JP4271605B2 - Railway vehicle control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railway vehicle control method that can suppress the generation of an excessive self-link force and the unevenness of a brake by adding mainly a control means and some sensors to a conventional inverter-controlled electric train that uses an induction motor. <P>SOLUTION: An estimate value of an actual adhesion coefficient is calculated from information at a wheel skid in place of a method that conventionally uses a fixed value such as 20% with respect to an anticipated adhesion coefficient required for a drive shaft in a train composition, the calculated value is used as the anticipated adhesion coefficient when the calculated value is smaller than the anticipated adhesion coefficient of the drive shaft, and an air supplement control amount is reduced. By the calculation method of the anticipated value of the adhesion coefficient, the anticipate value is obtained by dividing the brake force of the shaft at the wheel skid by the axial weight of the shaft. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a railway vehicle control method.

  The conventional technology will be described by taking as an example an old train using a DC motor, resistance control and power generation brake for railcar control, and a recent inverter control train using an induction motor, power converter and power regeneration brake. .

  First, the gauge of Japanese railways is 1067 mm, which is called a narrow gauge worldwide. The width of the car body at the time of the introduction of the railway was double the gauge based on the experience in the UK, but the current width of the Japanese car body has been expanded to about three times the gauge. Incidentally, it is about 1.3 times in automobiles. The size of the trajectory limits not only the curve radius, the cant and the width of the vehicle body, but also the specifications such as the height and length of the vehicle, the carriage, and the axle weight. For example, in a narrow gauge, a sharp curve traveling at a low speed is allowed as compared with a standard gauge. However, on the other hand, with the expansion of the vehicle body width, restrictions on track conditions, limit speed, and vehicle control methods are increased to prevent accidents such as climbing derailment, buckling derailment, snake behavior and rollover at high speeds. .

  For example, there is a train control method for preventing buckling derailment corresponding to a jackknife phenomenon or a snake phenomenon of an automobile as a basic control method of a railway vehicle. In particular, in the case of trains with high deceleration, the old trains that used DC motors, resistance control, and power generation brakes were respected for designs that considered equal brake force and equal brake response in the train. At the same time, there was an emphasis on designs that do not generate sudden changes in braking force, excessive self-interaction (compressive force applied to the automatic coupling between vehicles), or lateral pressure.

In particular,
(1) Since the output of the DC motor is small, the ratio of the M cars in the train train is increased so that the MT ratio (ratio of the electric car M and the accompanying car T) is 6M4T.
(2) The braking force of the electric vehicle and the accompanying vehicle in the train was designed to have the same deceleration for each vehicle.
(3) A simple power generation brake that does not easily expire is used as a power brake that is used together with a service brake of an electric vehicle.
(4) A highly adhesive cast iron system that generates tread surface roughness by welding wear of the control wheel has been used for the wheel tread surface control device.
(5) The expected adhesion coefficient required for a drive shaft with an MT ratio of 6: 4 is about 14%, which is designed to be close to an adhesion coefficient of 15% in rainy weather.
(6) The bogie has a bolster that can be turned easily even on a sharply curved track, and a spring with a large displacement was used as the shaft spring.
(7) The air brake piping was provided with a throttle, and the pressure change rate and jerk (deceleration change rate) amount were controlled slowly.

  Later, the train's main circuit system evolved, and conventional inverter-controlled trains with high-power, low-maintenance induction motors, expensive power converters, and power regenerative brakes became popular. As a result, cost reduction was prioritized, and the number of parts was greatly reduced.

For example,
(1) The motor output increased, and the ratio of M cars in the train train was concentrated to less than half of the former, such as 4M8T in MT ratio.
(2) The brakes in the train have increased reliance on delaying control that shares the mechanical braking force of the accompanying vehicle on the electric vehicle side.
(3) Electric power regenerative brakes that tend to expire due to the influence of overhead wire voltage have become widespread as service brakes for electric vehicles.
(4) Synthetic systems and sintered systems that reduce wear and surface roughness of the control wheel have become widespread as materials for the wheel tread surface control device.
(5) The expected adhesion coefficient required for a drive shaft with an MT ratio of 4: 8 was 20% or more, and the actual adhesion coefficient during rain was reduced to about 10%.
(6) The bogie became an air spring, the bolsterless type became popular, and the shaft spring used a hard rubber system.
(7) In order to improve the controllability of electro-pneumatic cooperation, the pressure change rate of the air brake circuit increased, and the restriction on the piping was removed.
None

