown) is provided for enabling vehicle information to communicate with each other between the vehicles. When connected, the controllers 50 and 150 of each work vehicle are connected via this communication cable so that the vehicle information can be communicated with each other. The vehicle information communicated at this time determines whether each vehicle is an electrically driven vehicle that drives an iron wheel using electric power or an engine driven vehicle that drives an iron wheel using driving force from an engine. Contains information to do.

  The connecting means 56 and 156 include a fixing bracket for fixing the connecting rod 55 and connection detectors 57 and 157 for detecting whether the connecting rod 55 is attached to the fixing bracket and another vehicle is connected (FIG. 2). And are provided at the front and rear portions of the traveling bodies 10 and 110, respectively. The connection detectors 57 and 157 are configured to have connection connectors 58 and 158 that can be connected to the communication cable. When the communication cable is connected to this connector, a detection signal indicating that another vehicle is connected (vehicle The connection signal) is output to the controllers 50 and 150 of the host vehicle. The connection connectors 58 and 158 are connected to the first port A for front detection in order to detect which of the front and rear of the other vehicle is connected to the front and rear of the own vehicle (the front and rear connection state of the own vehicle). The second port B for rear detection and the third port C for other information communication are configured (not shown). Note that the communication cable in the connecting rod 55 also includes three signal lines corresponding to these three ports.

When connected using the connecting rod 55 and the connecting means 56 and 156, the controllers 50 and 150 are connected to the connecting means 56 based on vehicle connection signals input from the vehicle front and rear connection detectors 57 and 157. , 156 recognizes whether or not another vehicle is connected, and outputs a connection recognition signal to the controller of the other vehicle when the connection is recognized. At this time, the connection recognition signal is output to the other vehicle via the first port A of the connection connectors 58 and 158 in the connection means 56 and 156 in the front part of the vehicle, and the connection connector 58 is output in the connection means 56 and 156 in the rear part of the vehicle. , 158, the connection recognition signal is output to the other vehicle via the second port B. Due to the difference in the ports, the controller of the other vehicle can recognize which of the front and rear of the partner vehicle is connected. Similarly, in the controllers 50 and 150, a connection recognition signal is input from the controller of the other vehicle via the first port A or the second port B of the connection connectors 58 and 158. It is possible to recognize which of the front and rear of the vehicle is connected (the front and rear connection state of the host vehicle).

  The traveling control by the coupled traveling system S that travels on the track R as the coupled traveling vehicles 1 and 100 coupled as shown in FIG. 1 will be described below. . The traveling operation when the coupled traveling vehicles 1 and 100 are traveling on the track R can be performed by operating either the traveling operation lever 35 of the track-work vehicle 1 or the traveling operation lever 145 of the track-work vehicle 100. In both cases, the same traveling control is performed. In the following, a case where the traveling operation lever 35 of the track-work vehicle 1 is operated will be described as an example. The track-and-work vehicle 1 is a vehicle that travels by receiving power supplied from the traveling battery 61 and driving the iron wheels 15 and 15 by the travel electric motors 16 and 16. In the following description, the track-and-work vehicle 1 is electrically driven. This will be described as a traveling vehicle 1. The track-and-rail work vehicle 100 travels by supplying pressure oil to the traveling hydraulic motors 116 and 116 from the traveling hydraulic pump 161 driven by the engine E and driving the iron wheels 115 and 115 by the traveling hydraulic motors 116 and 116. Hereinafter, the track-and-rail work vehicle 100 will be described as an engine-driven vehicle 100.

  When the traveling operation lever 35 is tilted forward from the neutral position, the controller 50 drives the traveling electric motor 61 from the traveling battery 61 by the traveling inverter 62 based on the speed command value output from the traveling operation lever 35 according to the tilt angle. The electric power supplied to the motors 16 and 16 is controlled to control the rotational speed and output torque of the traveling electric motors 16 and 16. Further, the controller 50 outputs the speed command value from the traveling operation lever 35 to the controller 150 of the engine-driven traveling vehicle 100. The controller 150 controls the rotational speed of the traveling hydraulic pump 161 by the engine E based on the speed command value from the traveling operation lever 35 and also controls the capacity of the traveling hydraulic pump 161 by the swash plate control actuator 165. Then, the amount of oil discharged from the traveling hydraulic pump 161 is controlled, and the rotational speed and output torque of the traveling hydraulic motors 116 and 116 are controlled.

