JP3510574B2 - Protection device for main circuit system of railway vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a protective device for a main circuit system of a railroad vehicle, which is provided with two or more control means for controlling a main electric motor that rotationally drives wheels during one formation.

[0002]

2. Description of the Related Art Generally, the main circuit system of a railway vehicle is
Power is taken from the overhead wire through a pantograph (current collector), supplied to a main conversion device (for example, an inverter device) through a fuse device and a filter device, and then the main circuit control device is operated by a cab (train control device). ), The electric current corresponding to the driving command is supplied to the main electric motor that rotationally drives the wheels.

By the way, a power distribution type electric vehicle has a plurality of main circuit control devices during formation, and is configured so that the vehicle can travel at a predetermined acceleration when all the devices operate normally. Therefore, when a part of the main circuit control device in one formation fails or stops, a predetermined acceleration cannot be obtained. Therefore, a powering command may be given for a long time in order to obtain a predetermined operating speed, and there is a risk of damage to each part of the main circuit control device (for example, a filter device or an inverter device) due to increased load.

Therefore, in order to prevent damage to a device (for example, a main motor) due to an increase in load due to a failure or a stop of one of the main circuit controllers in one formation, based on a status signal issued by the main circuit controller, It was necessary to judge the load condition.

[0005]

However, in the method of determining the load state based on the state signal issued by such a main circuit control device, the signal transmission means between devices, for example, the input / output device of the state signal, and the device You need electric wires,
It is difficult to increase costs and add functions to existing vehicles.

The present invention has been made in view of the above problems, and evaluates acceleration during power running, indirectly detects the state of the main circuit control device, and determines the load state of the main circuit system. An object of the present invention is to provide a protective device for a main circuit system of a railway vehicle that can be used.

[0007]

According to a first aspect of the present invention, a main circuit system of a railway vehicle is equipped with two or more control means for controlling a main electric motor for rotationally driving a car during one formation. In the device, a power running detection means for detecting that the railway vehicle is in power running, an acceleration detection means for detecting the running acceleration of the rail vehicle, a signal from the power running detection means and the acceleration detection means, during power running, Acceleration is
The number of times determined to be in the low acceleration state is set out of a fixed number of times of power running in the past, which receives signals from the acceleration evaluation means that determines a low acceleration state when the acceleration is lower than the reference acceleration, and the power running detection means and the acceleration evaluation determination means. When the number of times is exceeded,
By controlling the control means, the current to the main motor is reduced as compared to the normal state, and the number of times the low acceleration state is determined is
When the set number of times is reached, the current state is maintained and low acceleration
When the number of times it is judged as a degree condition is less than the set number of times
And a protection means for returning to the normal state .

In this way, the acceleration evaluation means executes the acceleration evaluation for detecting the low acceleration state in which the acceleration is lower than the reference acceleration during the power running. This is performed every time a powering command is issued. Then, the number of times that it is determined to be in the low acceleration state is counted. Then, when the number of times the protective means determines that the vehicle is in the low speed state exceeds the set number of times during a certain number of power runs in the past, the control means is controlled and the current to the main motor is reduced as compared with the normal state. . Therefore, a large current to the main motor is prevented from continuously flowing for a long time, and damage to the device due to temperature rise is prevented.

In addition, acceleration evaluation is performed during power running,
Since the state of the main circuit controller is indirectly detected and the load state of the main circuit system is determined, additional wiring and changes / modifications of other devices are not required, and software for the main circuit controller is generally used. Since it can be realized only by changing the above, addition to existing vehicles is easy. The protection means is
In the past, a certain number of power runs were judged to be in a low acceleration state.
The current state is maintained when the number of
On the other hand, the number of times it is determined to be in the low acceleration state is the set number of times.
When there is less, I try to return to the normal state
Therefore, the protection mode that temporarily reduces the current supplied to the main motor.
Even after switching to the
To maintain the current state or limit the current
A judgment is made as to whether or not to return to the normal state. Yo
As a result, the operation of railway vehicles can be facilitated.

According to a second aspect of the present invention, there is provided idling detection means for detecting the idling of the wheels of the railway vehicle, and the acceleration evaluation means receives a signal from the idling detection means to reduce the acceleration due to the idling of the wheels. In the case of the state, it is desirable to invalidate the determination of the low acceleration state and not count.

In this way, if the wheel runs idle between the time the powering command is issued and the time it disappears, idling control is performed to reduce the normal torque to prevent idling.
Since the acceleration decreases, the low acceleration state due to the idling control is excluded from the evaluation of the low acceleration state.
That is, when the idling control is performed, the determination of the low acceleration state is invalid and is not counted.