For the reasons described above, particularly in recent inverter-controlled vehicles, it is easily affected by disturbances such as the adhesion between the wheels and the rails (rolling frictional force) and the overhead wire voltage, and the troubles associated therewith have increased. In the background,
(1) Since the ratio of the electric vehicle to the accompanying vehicle decreased while the speed was improved, the expected adhesion coefficient required for the drive shaft was more than twice as much as before.
(2) The difference in the braking force between the electric vehicle and the accompanying vehicle in the train is more than three times that of the previous one at the time of low speed during regular maximum braking.
(3) Due to the voltage difference between the overhead line voltage and each power converter in the train, the power regenerative brake has started to expire and narrow down frequently.
(4) Since the wheel tread has become a mirror surface and the difference between the expected adhesion coefficient and the actual adhesion coefficient has increased, the wheel has started to skid frequently.
(5) Due to the divergence between the expected adhesion coefficient and the actual adhesion coefficient, brake unevenness of the power regenerative brake due to sliding began to occur frequently.
(6) Under-steering tendency increased for trolleys passing through sharp curves. The amount of movement of the axle load increased due to the air spring during braking, and the bias of wheel load increased in the shaft spring using a hard rubber when passing through the longitudinal gradient section.
(7) Since the rate of change in pressure of the air brake circuit has increased, the amount of jerk when the power regeneration brake has expired has increased.

  For the above reasons, in the inverter-controlled train in recent years, the dynamic self-reaction force and lateral pressure have increased compared to the conventional old train.

  Therefore, in order to solve the problems of the conventional inverter-controlled train, the present invention mainly adds control means and some sensors to the conventional inverter-controlled train using an induction motor, and has an excessive self-operating force. An object of the present invention is to provide a railway vehicle control method capable of suppressing occurrence and non-uniformity of brakes.

In order to achieve the above object, the present invention provides
(1) A railway vehicle control method that suppresses the occurrence of excessive self-reaction force and brake non-uniformity, and the amount of delay control of an accompanying vehicle is 50% of the normal maximum braking force that the accompanying vehicle originally requires. The amount of delay control that the electric vehicle shares up to the accompanying vehicle is less than 50% of the maximum brake force that the electric vehicle originally requires and the expectation that is required for the drive shaft in the train organization As for the adhesion coefficient, instead of the conventional method using a fixed value such as 20%, an estimated value of the actual adhesion coefficient is calculated from information at the time of wheel sliding, and the calculated value is smaller than the expected adhesion coefficient value of the drive shaft. is using the calculated value as the expected adhesion coefficient when a method of suppressing the wheel slide. In addition, the calculation method of the estimated value of the adhesion coefficient is obtained by dividing the braking force of the shaft at the time of wheel sliding by the axial weight of the shaft. In addition, with respect to the amount of delay control between the electric vehicle and the accompanying vehicle, instead of the conventional method using a fixed value, the amount of knitting vehicles increases more than a predetermined number of vehicles, or the MT ratio is 1M2T. When the ratio of electric vehicles to cars is small, the amount of delay control is reduced.
( 2 ) A railway vehicle control method that suppresses the generation of excessive self-reaction force and brake unevenness, and the amount of delay control of the accompanying vehicle is 50% of the maximum service braking force originally required by the accompanying vehicle. The amount of delay control that the electric vehicle shares up to the accompanying vehicle is less than 50% of the maximum brake force that the electric vehicle originally requires and the expectation that is required for the drive shaft in the train organization As for the adhesion coefficient, instead of the conventional method using a fixed value such as 20%, an estimated value of the actual adhesion coefficient is calculated from information at the time of wheel sliding, and the calculated value is smaller than the expected adhesion coefficient value of the drive shaft. In this case, the calculated value is used as an expected adhesion coefficient to suppress wheel sliding. In addition, the calculation method of the estimated value of the adhesion coefficient is obtained by dividing the braking force of the shaft at the time of wheel sliding by the axial weight of the shaft. Moreover, for the amount of delay control between the electric vehicle and the accompanying vehicle, instead of the conventional method using a fixed value, either the track information when passing a sharp curve or the information of excessive lateral vibration acceleration is used. using, to reduce the amount of lag rice control.
(3) if for reasons such as trolley voltage of pantograph high reduce the share of the electric brake, for supplementing electropneumatic co Chobu rake control the shortfall in machine 械Bu lake, conventional one both batch by each vehicle Instead of the control, the train brake command line for electric brake control is routed through the train to equalize the electric brake force of the train, and the electric brake force of each vehicle in the train is equalized based on the command. To distribute.
( 4 ) As for the brake control system for electric vehicles, instead of the conventional one-car four-axis collective control type electric command-type air brake system, a new electric command-type air brake system with single-axis control for each axis. In addition to performing electro-pneumatic cooperative brake control for each axis during sliding re-adhesion control, the amount of delay control is limited to less than half of the maximum braking force.
( 5 ) If the deceleration of the train, the number of trains, or the self-reaction force exceeds a preset value, it will be slower than the conventional value instead of the sharp jerk amount of the conventional electric and air brakes. Control the amount of jerk.

