JP4431061B2 - Derailment prevention device - Google Patents

Description

  The present invention relates to a derailment prevention device for generating a suction force by electromagnetic coupling between a railway vehicle and a rail rail to prevent derailment and rollover of the railway vehicle before an earthquake or a crosswind. Moreover, this invention relates to the derailment prevention apparatus which can be combined with the eddy current brake apparatus which uses a rail rail as a reaction plate. Furthermore, the present invention detects that the gap length between the railway vehicle and the rail rail has increased, or that the railway vehicle and the rail rail have caused a relative lateral shift, and further detects derailment of the rail vehicle. The present invention relates to a derailment prevention device that can also be used as a derailment detection device.

  When a railway vehicle running at high speed is exposed to a strong earthquake, crosswind, etc., the wheels are lifted off the rail, and there is a risk of derailment or rollover. In particular, the risk of derailment is pointed out when a railway vehicle is vibrated at a frequency of about 0.5 Hz to 1 Hz in the left-right direction during a strong earthquake. Once the wheel of a railway vehicle is lifted from the rail, the force acting between the wheel and the rail becomes zero, and there is a possibility that the restoring force is insufficient and a derailment is reached. Therefore, a derailment prevention device has been developed that prevents the railcar from being derailed or overturned by continuously attracting the vehicle body to the rail using an electromagnet.

  As a related technique, Patent Document 1 below discloses a derailment accident prevention apparatus for railway vehicles using electromagnetic force. This derailment accident prevention device constitutes a part of the vehicle body structure close to the rail when there is a risk of derailment due to an abnormal external force caused by an earthquake etc. By actuating the electromagnet device to attract the vehicle body to the rail, the phenomenon of lifting the train is suppressed, and at the same time, the braking effect acting together is utilized. However, referring to FIG. 2 of Patent Document 1, this electromagnet device has one pole directed to the rail side, but the other pole is directed to the opposite side of the rail. A long magnetic path through the section is formed, and it cannot be expected to generate a large attractive force between the vehicle body and the rail.

  Patent Document 2 below discloses a wheel load control device and method for a railway vehicle that can increase the wheel adhesion coefficient and reduce the derailment coefficient without damaging the rail top surface. . According to this, the balance beam which consists of a nonmagnetic material is constructed between the axle boxes before and behind a trolley | bogie, and the electromagnet is arrange | positioned through the support member in the center part of the balance beam. When the electromagnet is pulled up by the spring when not energized, there is a gap between the upper end surface of the inner hole of the support member and the balancing beam. This gap is smaller than the distance between the lower end surface of the electromagnet and the rail top surface during non-energization. When an attractive force is generated between the electromagnet and the rail during energization, the support member hits the balancing beam, and both ends of the balancing beam lower the axle box. This force is added to the wheel load, and the apparent adhesion coefficient to the wheel rail is increased. Referring to FIG. 5 of Patent Document 2, this electromagnet has two poles along the longitudinal direction of the rail. However, as will be described in detail later, the attractive force is greatly reduced during high-speed traveling. There is a problem of end.

  By the way, in order to accelerate or decelerate a railway vehicle, an eddy current brake device using a rail rail as a reaction plate has been developed. In the eddy current brake, an armature attached to the carriage so as to face the rail is used. By applying a magnetic field from the armature to the rail, it is possible to generate a braking force on the railway vehicle. Therefore, if a derailment prevention device having such a function as an eddy current brake device can be realized, the utility value is very high.

Furthermore, in order to prevent the expansion of accidents due to derailment in railway vehicles, it is desired to detect derailment quickly. Therefore, as a derailment detection device that detects that the gap length between the railway vehicle and the rail rail has increased, or that the railcar and the rail rail have caused a relative lateral shift, and further detects derailment of the railcar. If a derailment prevention device having both functions can be realized, the utility value is very high.
JP 55-36145 A (page 1-2, Fig. 2) Japanese Patent Laying-Open No. 2003-25992 (first page, FIG. 5)

  The present invention has been made in view of these points. A first object of the present invention is to provide a derailment prevention device capable of generating a large suction force between a vehicle body and a rail even when traveling at a high speed. The second object of the present invention is to provide a derailment prevention device having a function as an eddy current brake device. Furthermore, a third object of the present invention is to provide a derailment prevention device that also has a function as a derailment detection device.

In order to solve the above problems, a derailment prevention device according to a first aspect of the present invention is arranged at a position facing a rail in a railway vehicle, and includes a plurality of cores wound around a magnetic core and grooves formed in the magnetic core. An electromagnetic conversion unit that generates a magnetic field having poles at a plurality of positions facing the rail when current is supplied to the plurality of windings, and a direct current to the plurality of windings of the electromagnetic conversion unit And a plurality of N poles arranged in one column along the longitudinal direction of the rail and a plurality of S poles arranged in the other column along the DC currents in the plurality of windings of the electromagnetic conversion unit Or by selecting whether to supply a direct current to a plurality of windings of the electromagnetic conversion unit so that N poles and S poles are alternately arranged along the longitudinal direction of the rail. Selecting means for selectively generating a suction force or a braking force against the rail. To.

