JP2021188406A - Railway vehicle door opening/closing control device - Google Patents

Abstract

To provide a railway vehicle door opening/closing control device capable of preventing the opening/closing operation time from being prolonged due to the frictional resistance or the like of the door and enabling the smooth operation of the railway.SOLUTION: A control circuit 30A for a railway vehicle door includes a compensation pattern operation part 39 for generating a speed compensation pattern by correcting a preset speed reference pattern, in which the compensation pattern operation part 39 generates a first or second speed compensation pattern by correcting a speed command during deceleration of the speed reference pattern so that an opening operation time or a closing operation time of the door 11 is equal to a design value of each operation time in the speed reference pattern when the actual acceleration of the door 11 which is opened or closed by giving predetermined speed and acceleration based on the speed reference pattern to a motor 20 is less than the acceleration of the door 11 in the speed reference pattern 39A.SELECTED DRAWING: Figure 1

Description

The present invention relates to an opening / closing control device for a railroad vehicle door, and more particularly to a control technique for maintaining a door opening / closing operation time at a design value.

FIG. 4 is a block diagram showing a railroad vehicle door opening / closing device described in Patent Document 1.
In the figure, 10 is a door portion installed in a railroad vehicle, 11 is a door that opens and closes, 12 is a rail, 13 and 14 are door rollers, and 15 is a joint.
Further, reference numeral 20 denotes a linear synchronous motor for driving the door 11, a stator 21 made of a permanent magnet, a mover coil 22 connected to the joint 15 of the door portion 10 to move the door 11 linearly, and the like. Sensor 23 as a detection means for counting two-phase pulses to detect the speed of the mover coil 22 and detecting the relative positional relationship (pole position) between the magnetic pole of the stator 21 and the mover coil 22. And have.

Further, reference numeral 30 denotes a control circuit for supplying electric power to the mover coil 22.
In the control circuit 30, the condition monitoring control circuit 31 outputs a speed switching command 31a, a calculation switching command 31b, and a limit value switching command 31c based on the output signal of the sensor 23, the speed setting value 32a, and the thrust setting value 34a. .. The set value calculation circuit 32 calculates a predetermined speed set value 32a for the linear synchronous motor 20 based on a command from the crew and a speed switching command 31a.
Based on the calculation switching command 31b, the speed controller 33 performs a proportional integration calculation or a proportional calculation so as to eliminate the deviation between the speed setting value 32a and the speed detection value from the sensor 23, and the thrust command value of the linear synchronization motor 20. Is calculated.

The limit value switch 34 limits the above thrust command value to a limit value or less that can be switched by the limit value switching command 31c, and outputs this as a thrust set value 34a.
The signal converter 35 converts the thrust set value 34a into the current set value of each phase of the mover coil 22 based on the position detection value.
The current regulator 37 operates so as to eliminate the deviation between the above-mentioned current set value and the current detected value by the current detector 36, and generates a drive signal for each phase.
The power converter 38 is composed of an inverter or the like, and by turning on / off the semiconductor switching element in response to the drive signal, the DC voltage is converted into a predetermined AC voltage and supplied to the mover coil 22.

According to the above-mentioned prior art, the speed control of the linear synchronous motor 20 according to a predetermined speed command pattern while the state monitoring control circuit 31 monitors the speed detection value and the position detection value by the sensor 23 and manages the current position of the door 11. By performing thrust control, the door 11 can be smoothly opened and closed.

Further, in Patent Document 2, the reference control pattern of the voltage command value or the speed command value given to the motor is corrected according to the power supply voltage detection value, so that the vehicle door can be stably driven even when the power supply voltage fluctuates. A vehicle door open / close control device that enables this is known.
Further, Patent Document 3 describes a platform door device that controls opening and closing of doors according to an appropriate speed command pattern selected according to a train operation time, a platform door position, a platform congestion status, and the like.

Japanese Unexamined Patent Publication No. 10-129474 (Fig. 1 etc.) International Publication No. 2015/045953 (Fig. 2, etc.) Japanese Unexamined Patent Publication No. 2007-30781 (FIGS. 3, FIG. 4, etc.)

In the prior art described in Patent Document 1 described above, when the door 11 is accelerated to open and close, the door rollers 13 and 14 supporting the door 11 are damaged, and errors or fullness during manufacturing or mounting of each member are achieved. Due to the pressure applied to the door 11 and the distortion of the rail 12 during riding, the frictional resistance when the door 11 moves increases and the acceleration becomes insufficient, and the time required for the opening / closing operation becomes longer than the design value due to the increase in the acceleration time. There was a problem.