As described above, most of the improvement means are due to changes in the railway vehicle control method. Few sensors and devices need to be newly added to trains. That is,
In (1) above, there are no sensors or devices to be added. The railway vehicle control method based on the present invention is adopted.

In the above ( 2 ), a lateral vibration sensor or a lateral pressure sensor is added to the both-end control vehicle of the train set. Alternatively, GPS (satellite positioning system) and track information are added.

In ( 3 ) above, the addition of an electric brake control command line connecting trains and the function of the railway vehicle control method are added.

In the above ( 4 ), it is necessary to individually control the brake control device of the electric vehicle (replacement of the brake control device) and add a function of the railway vehicle control method.

In ( 5 ) above, there are no sensors or devices to be added. The railway vehicle control method based on the present invention is adopted. Alternatively, a self-operating force sensor is provided for some vehicles in the middle of the train set.

  According to the present invention, it is possible to suppress the occurrence of excessive self-reaction force and brake non-uniformity.

More specifically,
(A) Prevention of buckling derailment can be improved.

  (B) The regeneration rate of the brake can be improved.

  (C) Maintenance of mechanical brakes and wheels can be reduced.

  (D) The reliability of the regenerative brake can be improved.

  (E) The drive and control performance can be improved.

A railway vehicle control method that suppresses the occurrence of excessive self-reaction force and brake unevenness, and the amount of delay control of an accompanying vehicle is less than 50% of the normal maximum braking force originally required by the accompanying vehicle. The amount of delay control that the electric vehicle shares to the accompanying vehicle is less than 50% of the maximum brake force that the electric vehicle originally requires, and the expected adhesion coefficient required for the drive shaft in the train organization is If the calculated value is smaller than the expected adhesion coefficient value of the drive shaft, the estimated value of the actual adhesion coefficient is calculated by dividing the braking force of the shaft during wheel sliding by the axle load of the shaft from the information at the time of wheel sliding. is using the calculated value as the expected adhesion coefficient, suppress the wheel slide. Therefore, generation | occurrence | production of an excessive self-reaction force and the nonuniformity of a brake can be suppressed. In addition, with regard to the amount of delay control between the electric vehicle and the accompanying vehicle, instead of the conventional method using a fixed value, the amount of knitting vehicles increases more than a predetermined number of vehicles, or the MT ratio is 1M2T. When the ratio of electric vehicles to cars is small, the amount of delay control is reduced.

  Hereinafter, embodiments of the present invention will be described in detail.

  FIG. 1 is a control block diagram of a railway vehicle showing an embodiment of the present invention.