Further , the derailment prevention device according to the second aspect of the present invention is the derailment prevention device according to the first aspect of the present invention, wherein the driving means supplies an AC current for derailment detection together with a DC current to the electromagnetic conversion unit, As a component, current detection means for detecting an alternating current supplied from the drive means to the electromagnetic conversion section and outputting a first detection signal; and an electromagnetic conversion section according to the alternating current supplied from the drive means to the electromagnetic conversion section A voltage detection means for detecting a voltage generated in at least one of the included windings and outputting a second detection signal; a first detection signal output from the current detection means; and a voltage detection means Derailment detection means for detecting derailment of the railway vehicle based on the second detection signal is further provided.

  According to the first aspect of the present invention, by generating a magnetic field in which N poles and S poles are arranged in a direction orthogonal to the longitudinal direction of the rails on the surface facing the rails, the vehicle body and rails can be used even at high speeds. A large suction force can be generated between the two.

  Further, according to the second aspect of the present invention, a plurality of electromagnetic conversion units are arranged such that a plurality of N poles are arranged in one row and a plurality of S poles are arranged in another row along the longitudinal direction of the rail. To supply a direct current to the windings of the electromagnetic converter, or to supply a direct current to a plurality of windings of the electromagnetic conversion unit so that N poles and S poles are alternately arranged along the longitudinal direction of the rail Thereby, the derailment prevention apparatus which has a function as an eddy current brake apparatus can be provided.

  Furthermore, according to the third aspect of the present invention, by supplying an AC current for derailment detection together with a DC current to the electromagnetic conversion unit, and detecting the AC current and the AC voltage generated thereby, as a derailment detection device It is possible to provide a derailment prevention device having both functions.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings. The same constituent elements are denoted by the same reference numerals, and the description thereof is omitted.
FIG. 1 is a diagram illustrating an armature of a derailment prevention device according to the first embodiment of the present invention and its peripheral portion. As shown in FIG. 1, the derailment prevention device according to the present embodiment is configured to oppose the first armature 11 disposed to face one rail 21 and the other rail 22 as an electromagnetic conversion unit. And the second armature 12 arranged in the position. These armatures 11 and 12 are fixed to the base frame (between springs) of the carriage 14 that rotatably supports the wheel 13 or directly fixed to the axle box (under the spring) of the wheel 13, A suction force can be generated for the rails 21 and 22. Alternatively, the armatures 11 and 12 may be attached to the carriage 14 via a mechanism that moves the armatures 11 and 12 downward from the carriage 14 when in use. The armature may be attached only to a specific vehicle such as a head / tail vehicle, or may be attached only to a specific carriage or axle box of the specific vehicle.

  FIG. 2 is a cross-sectional view showing an example of an armature of the derailment prevention device according to the first embodiment of the present invention, and FIG. 3 is a perspective view thereof. In FIG. 2, “と” and “×” indicate the direction of the direct current excitation current.

  In the first example shown in FIG. 2A and FIG. 3A, each of the armatures 11 and 12 has a linear core (magnetic core) 1 in which grooves are formed along the longitudinal direction. The coil 2 is wound around the center, and a DC excitation current is supplied to the coil 2 from the drive unit 50 (see FIG. 5), so that the rail 21 or 22 faces the rail in the longitudinal direction. It includes an electromagnet that generates a magnetic field in which N poles and S poles are arranged in the orthogonal direction. One armature may have one set of poles, or may have a plurality of sets of poles (for example, 2 × 6 poles) provided along the longitudinal direction.

  If the electromagnet is configured in this manner, the magnetic path passing through the core 1 and the rail 21 or 22 can be shortened by reducing the gap (gap length), so that the magnetic resistance is reduced. Magnetic flux increases. As a result, a strong suction force can be generated between the armature 11 and the rail 21 and between the armature 12 and the rail 22.

  On the other hand, in the second example shown in FIG. 2B and FIG. 3B, each of the armatures 11 and 12 is a linear core 1 in which grooves are formed along the longitudinal direction. A first pole (N pole in this figure) formed by winding the first winding 2 around the left leg, and a second winding 3 around the right leg in the figure of the core 1 It includes an electromagnet having a second pole formed (S pole in this figure). One armature may have one set of poles, or may have a plurality of sets of poles (for example, 2 × 6 poles) provided along the longitudinal direction. The armature shown in FIG. 2B can also generate a strong suction force between the armature 11 or 12 and the rail 21 or 22 in the same manner as the armature shown in FIG. .

  Next, switching of the polarity in the armature of the derailment prevention device that also functions as an eddy current brake device will be described. FIG. 4 is a plan view showing an example of the arrangement of poles in the armature of the derailment prevention device according to the first embodiment of the present invention. FIG. 4A shows the arrangement of the poles in the derailment prevention operation mode, and FIG. 4B shows the arrangement of the poles in the eddy current braking operation mode. The sectional view of the armature is the same as that shown in FIG.

  In the armatures 11 and 12, a DC excitation current is supplied to the plurality of windings from the drive unit 50 (see FIG. 5), so that the first row of poles P ( 1, 1) to P (1, 6) and the second row of poles P (2, 1) to P (2, 6).