  At this time, the controllers 50 and 150 of the coupled traveling vehicles 1 and 100 supply electric power from the traveling battery 61 in the electrically driven traveling vehicle 1 to the traveling electric motors 16 and 16, and the traveling electric motors 16 and 16 use the iron wheels 15 and 15. Priority is given to the control for driving. Then, an insufficient amount of travel output for the total travel output required to travel the connected travel vehicles 1 and 100 so that the travel speed corresponding to the speed command value from the travel operation lever 35 is achieved is engine-driven travel. In the vehicle 100, control is obtained by supplying pressure oil from the traveling hydraulic pump 161 driven by the engine E to the traveling hydraulic motors 116, 116 and driving the iron wheels 115, 115 by the traveling hydraulic motors 116, 116.

As shown in FIG. 3, when the electrically driven vehicle 1 and the engine driven vehicle 100 are independently driven so as to have a traveling speed V ₁ corresponding to the speed command value from the traveling operation lever 35, the electrically driven traveling is performed. In the case where the traveling output output in the vehicle 1 is P ₁ and the traveling output output in the engine-driven traveling vehicle 100 is P ₂ , in the conventional coupled traveling control, each vehicle has the same magnitude as when traveling alone. The traveling outputs P ₁ and P ₂ are output, that is, the total traveling output PT ₁ = P ₁ + P ₂ is output in the coupled traveling vehicles ₁ and 100 so that the coupled traveling vehicles ₁ and ₁₀₀ become the traveling speed V _1. I was running. However, in the connected traveling system S of the present invention, control is performed to give priority to traveling output distribution on the electrically driven traveling vehicle 1 side. That is, the driving output for outputting the electric drive vehicle 1 increases from P ₁ to _{P 1 '(P 1'>} P 1), P 2 a travel output for outputting the engine driving the traveling vehicle 100 from P ₂ '(P ₂ ′ <P ₂ ), and the total travel output PT = P ₁ ′ + P ₂ ′ (= P ₁ + P ₂ ) is output from the coupled traveling vehicles 1, 100, and the coupled traveling vehicles 1, 100 are to travel so that the travel speed V _1.

Further, as shown in FIG. 4, in the controllers 50, 150 of the coupled traveling vehicles 1, 100, when the remaining battery level of the traveling battery 61 in the electrically driven traveling vehicle 1 decreases below a predetermined value BV ₀ , In the electrically driven traveling vehicle 1, control is performed to suppress the traveling output obtained by supplying power from the traveling battery 61 to the traveling electric motors 16, 16 and driving the iron wheels 15, 15 by the traveling electric motors 16, 16. It is like that. In other words, when the remaining battery capacity of the traveling battery 61 is reduced, the traveling output output from the electrically driven traveling vehicle 1 is reduced and the decreased traveling output is output from the engine driven traveling vehicle 100. The control obtained by increasing the traveling output is performed to drive the coupled traveling vehicles 1, 100. Therefore, the coupled traveling vehicles 1 and 100 can be stably traveled without being affected by a decrease in the output of the traveling electric motors 16 and 16 due to a decrease in the remaining battery capacity of the traveling battery 61.

  Note that, in the coupled traveling system S of the present invention, unlike the coupled traveling control shown in FIG. 3, control that prioritizes traveling output on the electrically driven traveling vehicle 1 side may be performed as follows. When the coupled traveling vehicles 1 and 100 are traveled so as to have a traveling speed corresponding to the speed command value from the traveling operation lever 35, the engine-driven traveling vehicle 100 does not output a traveling output, and the electrically driven traveling vehicle 1 The traveling connected traveling vehicles 1 and 100 are caused to travel so that the traveling speed corresponding to the speed command value from the traveling operation lever 35 is obtained only by the traveling output to be output. Then, only the traveling output output from the electrically driven traveling vehicle 1 has the total traveling output necessary for traveling the coupled traveling vehicles 1, 100 so that the traveling speed corresponds to the speed command value from the traveling operation lever 35. On the other hand, when the shortage is insufficient, the engine driving vehicle 100 is controlled to output the deficient travel output so that the connected travel vehicles 1 and 100 can travel at a speed corresponding to the speed command value from the travel control lever 35. Then, the connected traveling vehicles 1 and 100 are caused to travel. In this way, control giving priority to the traveling output on the electrically driven traveling vehicle 1 side may be performed.