[0012]

[0013]

Further, as described in claim 3 , it is preferable that the protection means reduces the current to the main motor from a normal state only in a high speed range.

With this configuration, the acceleration evaluation is performed in the low speed region showing a constant acceleration force, and the current suppressing action in the protection mode does not affect the acceleration evaluation.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram showing a schematic configuration of a main circuit system of a railway vehicle according to the present invention.

In a railway vehicle, the main circuit system is
1 is taken in from the overhead wire 100 by using a current collector 1 (pantograph) having a current collecting function, passes through a fuse device 2, and a filter device 3 to a main converter 4 (for example, an inverter). Device). The main converter 4 is controlled by the main circuit controller 5. The main circuit control device 5 receives a driving command (powering command, braking command) from the train control device 11 in the cab, and controls the main conversion device 4 so as to supply power to the main electric motor 6 in accordance with the driving command. It controls the rotation speed and torque of the main electric motor 6, which is the basis of the running characteristics of the railway vehicle.

The speed generator 7 associated with the wheel 10 induces an induced voltage corresponding to the rotation of the wheel 10 and is used as a speed sensor for detecting the speed. Since the speed generator 7 generates a speed signal, the wheels 10
It is used to detect the idling of the. The traveling data including the speed signal is collected in the main circuit controller 5. The main circuit control device status signal from the main circuit control device 5 is taken in by the monitor device 8, and data is exchanged with other railway vehicles via the transmission path 12 (inter-vehicle transmission), and the data is transmitted to the cab. Transmission and reception of a driving command from a train control device 11 is performed via the transmission line 9.

Since the main circuit control device 5 of the rolling stock makes individual judgments as to whether or not the vehicle is in the low acceleration state during power running, in the present invention, the signal transmission path of the main circuit control device status signal is used. , And the transmission path 12 for vehicle-to-vehicle transmission for performing data transmission between vehicles is not required.

When the main circuit control unit 5 receives the power running command, the main circuit control unit 5 determines that the vehicle is in the power running state by the power running command, and gives the main converting unit 4 a power running command and at the same time The acceleration value obtained by processing the vehicle speed input from the generator 7 is compared with a predetermined reference acceleration value (nominal value) when all the main circuit control devices 5 of one formation are sound. When the acceleration value becomes lower than the reference acceleration value by more than a predetermined amount,
It is determined that the vehicle is in a low acceleration state, which is an overload state. In this case, the speed generator 7 is used to obtain the speed value and the acceleration value.
A signal provided from an external sensor provided separately may be used instead of the signal from the.

The acceleration evaluation is continued from the time the powering command is issued until it disappears, and the comparison judgment between the reference acceleration value and the actual acceleration value is made once for each powering command. However, when idling of the wheel is detected during power running, the idling control is performed and the acceleration is reduced due to the suppression of the driving torque. Therefore, the acceleration evaluation is invalid and the low acceleration state is not determined.

As described above, the acceleration evaluation is performed for each power running, and it is determined whether or not the vehicle is in the low acceleration state.
6 out of 0 power runs were determined to be in a low acceleration state
If it is more than once, it is determined that the main circuit control device 5 is in a high load state (failure or stop state). In this case, the vehicle running performance is intentionally suppressed, and a transition is made to a protection mode in which the main conversion device 4 is controlled to suppress the main circuit current. Here, the power running is determined 10 times in the past in order to eliminate erroneous detection due to the influence of disturbance such as the gradient of the track on the vehicle acceleration. Further, the number of target power runs does not necessarily have to be 10 and may be multiple.

The acceleration evaluation during power running is performed even in the protection mode. For example, when the number of times of determination of low acceleration is equal to 5 out of the past 10 power runs, the load state is not clear, so While maintaining the mode, if the number of times the low acceleration state is determined is 4 times or less, it is determined that the load state is normal, and the current limit is changed to the normal mode in which the current limit is not applied. Return to.

As described above, since the acceleration evaluation is performed even in the protection mode, the suppression of the current in the main circuit control device 5 is performed only in the high speed region, and the acceleration evaluation is performed at the low speed indicating a substantially constant acceleration force. It is desirable to do so. As a result, it is possible to prevent the current suppressing action in the protection mode from affecting the acceleration detection.

Next, with reference to FIG. 2, acceleration evaluation during power running and switching to the protection mode will be described.

First, in step S1, it is determined whether or not the vehicle is in a stopped state, and if the vehicle is in operation, it is determined in step S2 whether or not there is a powering command for accelerating the vehicle.
To judge. Here, the reason why the vehicle is in the stopped state is to judge whether or not the vehicle is in the low acceleration state every time the vehicle stops at the station.