  In the derailment prevention operation mode, as shown in FIG. 4A, the poles P (1,1) to P (1,6) become N poles, and the poles P (2,1) to P (2,6) The direction of the direct current excitation current supplied to the plurality of windings is selected so that the S pole becomes the S pole. As a result, a plurality of N poles are arranged in the first row and a plurality of S poles are arranged in the second row along the longitudinal direction of the rails 21 or 22, so that there is a gap between the armature 11 or 12 and the rails 21 or 22. A suction force can be generated. However, even if the railway vehicle travels, the direction of the magnetic flux in the rail is aligned in one direction, so that almost no braking force is generated. This arrangement is intended to prevent the magnetic force from changing as much as possible in the traveling direction, and to prevent the attractive force from being reduced by the eddy current generated in the rail during high speed traveling.

  On the other hand, in the eddy current brake operation mode, as shown in FIG. 4B, the electromagnets P (2,1) are arranged so that the N poles and the S poles are alternately arranged along the longitudinal direction of the rail 21 or 22. ), P (1,2), P (2,3), P (1,4), P (2,5), P (1,6), the direction of the direct current excitation current flowing through the winding is selected. . Thereby, an alternating magnetic field is generated in the rail as the railway vehicle travels. As a result, eddy current loss occurs in the rail, so that the braking force can be generated in the railway vehicle. However, since the magnetic flux is shielded by the eddy current, the attractive force is greatly reduced when traveling at high speed. This arrangement is intended to change the magnetic flux as much as possible in the traveling direction so as to generate an eddy current in the rail when the railway vehicle is running and to obtain a braking force equivalent to the Joule heat.

  FIG. 5 is a block diagram showing the overall configuration of the derailment prevention apparatus according to the first embodiment of the present invention when a DC feeder is used. This derailment prevention device can also be used as an eddy current brake device by enabling the arrangement of the poles shown in either of FIGS. 4 (a) and 4 (b). It is also possible to use both. Accordingly, it is possible to perform the derailment prevention operation or the emergency brake operation when the risk of derailment is detected while performing the derailment detection operation normally.

  As shown in FIG. 5, the derailment prevention apparatus includes armatures 11 and 12 and search coils 53 and 54 as electromagnetic conversion units. The first armature 11 is disposed on the carriage 14 so as to face one rail 21, and the second armature 12 is disposed so as to face the other rail 22. These armatures 11 and 12 generate a DC magnetic field according to a DC excitation current supplied from the drive unit 50, thereby generating an attractive force or a brake force on the rail, and a derailment supplied from the drive unit 50. An induced electromotive force is generated in the search coils 53 and 54 in accordance with the alternating current for detection.

  The drive unit 50 is grounded to the rail through the wheel 13, and is applied to the plurality of windings of the armatures 11 and 12 based on the DC voltage applied from the overhead wire (trolley) through the pantograph 16 and the inductor 17. A DC magnetic field is generated by supplying a DC excitation current, and an induced electromotive force is induced in the search coils 53 and 54 by supplying an AC current for derailment detection to a plurality of windings of the armatures 11 and 12. To generate an AC voltage.

  In order to detect the current flowing through the windings of the armatures 11 and 12, a current detection unit 18 is inserted in the wiring between the drive unit 50 and the armatures 11 and 12. In order to detect the voltage generated in the probe coils 53 and 54, two voltage detectors 61 and 62 are connected between the wires of the probe coils 53 and 54, respectively.

  The current detection unit 18 outputs a digital detection signal obtained by detecting the current, and the voltage detection units 61 and 62 output a digital detection signal obtained by detecting the voltage. These detection signals are input to a central processing unit (CPU) 20. A ROM 30 storing software (control program) for causing the CPU 20 to perform an operation is connected to the CPU 20. The derailment detection unit 20a and the control unit 20b are realized as functional blocks by the CPU 20 and software. Or you may comprise the derailment detection part 20a and the control part 20b with a digital circuit or an analog circuit.

  The control unit 20b detects the DC excitation current value flowing through the windings of the armatures 11 and 12 based on the detection signal output from the current detection unit 18, and according to the command signal sent from the command unit, the armature A control signal for controlling the DC excitation current value to be supplied to 11 and 12 is calculated and output to the drive unit 50.

  FIG. 6 is a plan view showing the direction of the direct current excitation current flowing in the armature winding of the derailment prevention apparatus according to the first embodiment of the present invention. In FIG. 6, arrows indicate the direction of current, and “と” and “×” indicate the direction of the magnetic field.

  The windings that generate the poles P (1,1), P (2,2), P (1,3), P (2,4), P (1,5), P (2,6) of the electromagnet Since the DC excitation current is directly supplied from the drive unit 50 to these windings in series, the direction of the DC excitation current is the same in both the derailment prevention operation mode and the eddy current brake operation mode. Is constant. The windings of the poles P (2,1), P (1,2), P (2,3), P (1,4), P (2,5), P (1,6) are connected in series. Since the DC excitation current is supplied to these windings from the drive unit 50 via the selection circuit 51 or 52, the direction of the DC excitation current is selected according to the operation mode.