Further, the conventional technique described in Patent Document 2 controls the speed of a vehicle door using a pattern corrected with a reference control pattern, and the conventional technique described in Patent Document 3 has a speed selected from a plurality of types. The opening and closing of the platform door is controlled according to the command pattern.
However, these conventional techniques cannot prevent the opening / closing operation time from being prolonged when the acceleration is insufficient due to the frictional resistance of the door or the like.

Therefore, a solution to the present invention is to provide a railroad vehicle door open / close control device that prevents the door opening / closing operation time from becoming longer than the design value due to frictional resistance or the like and enables smooth operation of the railway. be.

In order to solve the above problems, the invention according to claim 1 is
A motor for driving a door for a railroad vehicle, a detection means for detecting the speed and position of the door, and a power converter according to a speed command pattern generated based on the detection value by the detection means and a predetermined set value. In a railroad vehicle door open / close control device equipped with a control circuit that controls the motor at a variable speed by controlling the motor.
The control circuit is
A compensation pattern calculation unit for correcting a speed reference pattern preset as the speed command pattern to generate a speed compensation pattern is provided.
The compensation pattern calculation unit is
When the actual acceleration of the door that opens or closes by applying a predetermined speed and acceleration based on the speed reference pattern to the motor is shorter than the acceleration of the door in the speed reference pattern, the door is opened. The feature is that the speed compensation pattern is generated by correcting the speed command at the time of deceleration of the speed reference pattern so that the operation time or the closed operation time becomes equal to the design value of each operation time in the speed reference pattern. do.

The invention according to claim 2 is the first speed compensation pattern in which the speed compensation pattern slows down the deceleration of the door in the speed reference pattern in the open / close control device for a railroad vehicle door according to claim 1. It is characterized by being.

According to a third aspect of the present invention, in the open / close control device for a railroad vehicle door according to the first aspect, the speed compensation pattern is a second speed obtained by extending the time of the high-speed hourly speed of the door in the speed reference pattern. It is characterized by being a compensation pattern.

According to a fourth aspect of the present invention, in the open / close control device for a railroad vehicle door according to the second aspect, the amount of movement of the door obtained by slowing the deceleration of the door is insufficient due to insufficient acceleration of the door. It is characterized in that the first speed compensation pattern is generated so as to be equal to the movement amount of the door.

According to the fifth aspect of the present invention, in the open / close control device for a railroad vehicle door according to claim 3, the amount of movement of the door obtained by extending the time of the high-speed speed of the door is due to insufficient acceleration of the door. It is characterized in that the second speed compensation pattern is generated so as to be equal to the insufficient movement amount of the door.

According to the present invention, even if the frictional resistance of the door increases due to various causes and the acceleration during the opening / closing operation does not reach a preset value, the opening / closing operation time can be increased by appropriately correcting the deceleration of the door. It can be maintained according to the design value. This can prevent delays in the opening and closing operations of the doors and contribute to the smooth operation of the railway.

It is a block diagram which shows the opening / closing control device of the door for a railroad vehicle which concerns on embodiment of this invention. It is a figure which shows the function of the compensation pattern calculation unit in FIG. It is a flowchart which shows the operation of the Embodiment of this invention. It is a block diagram which shows the prior art described in Patent Document 1. FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing an open / close control device for a railroad vehicle door according to this embodiment, and the same parts as those in FIG. 4 are designated by the same reference numerals. In the following, the parts different from FIG. 4 will be mainly described.

In the control circuit 30A shown in FIG. 1, a compensation pattern calculation unit 39 is provided between the set value calculation circuit 32 and the speed controller 33, and the compensation pattern calculation unit 39 is in the linear synchronization motor 20. The speed detection value detected by the sensor 23 is input.

FIG. 2 shows the function of the compensation pattern calculation unit 39.
In FIG. 2, the velocity reference pattern 39A is composed of an upper velocity pattern (vertical axis is velocity V) and a corresponding lower thrust pattern (vertical axis is thrust (or torque) T).
The upper speed pattern is created in advance using various parameters output from the set value calculation circuit 32, and the acceleration operation part (acceleration α, acceleration time t ₁ ) where the speed of the door 11 increases, increases. High-speed operation part that maintains the speed (high-speed speed _VH , high-speed time t ₂ ), deceleration operation part where the speed of the door 11 decreases (deceleration β, deceleration time t ₃ ), and the reduced speed is maintained. It consists of a low-speed operation part (low-speed speed _VL , low-speed time t ₄ ), and a part after that until it stops due to coasting. Here, α = V _H / t ₁ and β = (V _H −V _L ) / t ₃ .
Further, OT is the operation time of the open operation or the closed operation given as a design value, D is the switching time for decelerating from high speed and switching to low speed, and S is the time corresponding to the movement stroke of the door 11 (the above operation time OT). Time corresponding to), 101 and 102 are thrust limit values.