  In the railway vehicle control apparatus that performs electro-pneumatic cooperative control, delay control, and drive / power running control using both electric and mechanical control in the train shown in this figure, 1 is a vehicle braking detection means (existing vehicle is Command system), 2 is a detecting means for notching step of power running (command system that existing vehicles have), 3 is a detection sensor for vehicle lateral direction G (for airbag used in automobiles) 4) MT (electric vehicle and associated vehicle) ratio detection means (command system of existing vehicles), 5 linear / speed / sliding presence detection means ( The command system of the existing vehicle), 6 is a detection sensor of the self-reaction force, 7 is a detection sensor of the lateral pressure, 8 is a detection means of the punter point current (command system of the existing vehicle), 9 is GPS, 16 is a data input device (track information 17 can be input), 10 is various Data from detection means 1-9 and the data input device 16 is a control device for controlling the optimum vehicle captures.

  Further, the control device 10 includes a notch 11 to be controlled, an electric motor controller 12 that controls electric power of the electric motor 13, an electric brake 14, and a mechanical brake 15.

  First, various terms related to the present invention will be described.

  Electro-pneumatic cooperative control is an electric brake for electric locomotives and trains, in addition to an air brake (which converts the vehicle's kinetic energy into electrical energy by the main motor, which is then passed through a resistor and consumed as heat), Electric brakes such as electric power regenerative brakes (those that cause electric energy generated by the same method as power generation brakes to be consumed by other loads through the train line) are used, but when these electric brake forces saturate or expire This is a control method for causing the sum of the respective brake forces to coincide with the brake force command value, for example, by applying an air brake.

  In the brake using both the electric brake and the air brake, in order to reduce the wear of the friction material due to the air brake of the associated vehicle (T), the delay control is performed by the electric brake of the electric vehicle (M). It is a control method to share. Therefore, when the electric braking force of the train train in which the electric vehicle or the electric vehicle (M) and the accompanying vehicle (T) are united becomes saturated or the electric brake expires, the braking force is generated by the air brake. To capture. The air brake of the accompanying vehicle acts when receiving a command for a strong brake that cannot be borne by the electric brake alone or when the overhead wire voltage is high.

  This action maximizes the use of electric brakes and regenerative brakes for electric vehicles, reduces wear on the brakes of accompanying vehicles, and has advantages such as energy saving and maintenance reduction. Since the start of the rise of the brake cylinder pressure of the accompanying vehicle is delayed, it was named delayed control (see FIG. 2).

In FIG. 2, A is the normal maximum braking force that the T car originally requires, B is the braking force that is reduced by the delay control of 50% or less of the normal maximum braking force A , and F is the M car that is originally required. The normal maximum braking force, E, indicates the braking force of the M (electric) vehicle that is acted upon by the delay control. Although FIG. 2B should be drawn twice as accurately as the scale of FIG. 2A, it is drawn on a 1/2 scale because of space on the paper.

As is clear from FIG. 2A, in the present invention, the amount of delay control for the T car is set to 50% or less of the maximum brake force A for normal use. Further, as is clear from FIG. 2B, the amount of delay control that is shared by the M (electric) vehicle to the T (accompanying) vehicle is 50% or less of the normal maximum braking force F, and the expected adhesion coefficient. And at the same time as the actual calculated adhesive strength. By doing so, wheel sliding is suppressed.

FIG. 3 is a diagram showing an example of a train buckling (snake) phenomenon at the time of delayed control braking of a train train. Here, a 2M3T train is shown, in which 21 is an M car or locomotive, 22, 23 and 25 are T cars, and 24 is an M car.

A train buckling (snake) phenomenon may occur at the time of delayed control braking in such a train.

  Self-reaction force refers to the force acting in the axial direction of the connector between vehicles. Abbreviation for automatic coupling force. It can be easily measured by a sensor that detects the pulling force and compression force (self-linking force) that is inserted in place of the pin that connects the coupler and the shock absorber, and is called a self-link force measuring pin. .

  The lateral pressure refers to a component force in the horizontal direction component in the plane perpendicular to the rail direction among the forces acting between the wheels and the rails (see the force Q in FIG. 4).

  FIG. 5 is an explanatory diagram of the lateral pressure, FIG. 5 (a) is an explanatory diagram of the generation of the horizontal component of the coupler force, FIG. 5 (b) is an explanatory diagram of the self-operating force, and FIG. 5 (c). These are explanatory drawings of lateral pressure Q and wheel load P. FIG.