When it is confirmed that the powering command is issued, the acceleration is evaluated in step S3. In this acceleration evaluation, it is evaluated whether or not it is in a normal acceleration state based on the power running command data and the detected speed value and acceleration value.
For example, it is determined whether or not the vehicle is in the low acceleration state depending on whether or not the acceleration value is far from the reference acceleration value (nominal value).

Subsequently, in step S4, it is determined whether or not there is a power running command. If there is a power running command, the power running is still in progress, and the acceleration evaluation is further continued. That is,
Acceleration evaluation is continued during the period when there is a powering command.

When the powering command disappears, it is determined that one powering (acceleration) has been completed, and it is determined whether or not there is a decrease in the acceleration value that does not reach the reference acceleration value based on the acceleration evaluation in step S3 ( Step S5).

Then, it is determined whether or not slipping has been detected (step S6). Here, it is not only when the main circuit control device 5 is in the high load state that the acceleration is low, but whether the wheel 10 is idling (including gliding) is determined whether the idling is detected or not. In some cases, the idling control is performed when this idling occurs, and in this idling control, the acceleration decreases due to the suppression of the drive torque. Therefore, the acceleration decrease (low This is because it needs to be distinguished from the acceleration state).

When slipping is detected, the determination that the vehicle is in the low acceleration state is invalid for the reason described above even if the acceleration is reduced, and the number of times of the low acceleration state for changing the mode is set. Is not added to. Therefore, it is determined that the vehicle is in the low acceleration state only when the idling is not detected (step S7), and the process returns to step S1.

The above processing is carried out each time the train is stopped at the station and departs and a powering command is issued.
The acceleration is evaluated once, that is, it is determined whether or not the vehicle is in the low acceleration state.

As described above, the acceleration evaluation is repeated each time there is a power running command, and when the number of power running commands exceeds 10, in step S7, an operation is performed according to the acceleration evaluation in order to protect the main circuit system. The mode will be selected.

That is, in step S8, it is determined how many counts were determined to be in the low acceleration state out of the 10 power runs going back in the past. When the low acceleration state is four times or less, it is considered that the vehicle acceleration is determined to be the low acceleration state because the vehicle acceleration is affected by the disturbance such as the gradient of the track, so that the current to the main motor 6 is reduced. Shifts to the normal mode that does not limit (step S
9) While returning to step S7, when the low acceleration state is five times, the load state is not clear, so the current operation mode is maintained (step S10), and the process returns to step S7. That is, if the normal mode was determined in the previous evaluation, the current normal mode is maintained, and if the protective mode was determined in the previous evaluation, the protected mode is maintained.

In step S8, the low acceleration state is 6
If it is equal to or more than the number of times, it shifts to the protection mode for limiting the current to the main motor 6 (step S11). If it is already in the protection mode, the protection mode is continued and the process returns to step S8.

FIG. 3 shows the acceleration notch characteristic, in which the solid line shows the speed-torque (proportional to acceleration) characteristic and the broken line shows the speed-current characteristic.

In FIG. 3, 4 notches 4 in the protection mode.
Even if the use of N is restricted and a command for 4 notch 4N is given as a powering command, the command is forcibly shifted to 3 notch 3N.

Therefore, by suppressing the torque (acceleration) in the high speed range (about 37 km / h or more), the current value is also suppressed and the main circuit system is prevented from overheating. Therefore, when there is a command to shift to the protection mode, the acceleration notch of the main circuit control device 5 is changed to the 3 notch 3N even if the command of the 4 notch 4N is issued from the driver or the automatic driving device (ATO). Force a transition. By shifting to the 3 notches 3N in this way, in the high speed region (about 37 km / h or more), the current to the main motor 6 is reduced compared to the normal state (4 notches 4N).

Since switching to the protection mode based on such acceleration evaluation is independently discriminated by each main circuit control device 5, information is exchanged between vehicles in one formation, and trains on the driver's cab are exchanged. It is not necessary to exchange information between the main circuit control device 5 and the main circuit control device 11.