Thus, in the controllers 50 and 150 of the coupled traveling vehicles 1 and 100, electric power is supplied from the traveling battery 61 in the electrically driven traveling vehicle 1 to the traveling electric motors 16 and 16, and the traveling electric motors 16 and 16 use the iron wheels 15 and 16, respectively. 15 is preferentially performed. Then, an insufficient amount of travel output for the total travel output required to travel the connected travel vehicles 1 and 100 so that the travel speed corresponding to the speed command value from the travel operation lever 35 is achieved is engine-driven travel. In the vehicle 100, control is obtained by supplying pressure oil from the traveling hydraulic pump 161 driven by the engine E to the traveling hydraulic motors 116 and 116 and driving the iron wheels 115 and 115 by the traveling hydraulic motors 116 and 116. It has become. Therefore, since the traveling traveling vehicles 1 and 100 can travel using the traveling output output from the electrically driven traveling vehicle 1 as the main traveling output, engine rotation can be suppressed in the engine driven traveling vehicle 100. Accordingly, it is possible to reduce CO ₂ emitted from the engine, improve engine fuel efficiency, and perform linked travel with higher energy efficiency than conventional.

On the other hand, when the traveling operation lever 35 is tilted forward and returned to the neutral position side, the controllers 50 and 150 of the coupled traveling vehicles 1 and 100 generate power from the traveling electric motors 16 and 16 in the electrically driven traveling vehicle 1. The control of braking the iron wheels 15 and 15 by the action is preferentially performed, and the connected traveling vehicles 1 and 100 are decelerated so that the traveling speed corresponds to the speed command value from the traveling operation lever 35 returned to the neutral position side. (See FIG. 5A). At this time, in the controllers 50 and 150 of the coupled traveling vehicles 1 and 100, the braking force obtained by the power generation action of the traveling electric motors 16 and 16 is maximized according to the speed at which the coupled traveling vehicles 1 and 100 are decelerated. Control is performed so that the electric power generated by the traveling electric motors 16 and 16 is charged to the traveling battery 61 via the traveling inverter 62, and energy recovery at the time of deceleration of the coupled traveling vehicles 1 and 100 is performed to the maximum. The connected traveling vehicles 1,100 are decelerated.

  The connected traveling vehicles 1 and 100 are configured so that the traveling speed corresponding to the speed command value from the traveling operation lever 35 returned to the neutral position side can be obtained only by the braking force obtained by the power generation action of the traveling electric motors 16 and 16. When the total braking force required to decelerate the vehicle is insufficient, the controllers 50 and 150 of the coupled traveling vehicles 1 and 100 use the braking force corresponding to the shortage to the engine of the engine E in the engine-driven traveling vehicle 100. The control obtained by the control of braking the iron wheels 115, 115 by the brake action is performed, and the connected traveling vehicles 1, 100 are set so that the traveling speed corresponds to the speed command value from the traveling operation lever 35 returned to the neutral position side. Decelerate (see FIG. 5B).

  Further, only by the braking force obtained by the power generation action of the running electric motors 16 and 16 and the engine braking action of the engine E, the running speed corresponding to the speed command value from the running operation lever 35 returned to the neutral position side is obtained. When the total braking force required to decelerate the connected traveling vehicle 1, 100 is insufficient, the controllers 50, 150 of the connected traveling vehicle 1, 100 use the insufficient braking force to drive the electric drive. The control obtained by at least one of the control for braking the iron wheels 15 and 15 by the disc brake device 75 in the car 1 and the control for braking the iron wheels 115 and 115 by the disc brake device 175 in the engine-driven traveling vehicle 100 is performed, and the neutral position side So that the traveling speed corresponds to the speed command value from the traveling operation lever 35 returned to Decelerating the sintered vehicles 1,100 (see Figure 5 (c)).

  Further, the controllers 50 and 150 of the coupled traveling vehicles 1 and 100 are configured to generate electric power by the traveling electric motors 16 and 16 in the electrically driven traveling vehicle 1 when the traveling battery 61 in the electrically driven traveling vehicle 1 is fully charged. Since the obtained braking force is reduced, the braking force obtained by the disc brake device 75 in the electrically driven vehicle 1, the braking force obtained by the engine braking action of the engine E in the engine driven vehicle 100, by the reduced braking force, In addition, control for increasing the braking force obtained by the disc brake device 175 in the engine-driven traveling vehicle 100 is performed to control the overall braking force in the coupled traveling vehicles 1 and 100.