  Lateral pressure is measured on the vehicle using a test vehicle that incorporates a measuring wheel with a strain gauge, or by running the vehicle on a specific rail with a strain gauge. Measure by comparing ground measurements.

  Jerk control is one of ride comfort, power running / brake control, and electro-pneumatic cooperative control. In railway vehicle control, it refers to control of the rate of change in torque at the start of control of pulling force and braking force. In the case of power running and electric brake, it is controlled by the main motor current. In the case of an air brake, there is also a simple method of switching the aperture diameter. Jerk refers to the rate of time change of acceleration / deceleration, and corresponds to a third-order differential value according to the position time.

  Adhesion refers to a friction phenomenon between rails and wheels that enables transmission of driving force and braking force for accelerating the train, and frictional force acting between the rails and wheels in the circumferential direction of the wheel is referred to as adhesive force.

  The adhesion coefficient is the tangential force coefficient F / W obtained by dividing the tangential force in the wheel circumferential direction per one axle or one wheel acting between the rail and the wheel by the normal force to the rail per one axle or one wheel. The maximum value is called adhesion coefficient (μ).

  Buckling derailment refers to a phenomenon in which a vehicle body is largely displaced beyond the operating range of a spring device supported by the operating force of a compression coupler generated between vehicles in a train formation composed of a plurality of vehicles.

In the present invention,
(1) For the expected adhesion coefficient required for the drive shaft in the train organization, instead of using the conventional fixed value such as 20%, the estimated value of the actual adhesion coefficient is calculated from the information at the time of wheel sliding. It is using the calculated value as the expected adhesion coefficient when the calculated value is less than the expected adhesion coefficient value of the drive shaft, to suppress the wheel slide. In addition, the calculation method of the estimated value of the adhesion coefficient is obtained by dividing the braking force of the shaft at the time of wheel sliding by the axial weight of the shaft.

For this purpose, sensors and devices that have been conventionally equipped can be used, and there is no need to add new sensors or devices, but it is necessary to add the functions of the railway vehicle control method based on the present invention. There is.
(2) As for the amount of delay control between the electric vehicle M and the accompanying vehicle T, instead of the conventional method using a fixed value, when the number of knitting vehicles increases from a predetermined number of vehicles, or when the MT ratio is 1M2T in case a small proportion of the electric vehicle M for the trailer T as to reduce the amount of lag rice control.

For this purpose, sensors and devices that have been conventionally equipped can be used, and there is no need to add new sensors or devices, but it is necessary to add the functions of the rail vehicle control method based on the present invention. There is.
(3) For the amount of delay control between the electric vehicle and the accompanying vehicle, instead of the conventional method using a fixed value, either the track information when passing a sharp curve or the information of excessive lateral vibration acceleration It is used to reduce the amount of lag rice control.

For this purpose, a detection sensor (left / right vibration sensor) 3 in the lateral direction G of the vehicle or a lateral pressure detection sensor 7 is added to the both-end control vehicle of the train set. Alternatively, the track information 17 is input from the GPS (satellite positioning system) 9 and the data input device 16 and used.
(4) Regarding the calculation of the electric brake force of the electric vehicle, in addition to the information on the conventional brake notch (corresponding to the command amount of deceleration), speed and ride weight, the expected adhesion coefficient calculated in (1) above is used. Reduce the share of power regenerative braking.

For this purpose, sensors and devices that have been conventionally equipped can be used, and there is no need to add new sensors or devices, but it is necessary to add the functions of the railway vehicle control method based on the present invention. There is.
(5) Electro-pneumatic coordination (blending) brake control that compensates for the shortage with a mechanical (air) brake when the electric brake share is reduced because the overhead wire voltage at the punter point (the overhead wire voltage by measuring the current at the punter point) is high For, instead of the conventional one-car collective control for each vehicle, a train formation collective electric brake control command line (not shown) is passed through the train in order to equalize the electric brake force of the formation. Based on the command, the electric brake force of each vehicle in the train is evenly distributed.