The acceleration shortage detecting means 39B in FIG. 2 has a high-speed speed _VH and an acceleration α of the speed reference pattern 39A, a speed detection value v by the sensor 23, and an elapsed time t from the start of the opening operation or the closing operation of the door 11. Based on this, insufficient acceleration of the door 11 is detected. As described above, this insufficient acceleration is caused when the door 11 moves due to damage to the door rollers 13 and 14, errors during manufacturing or mounting of each member, pressure on the door 11, distortion of the rail 12, and the like. This is due to the increase in frictional resistance of the door.

FIG. 3A is a flow for detecting insufficient acceleration of the door 11, and if the calculated acceleration value (v / t) is smaller than the preset acceleration α (step S1 YES), it is determined that the acceleration is insufficient and Δt. ₁ = V _H / α-t ₁ is calculated (S2), and if the acceleration calculation value (v / t) is the acceleration α or more (S1 NO), the process _{ends with Δt 1} = 0 (S3). Delta] t ₁ of the above is the acceleration extended time to regain insufficient acceleration, the speed of the door 11 is in the original acceleration extra required than the time t ₁ in order to reach high speeds velocity V _H 0 ..

_{The Δt 1} output from the acceleration shortage detecting means 39B is input to the compensation pattern calculating means 39C as shown in FIG. In the compensation pattern calculation means 39C, the high-speed speed _VH , the low-speed speed _VL , the deceleration time t ₃ , the low-speed time t ₄ , and the high-speed low-speed switching time D in the speed reference pattern 39A are also input.

In the compensation pattern calculation means 39C, when the acceleration shortage is detected by step S1 in FIG. 3A, the flow of FIG. 3B is executed, and the speed reference pattern 39A can maintain the opening / closing operation time OT which is the design value. Is corrected to generate the first speed compensation pattern 39D ₁ or the second speed compensation pattern 39D ₂ , and output to the speed controller 33.
Here, the first speed compensation pattern 39D ₁ is a pattern in which the deceleration β is relaxed to β'by the amount of insufficient acceleration and the high-speed / low-speed switching time D is maintained as the speed reference pattern 39A, and the second speed. The compensation pattern 39D ₂ is a pattern in which the high-speed / low-speed switching time D is delayed by the amount of insufficient acceleration to shift to D'and the deceleration β is maintained as the speed reference pattern 39A.

The specific procedure for generating the first or second speed compensation patterns 39D ₁ and 39D ₂ is as shown in FIG. 3 (b).
First, Δt ₃ = V _H / (V _H −V _L ) × Δt ₁ is calculated (step S11). As shown in the speed compensation pattern 39D ₁ of FIG. 2, this Δt ₃ is a deceleration extension time added to the _{original deceleration time t 3} in order to loosen the deceleration β to β'.
In the first speed compensation pattern 39D ₁ , 103 is the movement amount lost due to insufficient acceleration, and 104 is the movement amount to be compensated by extending the deceleration time. Since it is necessary to make the movement amount 104 equal to the movement amount 103 in order to compensate for the insufficient acceleration, Δt _{3 when the areas of the movement amounts 103 and 104 are equal is set to Δt 3} = V _H / (V _H −) in step S11. Calculated by _VL ) × Δt _1.

Next, the magnitude relationship between the above Δt ₃ and the low speed time t ₄ in the speed reference pattern 39A is determined (S12).
And, in the case of _{Δt 3 <t 4 (S12 YES} ), we obtain the _{β '= (V H -V L} ) / (t 3 + Δt 3) by deceleration beta'. By correcting the first reference speed pattern 39A using the beta ', and outputs the speed compensation pattern 39D ₁ to the speed regulator 33 with obtaining a first speed compensation pattern 39D ₁ as a speed command pattern PTN ( S13).
Incidentally, t _{4 'in} the velocity compensation pattern 39D ₁ in FIG. 2 is a slow time after correction, 106 denotes the increase in thrust due to the frictional resistance with respect to the speed reference pattern 39A.

_{If the deceleration β'is obtained as described above, the first speed compensation pattern 39D 1} for decelerating at the deceleration β'can be generated from the same high-speed / low-speed switching time D as the speed reference pattern 39A. If the linear synchronous motor 20 is driven according to the speed compensation pattern 39D ₁ , it is possible to compensate for the insufficient acceleration and open or close the door 11 within a predetermined opening / closing operation time OT.