  FIG. 6A is a plan view showing the direction of the DC excitation current in the derailment prevention operation mode, and FIG. 6B is a plan view showing the direction of the DC excitation current in the eddy current brake operation mode. . In the derailment prevention operation mode, as shown in FIG. 6A, a clockwise current flows through the windings of the poles P (1,1) to P (1,6), and the pole P (2, The direction of the direct current excitation current is selected so that a current in a counterclockwise direction flows through the windings 1) to P (2, 6). As a result, a plurality of N poles are arranged in the first row and a plurality of S poles are arranged in the second row along the longitudinal direction of the rails 21 or 22, so that there is a gap between the armature 11 or 12 and the rails 21 or 22. Therefore, suction force can be generated instead of braking force.

  On the other hand, in the eddy current brake operation mode, as shown in FIG. 6B, the poles P (1,1), P (1,3), P (1,5), P (2,1), A clockwise current flows through the windings of P (2,3) and P (2,5), and the poles P (1,2), P (1,4), P (1,6), P ( 2, 2), P (2, 4), and the direction of the DC excitation current are selected so that the current in the counterclockwise direction flows through the windings of P (2, 6). Thereby, since the N pole and the S pole are alternately arranged along the longitudinal direction of the rail 21 or 22, a braking force can be generated between the armature 11 or 12 and the rail 21 or 22.

  Here, simulation results regarding changes in suction force and braking force depending on the traveling speed will be described with reference to FIGS. 7 and 8. FIG. 7 is a diagram illustrating simulation results regarding changes in suction force and braking force depending on traveling speed. In FIG. 7, the horizontal axis represents the traveling speed (km / h) of the railway vehicle, and the vertical axis represents the attraction force / braking force (kN / ECB) that works per armature (eddy current brake: ECB). ). Here, the number of poles of the armature was 2 × 6, the gap (gap length) between the armature and the rail was 6.5 mm, and the direct current excitation current was 33.4 kA.

  FIG. 7A is a diagram showing changes in the suction force and the braking force in the suction force generation array as shown in FIG. According to this simulation result, the suction force does not decrease much even when traveling at high speed, and an axial weight of about 163 kN (16 tons) can be obtained by four armatures mounted on one carriage at a traveling speed of 300 km. . This is about 1/3 of the axial weight of the current Shinkansen and is considered to be effective in preventing derailment. On the other hand, almost no braking force is generated. From the above, it can be seen that the arrangement of the poles as shown in FIG. 4A is effective in using the suction force.

FIG. 7B is a diagram showing changes in the suction force and the braking force in the brake force generation array as shown in FIG. According to the simulation result, the suction force is greatly reduced during high-speed traveling. On the other hand, at a traveling speed of 300 km, a braking force of about 25 kN can be obtained by four armatures mounted on one carriage. When all the carriages of one vehicle are equipped with armatures, assuming that the weight of one vehicle is 45 tons, this braking force brings about a deceleration of about 0.56 m / s ² = 2 km / h / s. . From the above, it can be seen that the arrangement of poles as shown in FIG. 4B is effective in using the braking force.

  FIG. 8 shows the specifications of the armature (one electromagnet) used in the simulation, where (a) is a side view and (b) is a back view. As shown in FIG. 8, the first winding 2 and the second winding 3 are wound around the two legs of the core 1. In this simulation, assuming that an infinite number of such electromagnets continues in the traveling direction, the force acting per electromagnet is calculated, and the number of electromagnets included in the armature is multiplied by that force to obtain 1 We are seeking the power to work per armature.

  Referring again to FIG. 5, the derailment detection unit 20 a includes an AC current value represented by a detection signal output from the current detection unit 18 and an AC voltage represented by detection signals output from the voltage detection units 61 and 62. Based on the value, the relationship between the alternating current flowing in the windings of the armatures 11 and 12 and the alternating voltage generated in the search coils 53 and 54 is calculated.

  FIG. 9 is a diagram illustrating a result of obtaining a relationship between a gap length between the armature and the rail and a magnetic flux penetrating the search coil by simulation. Here, the frequency of the alternating current was set to 50 Hz, and the magnetic flux penetrating the probe coil when the vehicle was stopped was obtained by two-dimensional and three-dimensional simulations. In FIG. 9, the rightmost side shows a case where there is no rail. As shown in FIG. 9, as the gap length between the armature and the rail increases, the magnetic flux penetrating the search coil decreases.

  As one form of the search coils 53 and 54, it is possible to adopt a null flux configuration that captures only a change in magnetic flux at the time of lateral deviation. In this case, an 8-shaped probe coil is inserted between the rail and the armature. FIG. 10 is a view of an 8-shaped probe coil and rails as viewed from above. As shown in FIG. 10, the 8-shaped probe coil 53 is arranged so that the vertical direction of the 8-shaped shape is orthogonal to the longitudinal direction of the rail 21. The probe coil of the null flux configuration arranged in this way has an output voltage of zero when the rail and the armature do not cause a lateral shift, but when the rail and the armature cause a lateral shift, the amount of the shift is reduced. Outputs an almost proportional voltage.