For this purpose, the addition of an electric brake control command line (not shown) connecting the trains and the function of the railway vehicle control method based on the present invention are added.
(6) As for the brake control system for electric vehicles, instead of the conventional one-car 4-axis batch control type electric command-type air brake system, a new electric command-type air brake system with individual control for each axis. In addition to performing electro-pneumatic cooperative brake control for each axis during sliding re-adhesion control, the amount of delay control is limited to less than half of the maximum braking force.

For this purpose, the brake control device for an electric vehicle is individually controlled (replacement of the brake control device) and the function of the railway vehicle control method based on the present invention is added.
(7) When the deceleration of the train, the number of trains set, or the autonomous force exceeds a preset value, it is slower than the conventional value instead of the sharp jerk amount of the conventional electric and air brakes. Control the amount of jerk.

  For this purpose, sensors and devices that have been conventionally equipped can be used, and there is no need to add new sensors or devices, but it is necessary to add the functions of the railway vehicle control method based on the present invention. There is. Or the self-interaction force sensor 6 with respect to some vehicles in the middle of a formation train is provided.

  Therefore, the railway vehicle control of the present invention is performed by the control device 10 based on the information from the detection sensors 1 to 9 described above, the motor controller 12 for controlling the power of the notch 11 and the motor 13 to be controlled, and the electric brake 14. By controlling the mechanical brake 15, as described above, the generation of excessive self-reaction force and brake unevenness are suppressed.

  The vehicle braking can be detected by detecting the change in speed with the vehicle speedometer in the vehicle braking force detection means 1.

  The power running notch step can be detected by the power running notch step detecting means 2 for detecting the position of the notch step disposed in the driver's seat.

  The detection of the left-right direction G of the vehicle can be detected by the detection sensor 3 in the left-right direction G of the vehicle that detects the force in the left-right direction G acting on the vehicle when traveling along a curve.

  The MT (electric vehicle and associated vehicle) ratio can be detected by the MT (electric vehicle and associated vehicle) ratio detection means 4 based on the vehicle organization data.

  The presence / absence of linearity / speed / sliding can be detected by the detecting means 5 for the presence / absence of linearity / speed / sliding from the displacement, speed and acceleration of the vehicle.

  The detection of the self-reaction force is detected by a self-reaction force detection sensor 6 arranged on a self-reaction force measurement pin connecting the coupler and the shock absorber.

  If necessary, lateral pressure can be detected by on-board measurement using a test vehicle incorporating a measuring wheel shaft with a strain gauge attached, and can be performed by the lateral pressure detection sensor 7.

  The detection of the punter point current is detected by the punter point current detecting means 8 for measuring the punter point current, and the voltage information of the punter point can be obtained.

  FIG. 6 is a diagram showing a railway vehicle on a curved track according to the present invention, FIG. 6 (a) shows the arrangement of the railway vehicle, and FIG. 6 (b) shows a friction circle model of the adhesive force between the wheel and the rail. FIG.

In these figures , 26 is a lateral pressure, 27 is a self-operating force, 28 is a vector used for braking, 29 is a vector used for guiding force, 30 is a vector corresponding to the adhesion coefficient, and 31 is a curved line. Rail, 32 is a cart, 33 is a vehicle arranged on the cart 32, and 34 is a coupler.

  Therefore, when the lateral guide force is taken by the curve, the braking force in the traveling direction decreases by the vector shown in FIG. Therefore, it is necessary to reduce the expected adhesion coefficient.

  FIG. 7 is a diagram showing a railway vehicle model according to the present invention.

  In this figure, 41 is a vehicle body, 42 is a bogie frame, 43 is a wheel shaft, 44 is an air spring, 45 is a yaw damper and its buffer rubber, 46 is a buffer rubber for a traction link, 47 is a shaft spring, 48 is a shaft spring damper, 49 Is the shaft box longitudinal support rigidity.

  In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention can be used for safe railway vehicle control that can suppress the occurrence of excessive self-reaction force and brake unevenness.