When Δt ₃ ≧ t ₄ (S12 NO), the high-speed extension time Δt ₂ is _{calculated by Δt 2} = 0.5 × V _H / (V _H −V _L ) × Δt ₁ (S14).
The fast extension time Delta] t _2, as shown in the second speed compensation pattern 39D ₂ in FIG. 2, in time to extend the high-speed time velocity V _H from the high speed-low speed switching time D in the velocity reference pattern 39A to the D ' be.
In the second speed compensation pattern 39D ₂ , 103 is the movement amount lost due to insufficient acceleration, and 105 is the movement amount compensated by adjusting the high-speed / low-speed switching time. Since it is necessary to make the movement amount 105 equal to the movement amount 103 in order to compensate for the insufficient acceleration, Δt _{2 when the areas of the movement amounts 103 and 105 are equal is set to Δt 2} = 0.5 × in the step S14. Calculated by V _H / (V _H −V _L ) × Δt _1.

Next, the magnitude relationship between the above Δt ₂ and the low speed time t ₄ in the speed reference pattern 39A is determined (S15).
Then, in _{the case of Δt 2} <t ₄ (S15 YES), the high-speed / low-speed switching time D'delayed from the time D is obtained by _{D'= D + VH} × Δt _2. By correcting the speed reference pattern 39A using this time D', a second speed compensation pattern 39D ₂ is obtained as the speed command pattern PTN, and this speed compensation pattern 39D ₂ is output to the speed controller 33 (S16). ..
Incidentally, t _{4 'in} the velocity compensation pattern 39D ₂ in FIG. 2 is a slow time after correction, 107 denotes the increase in thrust due to the frictional resistance with respect to the speed reference pattern 39A.

If Motomare fast slow switching time D 'as described above, to produce a second speed compensation pattern 39D ₂ which is delayed by Delta] t ₂ the time D to switch to low speed speed V _L is decelerated speed when speed V _H be able to. By driving the linear synchronous motor 20 according to the speed compensation pattern 39D _2, it is possible to compensate for the insufficient acceleration and open or close the door 11 within a predetermined opening / closing operation time OT.
If Δt ₂ ≧ t ₄ (S15 NO), it may be determined that the case cannot compensate for the insufficient acceleration, and PTN = 0 may be output (S17).

The present invention can be applied to open / close control of so-called platform doors installed on platforms as well as doors installed on railway vehicles.

10: Door part 11: Door 12: Rail 13, 14: Door roller 15: Joint 20: Linear synchronous motor 21: Stator 22: Movable coil 23: Sensor 30A: Control circuit 31: Status monitoring control circuit 32: Set value calculation Circuit 33: Speed regulator 34: Limit value switch 35: Signal converter 36: Current detector 37: Current regulator 38: Power converter 39: Compensation pattern calculation unit 39A: Speed reference pattern 39B: Acceleration shortage detection means 39C : Compensation pattern calculation means 39D ₁ : First speed compensation pattern 39D ₂ : Second speed compensation pattern

Claims (5)

A motor for driving a door for a railroad vehicle, a detection means for detecting the speed and position of the door, and a power converter according to a speed command pattern generated based on the detection value by the detection means and a predetermined set value. In a railroad vehicle door open / close control device equipped with a control circuit that controls the motor at a variable speed by controlling the motor.
The control circuit is
A compensation pattern calculation unit for correcting a speed reference pattern preset as the speed command pattern to generate a speed compensation pattern is provided.
The compensation pattern calculation unit is
When the actual acceleration of the door that opens or closes by applying a predetermined speed and acceleration based on the speed reference pattern to the motor is shorter than the acceleration of the door in the speed reference pattern, the door is opened. The feature is that the speed compensation pattern is generated by correcting the speed command at the time of deceleration of the speed reference pattern so that the operation time or the closed operation time becomes equal to the design value of each operation time in the speed reference pattern. Door open / close control device for railway vehicles. In the open / close control device for a railroad vehicle door according to claim 1,
A railroad vehicle door open / close control device, wherein the speed compensation pattern is a first speed compensation pattern in which the deceleration of the door in the speed reference pattern is slowed down. In the open / close control device for a railroad vehicle door according to claim 1,
A railroad vehicle door open / close control device, wherein the speed compensation pattern is a second speed compensation pattern in which the time of the high-speed speed of the door is extended in the speed reference pattern. In the open / close control device for a railroad vehicle door according to claim 2.
It is characterized in that the first speed compensation pattern is generated so that the movement amount of the door obtained by slowing the deceleration of the door becomes equal to the movement amount of the door which is insufficient due to insufficient acceleration of the door. Door open / close control device for railroad vehicles. In the open / close control device for a railroad vehicle door according to claim 3.
The second speed compensation pattern is generated so that the amount of movement of the door obtained by extending the time of the high-speed speed of the door is equal to the amount of movement of the door that is insufficient due to insufficient acceleration of the door. A door open / close control device for railroad vehicles.

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