In the coupled traveling system S of the present invention, unlike the coupled traveling control shown in FIG. 5, control that prioritizes braking by the power generation action of the traveling electric motors 16 and 16 may be performed as described below. When the electrically driven vehicle 1 is decelerated from the state where it is traveling alone at the traveling speed V ₁₀ to the traveling speed V ₁₁ , the braking force obtained by the power generation action of the traveling electric motors 16 and 16 in the electrically driven traveling vehicle 1 is BF. In some cases, in the coupled traveling system S, the braking force obtained by the power generation action of the traveling electric motors 16 and 16 in the electrically driven traveling vehicle 1 is maximized according to the speed at which the coupled traveling vehicles 1 and 100 are decelerated. Even if it is not increased, the control is performed to increase the BF ′ (BF ′> BF) larger than the BF at the time of independent traveling, and the connected traveling vehicles 1 and 100 traveling at the traveling speed V ₁₀ are traveled at the traveling speed V _11. Control to decelerate so that In this way, control that prioritizes braking by the power generation action of the traveling electric motors 16 and 16 may be performed.

When the traveling operation lever 35 is returned to the neutral position, the controllers 50 and 150 of the coupled traveling vehicles 1 and 100 perform control to decelerate the coupled traveling vehicles 1 and 100 as described above, and finally the disc brake devices 75 and 175 are operated. As a result, the iron wheels 15 and 115 are braked to stop the connected traveling vehicles 1 and 100.

Thus, in the controllers 50 and 150 of the coupled traveling vehicles 1 and 100, when the coupled traveling vehicles 1 and 100 are decelerated from the traveling state, the iron wheels 15 are generated by the power generation action of the traveling electric motors 16 and 16 in the electrically driven traveling vehicle 1. , 15 and the control to charge the generated battery to the traveling battery 61 is preferentially performed to maximize the energy recovery when the connected traveling vehicles 1 and 100 are decelerated, and the connected traveling vehicles 1 and 100 are decelerated. . The connected traveling vehicles 1 and 100 are configured so that the traveling speed corresponding to the speed command value from the traveling operation lever 35 returned to the neutral position side can be obtained only by the braking force obtained by the power generation action of the traveling electric motors 16 and 16. When the total braking force required to decelerate the vehicle is insufficient, the insufficient braking force is obtained by the control of braking the iron wheels 115 and 115 by the engine braking action of the engine E in the engine-driven traveling vehicle 100. Control is performed and the connected traveling vehicles 1 and 100 are decelerated. Further, when the braking force is insufficient with respect to the total braking force, control for braking the iron wheels 15 and 15 by the disc brake devices 75 and 75 in the electric drive vehicle 1 and the disc brake device in the engine drive vehicle 100. The control is obtained in at least one of the control of braking the iron wheels 115, 115 by 175, 175, and the connected traveling vehicles 1, 100 are decelerated. Therefore, regenerative braking can be increased in the electrically driven traveling vehicle 1 to obtain more generated power and to charge the traveling battery 61. Therefore, it becomes possible to collect more energy at the time of deceleration, and it is possible to perform linked traveling with higher energy efficiency than in the past.

  In the above description, the case where the coupled traveling vehicles 1 and 100 are caused to travel forward has been described. However, the case where the coupled traveling vehicles 1 and 100 are caused to travel backward by tilting the traveling operation lever 35 backward is similar to the case of the forward traveling. Therefore, the reverse travel is omitted.

  Although the embodiment according to the present invention has been described so far, the scope of the present invention is not limited to that shown in the above-described embodiment. For example, in the above-described embodiment, when only the braking force obtained by the power generation action of the traveling electric motors 16 and 16 is insufficient, the insufficient braking force is obtained by the engine braking action of the engine E in the engine-driven traveling vehicle 100. Although it is a structure, it is good also as a structure which only obtains the braking force of the shortage only by the disc brake apparatus in a connected traveling vehicle, without operating an engine brake.

  The engine-driven traveling vehicle 100 is configured to supply pressure oil to the traveling hydraulic motors 116 and 116 from the traveling hydraulic pump 161 driven by the engine E and drive the iron wheels 115 and 115 by the traveling hydraulic motors 116 and 116. The engine-driven traveling vehicle may be configured to transmit the driving force from the engine to the iron wheel via the transmission to drive the iron wheel.