It is a control block diagram of a railway vehicle showing an embodiment of the present invention. It is explanatory drawing of delaying control . It is a figure which shows the example of a train buckling (snake) phenomenon at the time of the delaying control brake of a train . It is explanatory drawing of the force which acts on a rail. It is explanatory drawing of a lateral pressure. It is a figure which shows the example of arrangement | positioning of the vehicle which shows the Example of this invention. It is a figure which shows the structure of the trolley | bogie part which shows the Example of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle braking detection means 2 Power running notch step detection means 3 Vehicle left-right direction G detection sensor 4 MT (electric vehicle and associated vehicle) ratio detection means 5 Linearity / speed / sliding presence detection means 6 Self Linkage detection sensor 7 Lateral pressure detection sensor 8 Punter point current detection means 9 GPS
DESCRIPTION OF SYMBOLS 10 Control apparatus 11 Notch 12 Electric motor controller which controls the electric power of an electric motor 13 Electric motor 14 Electric brake 15 Mechanical brake 16 Data input device 17 Line information 26 Lateral pressure 27 Self-reaction force 28 Vector component used for brake 29 Guide force Vector part 30 vector part corresponding to the adhesion coefficient,
31 Curvature rail 32 Bogie 33 Car 34 Coupler 41 Car body 42 Bogie frame 43 Wheel shaft 44 Air spring 45 Yaw damper and its buffer rubber 46 Traction link buffer rubber 47 Shaft spring 48 Shaft spring damper 49 Shaft box front / rear support rigidity

Claims (5)

A railway vehicle control method that suppresses the occurrence of excessive self-reaction force and brake unevenness, and the amount of delay control of an accompanying vehicle is less than 50% of the normal maximum braking force originally required by the accompanying vehicle. The amount of delay control that the electric vehicle shares to the accompanying vehicle is less than 50% of the maximum brake force that the electric vehicle originally requires, and the expected adhesion coefficient required for the drive shaft in the train organization is If the calculated value is smaller than the expected adhesion coefficient of the drive shaft, calculate the estimated value of the actual adhesion coefficient by dividing the braking force of the shaft during wheel sliding by the axle weight of the shaft. The value is used as an expected adhesion coefficient to suppress wheel sliding, and the amount of the delay control is not a fixed value, but when the number of knitting vehicles increases from a predetermined number of vehicles, It is reduced to If the ratio is less Railway vehicle control method characterized by. A railway vehicle control method that suppresses the occurrence of excessive self-reaction force and brake unevenness, and the amount of delay control of an accompanying vehicle is less than 50% of the normal maximum braking force originally required by the accompanying vehicle. The amount of delay control that the electric vehicle shares to the accompanying vehicle is less than 50% of the maximum brake force that the electric vehicle originally requires, and the expected adhesion coefficient required for the drive shaft in the train organization is If the calculated value is smaller than the expected adhesion coefficient of the drive shaft, calculate the estimated value of the actual adhesion coefficient by dividing the braking force of the shaft during wheel sliding by the axle weight of the shaft. The value is used as an expected adhesion coefficient to suppress wheel sliding, and the amount of delay control is not a fixed value, but is either track information when passing a sharp curve or information on excessive lateral vibration acceleration child reduction by using the information Railway vehicle control method according to claim. The railway vehicle control method according to claim 1 or 2, wherein, if for overhead wire voltage pantograph high reduce the share of the electric brake, the supplement electropneumatic co Chobu rake control the shortfall in machine 械Bu lakes, each Instead of one-car collective control for each vehicle, in order to equalize the electric brake force of the train set, the electric brake control command line for the train set is routed through the train, and the train A railcar control method characterized by evenly distributing electric brake force of each vehicle.   3. The railway vehicle control method according to claim 1 or 2, wherein the electric vehicle brake control method is an electric command type air brake method for each axis individually controlled, and each axis is electro-pneumatic during sliding re-adhesion control. A railcar control method characterized by performing cooperative brake control and limiting the amount of delay control to less than half of the maximum brake force.   The railcar control method according to claim 1 or 2, wherein when the train deceleration, the number of trains set, or the self-operating force exceeds a preset value, the electric and air brake jerk amount is increased. Instead, a method for controlling a railway vehicle is characterized in that the amount of jerk is controlled slowly.

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