  The magnetic flux penetrating the probe coil is generated by the current supplied to the armature winding. In addition, an induced electromotive force is generated from the probe coil in proportion to the change in the magnetic flux passing through the probe coil. Therefore, by measuring the alternating current value supplied to the winding of the armature and the voltage value at both ends of the probe coil, for example, based on the value obtained by dividing the voltage value at both ends by the alternating current value, the armature and the rail Can be detected. Furthermore, when the value obtained by dividing the voltage value at both ends by the alternating current value is equal to or less than the set value, it can be determined that the railcar has derailed.

  Based on the value calculated by the derailment detection unit 20a, the control unit 20b shown in FIG. 5 detects that the distance between the railway vehicle and the rail rail has increased, and displays a warning. When it is determined by the detection unit 20a that there is a high possibility that the railway vehicle is derailed, the drive unit 50 is controlled to perform the derailment prevention operation or the eddy current braking operation.

  In this embodiment, apart from the armature winding for passing a DC excitation current, a search coil is wound around the armature, and the voltage induced in the search coil is measured, thereby derailing the railway vehicle. Although it is detected, derailment of the railway vehicle may be detected by detecting an alternating voltage generated in the winding of the armature.

  In that case, the voltage detection parts 61 and 62 detect the alternating voltage generated according to the alternating current supplied from the drive part 50 to the armatures 11 and 12, and output a detection signal, and the derailment detection part 20a Based on the detection signal output from the detection unit 18 and the detection signals output from the voltage detection units 61 and 62, derailment of the railway vehicle is detected. For example, the derailment detection unit 20a includes at least one winding included in the armatures 11 and 12 based on the detection signal output from the current detection unit 18 and the detection signal output from the voltage detection units 61 and 62. The derailment of the railway vehicle may be detected by calculating the impedance of the line.

  Next, a second embodiment of the present invention will be described. The derailment prevention device according to the second embodiment of the present invention can be used also as an eddy current brake device, and can also be used as a derailment detection device.

  FIG. 11 is a diagram for explaining the principle of the derailment prevention device according to the second embodiment of the present invention. In FIG. 11, only the armature 11 on one side and the rail 21 on one side are shown for ease of explanation.

  Referring to (a) of FIG. 11, the railway vehicle including the carriage 14 and the guest room attached thereon accumulates kinetic energy by traveling on the rail 21. When it is desired to reduce the traveling speed, an alternating magnetic field is generated by passing an alternating current through the windings of the armature 11. This magnetic field generates a magnetic flux that passes through the rail 21 from one end of the armature 11 and returns to the other end of the armature 11, and an eddy current is generated in the rail 21. The magnetic flux also moves in the rail 21 with the movement of the railway vehicle. However, since the eddy current in the rail 21 tries to prevent the magnetic flux from changing, a braking force is generated between the armature 11 and the rail 21.

  By generating an alternating magnetic field by performing alternating current excitation, on the contrary, a relative magnetic flux change in the rail 21 with the traveling of the railway vehicle generates an induced electromotive force in the armature 11, and the kinetic energy of the railway vehicle is increased. Part of the power storage medium used in the equipment installed in the railway car, or part of the power is regenerated in the overhead line (trolley), consumed by the resistance used in the equipment installed in the railway car It becomes possible to charge. As a result, heat generation due to eddy current loss in the rail can be reduced.

  Further, as shown in FIG. 11B, an attractive force due to a magnetic field is generated between the armature 11 and the rail 21. Thereby, it is possible to increase the contact pressure between the wheel 13 and the rail 21 without increasing the weight of the railway vehicle, and it can also be used as an increased adhesion apparatus for a railway vehicle. Since the attractive force by the magnetic field is used, there is an advantage that the load applied to the roadbed does not change even if the contact pressure is increased.

  When a DC magnetic field is used as in the first embodiment, although depending on the arrangement of the magnetic field, increasing the contact pressure often causes some running resistance due to eddy current loss in the rail. On the other hand, when an AC magnetic field is used as in the second embodiment, the attraction force is effectively generated with almost no eddy current loss in the rail by using the synchronous operation of the linear motor. It is possible. Furthermore, it can also be used as a railway vehicle vibration control device by controlling the suction force.

  FIG. 12 is a block diagram showing an overall configuration of a derailment prevention apparatus according to the second embodiment of the present invention when a DC feeder is used. The first armature 11 is disposed on the carriage 14 so as to face one rail 21, and the second armature 12 is disposed so as to face the other rail 22. These armatures 11 and 12 generate magnetic flux and eddy current in the rails 21 and 22 by the alternating magnetic field generated according to the alternating current supplied from the inverter 15 and change in relative position with respect to the rails 21 and 22. Along with this, an electromotive force is generated. Note that FIG. 12 shows a configuration in which two armatures are connected in parallel to one inverter, but the present invention can be realized regardless of the number of armatures and the connection form. .

  In the present embodiment, a plurality of windings included in each of the armatures 11 and 12 are classified into three phases and are delta-connected or star-connected. As a driving means for supplying current to the armatures 11 and 12, an inverter 15 capable of frequency control is used. The inverter 15 is grounded to the rail through the wheel 13, and causes a three-phase alternating current to flow to the armatures 11 and 12 based on a direct current voltage applied from the overhead wire (trolley) through the pantograph 16 and the inductor 17. Generates an AC magnetic field and supplies a DC current to the trolley based on the three-phase AC electromotive force applied from the armatures 11 and 12 to perform a power regeneration operation. Even if single-phase alternating current is used instead of three-phase alternating current, it is possible to realize a derailment preventing device having an eddy current braking function, although the effect of reducing rail heat generation is inferior.