FIG. 4 is a block diagram showing the configuration of a main circuit control device for a railway vehicle according to the present invention. Main circuit controller 5
4, as shown in FIG. 4, the power running detection means 51 for detecting that the rail vehicle is power running based on the power running command from the train control device 11, and the running of the rail vehicle based on the speed signal from the speed generator 7. Acceleration detecting means 52 for detecting acceleration. The power running detection means 51 and the acceleration detection means 5
Based on the signal from 2, the acceleration evaluation means 53
Whenever there is a powering command, a low acceleration state is determined when the acceleration value is lower than the reference acceleration value during the powering. Of the evaluations by the acceleration evaluation means 53 for each powering command, the number of times it is determined that the acceleration is lower than the reference acceleration value is 6 times.
When the number of times is equal to or more than the number of times, the protection means 54 shifts from the normal mode to the protection mode, and the current to the main motor 6 is reduced. That is, even if the main conversion device 4 is controlled by the main circuit control device 5 and the command of 4 notch 4N is given as the power running command, as described above, it is forcibly shifted to 3 notch 3N and flows to the main motor 6. The current is reduced and the temperature rise is suppressed.

In the above embodiment, the protection means 54 is provided in the main circuit control device 5, but the invention is not limited to this. For example, the protection means 54 may be provided in the monitor device 8.

[0043]

The main circuit system protection device for a railway vehicle according to the first aspect of the present invention evaluates acceleration during power running, indirectly detects the state of the main circuit control device, and determines the load state of the main circuit system. Therefore, when a part of the main circuit system of one formation is defective, a driving operation to prevent an increase in the load on the sound main circuit system due to it, that is, continuous power running for a long time. It is possible to avoid driving. Further, it does not require additional wiring or change / remodeling of other devices, and can be generally realized only by changing the software of the main circuit control device, and addition to an existing vehicle is easy. In addition, once in protected mode
Also, the acceleration is evaluated and the current state is maintained.
Or to return to a normal state without current limitation
As the decision is made to continue,
It is possible to achieve smoothness, and railway vehicle operation is controlled by acceleration.
The influence on the line can be minimized.

According to the second aspect of the present invention, in acceleration evaluation, the decrease in acceleration due to wheel idling control is excluded from the acceleration evaluation. Therefore, the influence due to torque decrease due to idling control can be eliminated.

[0045]

According to the third aspect of the present invention, the protection means reduces the current to the main motor from that in the normal state only in the high speed range. Therefore, the current suppressing action in the protection mode is performed. However, it does not affect the acceleration evaluation performed in the low speed region.

[Brief description of drawings]

FIG. 1 is a diagram showing a schematic configuration of a main circuit system of a railway vehicle according to the present invention.

FIG. 2 is a flowchart showing a processing flow by the protection device according to the present invention.

FIG. 3 is an acceleration notch characteristic diagram for explaining the operation of the present invention.

FIG. 4 is a block diagram of a protective device for a main circuit system of a railway vehicle according to the present invention.

[Explanation of symbols]

1 Current collector (pantograph) 2 fuse device 3 Filter device 4 Main converter 5 Main circuit controller 6 main motor 7 speed generator 8 monitor 9 transmission lines 10 wheels 11 Train control device 12 Inter-vehicle transmission line 13 Train control device 51 Powering detection means 52 Acceleration detecting means 53 Acceleration evaluation means 54 Protective measures

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP 2000-134703 (JP, A) JP 6-54401 (JP, A) JP 8-9501 (JP, A) JP 10-13970 (JP, A) JP 8-171406 (JP, A) JP 2000-181536 (JP, A) JP 4-245308 (JP, A) JP 58-84308 (JP, A) JP SHO 41-6081 (JP, B1) (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60L 15/20

Claims (3)

(57) [Claims] 1. A protective device for a main circuit system of a railway vehicle, comprising one or more control means for controlling a main electric motor for rotationally driving a transportation during one formation, and detecting that the railway vehicle is in power running. A power running detection means, an acceleration detection means for detecting the running acceleration of the railway vehicle, a signal from the power running detection means and the acceleration detection means, and when the power running is lower than the reference acceleration, a low acceleration state is set. When the signals from the acceleration evaluation means for determination, the power running detection means and the acceleration evaluation determination means are received, and the number of times of determination of a low acceleration state out of a fixed number of power runs in the past exceeds a set number, the control means To control the current to the traction motor to a lower level than normal.
The number of times it is determined that the low acceleration state has decreased
If it is not, the current state is maintained and it is judged as a low acceleration state.
When the number of times that the
It is provided with a protection means for returning the protection device of the main circuit system of a railway vehicle characterized by. 2. The system further comprises a slip detecting means for detecting slip of wheels of the railway vehicle, wherein the acceleration evaluating means receives a signal from the slip detecting means, and in the case of a low acceleration state due to slip of the wheels. The apparatus for protecting a main circuit system of a railway vehicle according to claim 1, wherein the determination that the vehicle is in a low acceleration state is invalidated. 3. The protection means is a current to the main motor.
Is reduced only in the high speed range compared to the normal state.
The protective device for a main circuit system of a railway vehicle according to claim 1 or 2, which is a thing .