  Further, in the above-described embodiment, the case of two-unit connection in which the electrically driven traveling vehicle 1 and the engine-driven traveling vehicle 100 are coupled has been described. However, the coupled traveling system of the present invention similarly applies to the case of three or more units coupled. Can be applied.

  Further, in the above-described embodiment, the case where the track-and-work vehicle is connected as an example of the connected traveling vehicle to which the present invention is applied has been described. However, the present invention is not limited to the case where the track-and-work vehicle is connected. The present invention can be applied to any connected traveling vehicle in which track traveling vehicles that can travel on the track are coupled.

1 Railroad work vehicle (electrically driven vehicle)
15 Iron wheel (electrically driven wheel)
16 Traveling electric motor (electric motor)
35 Travel control lever (travel control means)
50 controller (electrically driven wheel control means)
61 Traveling battery 75 Disc brake device (mechanical brake means)
100 track-and-rail work vehicle (engine-driven vehicle)
115 Engine-driven wheel 145 Traveling control lever (traveling control means)
150 controller (engine drive wheel control means)
175 Disc brake device (mechanical brake means)

Claims (4)

An electrically driven vehicle that travels on a track by driving an electrically driven wheel by an electric motor that rotates by receiving electric power supplied from a battery for traveling, and an engine driven wheel that drives on the track by using driving force from the engine. A coupled traveling system for traveling on a track with a coupled traveling vehicle coupled with an engine-driven traveling vehicle traveling on
Mechanical brake means provided in at least one of the electric drive vehicle and the engine drive vehicle;
By controlling the power supply from the traveling battery to the electric motor to control the driving of the electric driving wheel, and by the power generation action of the electric motor driven by the electric driving wheel during deceleration of the electric driving traveling vehicle Electric drive wheel control means for controlling the braking of the electric drive wheels by performing control to supply the obtained electric power to the traveling battery;
Engine driving wheel control means for controlling driving force from the engine to control driving of the engine driving wheel;
A travel operation means provided in at least one of the electrically driven travel vehicle and the engine driven travel vehicle,
In accordance with the operation of the travel operation means, the electric drive wheel control means and the engine drive wheel control means control the driving of the electric drive wheels and the engine drive wheels so that the connected travel vehicle travels on the track. Configured,
When decelerating the connected traveling vehicle from the state of traveling on a track, the braking control of the electrically driven wheels for supplying the power obtained by the power generation action of the electric motor to the traveling battery is performed with priority. A connected traveling system that performs control to obtain an insufficient braking force by the mechanical brake means. The engine drive wheel control means controls the engine brake action of the engine obtained when the engine drive vehicle is decelerated to control braking of the engine drive wheel;
2. The control for obtaining the insufficient braking force by an engine braking action of the mechanical brake means and the engine when the connected traveling vehicle is decelerated from a state of traveling on a track. The connected traveling system described in 1. An electrically driven vehicle that travels on a track by driving an electrically driven wheel by an electric motor that rotates by receiving electric power supplied from a battery for traveling, and an engine driven wheel that drives on the track by using driving force from the engine. A coupled traveling system for traveling on a track with a coupled traveling vehicle coupled with an engine-driven traveling vehicle traveling on
Electric drive wheel control means for controlling power supply from the battery for traveling to the electric motor to control driving of the electric drive wheels;
Engine driving wheel control means for controlling driving force from the engine to control driving of the engine driving wheel;
A travel operation means provided in at least one of the electrically driven travel vehicle and the engine driven travel vehicle,
In accordance with the operation of the travel operation means, the electric drive wheel control means and the engine drive wheel control means control the driving of the electric drive wheels and the engine drive wheels so that the connected travel vehicle travels on the track. Configured,
When the connected traveling vehicle travels on a track, power is supplied from the traveling battery to the electric motor, and drive control of the electric drive wheels that drives the electric drive wheels by the electric motor is preferentially performed. And a control for obtaining a deficient travel output by drive control of the engine drive wheel for driving the engine drive wheel using a drive force from the engine. The connected travel system according to claim 3, wherein when the remaining battery level of the travel battery decreases below a predetermined value, control for suppressing travel output obtained in drive control of the electrically driven wheels is performed. .

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