  FIG. 13 shows a principle configuration example of an inverter used in this embodiment. In this example, a three-phase PWP inverter having a power regeneration function is used as the inverter 15. The inverter 15 is connected to switching elements Q1 and Q2 such as IGBTs (insulated gate bipolar transistors) connected to the U-phase winding of the three types of armature windings, and to the V-phase winding. Switching elements Q3 and Q4, switching elements Q5 and Q6 connected to the W-phase winding, and diodes D1 to D6 connected in parallel to the switching elements Q1 to Q6, respectively.

  These switching elements Q1 to Q6 perform a switching operation between two kinds of power supply potentials respectively supplied by the trolley and the rail and the windings of the U phase to the W phase, thereby causing the armature 11 to perform a three-phase alternating current. Supply current. Further, the inverter 15 performs a power regeneration operation by controlling the switching elements Q <b> 1 to Q <b> 6 to perform a switching operation so as to reverse the current phase with respect to the case where an alternating current is supplied to the armature 11. The inverter 15 may supply a direct current to a device that consumes or stores power on the primary side (DC side) instead of performing the power regeneration operation.

  As shown in FIG. 12, in order to detect the current flowing through the windings of the armatures 11 and 12, the three wires between the inverter 15 and the armatures 11 and 12 have three current detectors 18a to 18c. Are inserted. Further, in order to detect the voltage generated in the armatures 11 and 12, three voltage detectors 19a to 19c are connected between the wirings connecting the inverter 15 and the armatures 11 and 12.

  The current detection units 18a to 18c output digital detection signals obtained by detecting the current, and the voltage detection units 19a to 19c output digital detection signals obtained by detecting the voltage. These detection signals are input to a central processing unit (CPU) 70. A ROM 80 storing software (control program) for causing the CPU 70 to perform an operation is connected to the CPU 70. The derailment detection unit 70a and the control unit 70b are realized as functional blocks by the CPU 70 and software. The derailment detection unit 70a and the control unit 70b may be configured with a digital circuit or an analog circuit.

  The control unit 70b detects the current vector of the current flowing through the windings of the armatures 11 and 12 based on the detection signals output from the current detection units 18a to 18c, and according to the command signal sent from the command unit, Using the detected current vector, a control signal for controlling the frequency and amplitude of the three-phase alternating current to be supplied to the armatures 11 and 12 is calculated and output to the inverter 15. The vehicle speed information necessary for calculating the control signal includes a method of controlling without a speed sensor in addition to a method of providing the speed sensor 40 for detecting the speed of the railway vehicle.

The derailment detection unit 70a is represented by three-phase current values i _U , i _V , i _W represented by detection signals output from the current detection units 18a to 18c, and detection signals output from the voltage detection units 19a to 19c. Based on the line voltage values e _UV , e _VW , and e _WU , the input impedances of the armatures 11 and 12 are calculated. Further, the derailment detection unit 70a calculates the equivalent impedance on the secondary side (rail side) by subtracting the impedance of the armatures 11 and 12 when there is no rail from the input impedance of the armatures 11 and 12. To do. The derailment detection unit 70a determines that the railway vehicle is derailed when the calculated impedance value is equal to or less than the set value.

  Based on the impedance value calculated by the derailment detection unit 70a, the control unit 70b detects that the distance between the railway vehicle and the rail rail has increased and displays a warning, or further, the derailment detection unit When it is determined by 70a that there is a high possibility that the railway vehicle will derail, the inverter 15 is controlled to perform the derailment prevention operation or the eddy current braking operation.

Next, an impedance calculation method in the derailment detection unit 70a will be described. Here, a calculation method based on a three-phase balanced circuit will be described, but in reality, a pulsation of a calculated value due to unbalance or the like is expected, and thus measures such as filter processing are required.
First, the derailment detection unit 70a converts the line voltage values e _UV , e _VW , and e _WU represented by the detection signals output from the voltage detection units 19a to 19c into the three-phase voltage values e _U , e _V , and e _W. Convert to

Next, the derailment detection unit 70a converts the three-phase voltage values e _U , e _V , and e _W into two-phase voltage values e _α and e _β .
Based on these two-phase voltage values e _α and e _β , the derailment detection unit 70a determines the voltage amplitude E _P and phase θ _e .

Similarly, for the current, the derailment detection unit 70a converts the three-phase current values i _U , i _V , i _W into the two-phase current values i _α , i _β .
Further, the derailment detection unit 70a obtains the current amplitude I _P and the phase θ _i based on the two-phase current values i _α and i _β .

Based on the above equations (1) to (4), the derailment detection unit 70a obtains the resistance value R and the reactance X viewed from the input end.

FIG. 14 shows an equivalent circuit corresponding to one armature. As shown to (a) of FIG. 14, an armature is represented by the circuit similar to a transformer by the induction | guidance | derivation effect | action between a primary side and a secondary side. The primary side circuit is represented by an armature resistance r ₁ and a primary leakage reactance x _1, and the excitation circuit is represented by an iron loss r ₀ and an excitation reactance x _0, and the secondary side circuit is a secondary resistance. It is represented by r ₂ , secondary leakage reactance x ₂ and slip s. Here, the circuit shown in FIG. 14A can be rewritten as shown in FIG. 14B, similarly to the equivalent circuit of the transformer. Further, an equivalent circuit including the excitation circuit in the secondary circuit can be expressed as shown in FIG. At this time, r _2e and x _2e are referred to as equivalent secondary resistance and equivalent secondary reactance, respectively.

By subtracting the winding resistance r ₁ of the armature and the leakage reactance x ₁ on the primary side from the resistance value R and the reactance X seen from the input end calculated based on the equations (5) and (6), respectively. The equivalent secondary resistance r _2e and the equivalent secondary reactance x _2e can be obtained.
r _2e = R−r ₁
x _2e = X−x ₁

FIG. 15 shows changes in equivalent secondary resistance and equivalent secondary reactance when the frequency of the AC excitation current is changed. In a range where the frequency f of the AC excitation current is smaller than the synchronous frequency, the thrust becomes negative and the braking force works, and the power regeneration operation is performed. In this range, the slip s and the equivalent secondary resistance r _2e are also negative. If the frequency f of the AC excitation current is made equal to the synchronous frequency, the thrust becomes zero and the braking force does not work, and only the attractive force can be used. In a range where the frequency f of the AC exciting current is larger than the synchronous frequency, the thrust is positive and the power is driven by the driving force. In this range, the slip s and the equivalent secondary resistance r _2e are also positive.

In FIG. 15, when the speed of the railway vehicle is 50 km / h, 100 km / h, and 200 km / h, the equivalent secondary resistance r _2e and the equivalent secondary reactance x _2e when the frequency f of the AC excitation current is changed. Shows changes. It can be seen that at any speed, as the frequency f increases, the equivalent secondary reactance x _2e increases monotonously, and the equivalent secondary resistance r _2e also increases within a range where the value is positive.

On the other hand, at the time of derailment, since there is no rail facing the armature, the magnetic flux decreases in the armature and the input impedance changes. That is, when the railway vehicle is derailed, the magnetic flux is reduced, the excitation reactance x ₀ shown in (a) and (b) of FIG. 14 is reduced. Further, since the secondary resistance r ₂ increases, the impedance (equivalent secondary resistance and equivalent secondary reactance) of the equivalent secondary circuit shown in FIG. At this time, the equivalent secondary impedance moves to the vicinity of the origin in FIG. Therefore, the derailment of the railway vehicle can be detected by measuring the impedance of at least one winding included in the armature and monitoring the magnitude of the equivalent secondary impedance calculated using the impedance. . However, since the frequency is very low impedance calculation accuracy decreases, the frequency f of the alternating exciting current is greater condition than a predetermined frequency f _d.

Here, by comparing the value obtained by squaring the magnitude of the equivalent secondary impedance with the reference value z _d ² set based on the threshold value z _d of the magnitude of the equivalent secondary impedance, the railway vehicle is derailed. It will be determined whether or not.
(R−r ₁ ) ² + (X−x ₁ ) ² ≦ z _d ² (7)
That is, when the frequency f of the alternating current excitation current is greater than the predetermined frequency f _d (f> f _d ), it is determined that there is a high possibility that the railway vehicle will derail if Equation (7) holds. Alternatively, the reference value z _d ² may be set corresponding to a plurality of frequencies f.

When the current and voltage are measured as vectors (or complex numbers), the impedance calculation method in the derailment detection unit 70a is as follows.
First, the derailment detection unit 70a converts the line voltage vectors E _UV , E _VW , and E _WU represented by the detection signals output from the voltage detection units 19a to 19c into the three-phase voltage vectors E _U , E _V , and E _W. Convert to

Based on the three-phase current vectors I _U , I _V , I _W and the three-phase voltage vectors E _U , E _V , E _W , the derailment detection unit 70a obtains input impedances Z _U , Z _V , Z _W.

Here, the sum of squares of the equivalent secondary impedances (Z _U -Z ₁ ), (Z _V -Z ₁ ), and (Z _W -Z ₁ ) of each phase is set based on the threshold value Z _d of the equivalent secondary impedance. By comparing with the reference value 3Z _d ² that has been made, it is determined whether or not the railway vehicle is derailed.
^{_{(Z U -Z 1) 2 +}} (Z V -Z 1) 2 + (Z W -Z 1) 2 ≦ 3Z d 2 ··· (8)
Here, Z ₁ = r ₁ + jx ₁ is the impedance on the primary side of the armature. When the frequency f of the AC excitation current is higher than the predetermined frequency f _d (f> f _d ), if the equation (8) is established, it is determined that the railway vehicle is derailed. Alternatively, the reference value 3Z _d ² may be set corresponding to a plurality of frequencies f.

  According to this embodiment, in a range where the frequency f of the AC excitation current is smaller than the synchronization frequency, a negative thrust is generated, so that the derailment prevention device also functions as a brake device, and the frequency f of the AC excitation current is synchronized. In the range equal to the frequency, the thrust becomes zero and only the attractive force is generated.

  In the present embodiment, the AC voltage generated in the winding for passing the AC exciting current is detected to detect the derailment of the railway vehicle. However, as shown in FIG. Alternatively, a derailment of the railway vehicle may be detected by winding a probe coil around the armature and measuring an AC voltage induced in the probe coil. Moreover, although the case where it was set as the DC feeding was demonstrated in the above embodiment, the derailment prevention apparatus based on this invention is applicable also when it is set as an AC feeding.

  INDUSTRIAL APPLICABILITY The present invention can be used in a derailment prevention device for generating a suction force due to electromagnetic coupling between a railway vehicle and a rail rail to prevent derailment or rollover of the railway vehicle before an earthquake or a crosswind. is there.

It is a figure which shows the armature of the derailment prevention apparatus which concerns on the 1st Embodiment of this invention, and its peripheral part. It is sectional drawing which shows the example of the armature of the derailment prevention apparatus which concerns on the 1st Embodiment of this invention. It is a perspective view which shows the example of the armature of the derailment prevention apparatus which concerns on the 1st Embodiment of this invention. It is a top view which shows the example of the arrangement | positioning of the pole in the armature of the derailment prevention apparatus which concerns on the 1st Embodiment of this invention. It is a block diagram which shows the whole structure of the derailment prevention apparatus which concerns on the 1st Embodiment of this invention at the time of setting it as DC feeding. It is a top view which shows the direction of the direct current excitation current which flows into the coil | winding of the armature of the derailment prevention apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the simulation result regarding the change of the attraction | suction force and brake force by driving speed. It is a figure which shows the item of the armature used for simulation. It is a figure which shows the result of having calculated | required the relationship between the gap length between an armature and a rail, and the magnetic flux which penetrates a search coil by simulation. It is the figure which looked at the figure-shaped search coil and rail from the top. It is a figure for demonstrating the principle of the derailment prevention apparatus which concerns on the 2nd Embodiment of this invention. It is a block diagram which shows the whole structure of the derailment prevention apparatus which concerns on the 2nd Embodiment of this invention at the time of setting it as direct current feeding. It is a circuit diagram which shows the example of a fundamental structure of the inverter used in this embodiment. It is a figure which shows the equivalent circuit equivalent to 1 of an armature. It is a figure which shows the change of an equivalent secondary resistance and an equivalent secondary reactance when changing the frequency of alternating current excitation current.

DESCRIPTION OF SYMBOLS 1 Core 2, 3 Winding 11, 12 Armature 13 Wheel 14 Dolly 15 Inverter 16 Pantograph 17 Inductor 18, 18a-18c Current detection part 19a-19c, 61, 62 Voltage detection part 20, 70 CPU
20a, 70a Derailment detection unit 20b, 70b Control unit 21, 22 Rail 30, 80 ROM
40 Speed sensor 50 Drive unit 53, 54 Search coil Q1-Q6 Switching element D1-D6 Diode

Claims (10)

A railcar is disposed at a position facing the rail and includes a magnetic core and a plurality of windings wound in grooves formed in the magnetic core, and when a current is supplied to the plurality of windings, the rail An electromagnetic conversion unit for generating a magnetic field having poles at a plurality of positions opposite to
Driving means for supplying a direct current to the plurality of windings of the electromagnetic conversion unit;
A plurality of N poles are arranged in one row along the longitudinal direction of the rail, and a DC current is supplied to the plurality of windings of the electromagnetic conversion unit so that a plurality of S poles are arranged in the other row, Alternatively, by selecting whether to supply a direct current to the plurality of windings of the electromagnetic conversion unit so that N poles and S poles are alternately arranged along the longitudinal direction of the rail, Selection means for selectively generating suction force or braking force against
A derailment prevention device comprising: The drive means supplies an alternating current for derailment detection together with a direct current to the electromagnetic conversion unit,
Current detecting means for detecting a current supplied from the driving means to the electromagnetic converter and outputting a first detection signal;
Voltage detection means for detecting a voltage generated in at least one winding included in the electromagnetic conversion unit according to an alternating current supplied from the driving means to the electromagnetic conversion unit and outputting a second detection signal;
Derailment detection means for detecting derailment of the railway vehicle based on a first detection signal output from the current detection means and a second detection signal output from the voltage detection means;
Further comprising, claim 1 Symbol placement derailment prevention device. The derailment detection means is based on the first detection signal output from the current detection means and the second detection signal output from the voltage detection means, and includes at least one included in the electromagnetic conversion unit. The derailment prevention device according to claim 2 , wherein derailment of the railway vehicle is detected by calculating an impedance of a winding. The electromagnetic conversion unit includes a magnetic core, at least one first winding wound around a groove formed in the magnetic core and supplied with current from the driving unit, and wound around a groove formed in the magnetic core. A second winding for generating an AC voltage according to an induced electromotive force induced by an AC current supplied to the at least one first winding, and the driving means includes the electromagnetic conversion unit. Supplying an alternating current for derailment detection together with a direct current to at least one first winding;
Current detection means for detecting a current supplied from the driving means to the at least one first winding of the electromagnetic converter and outputting a first detection signal;
Voltage detection means for detecting a voltage generated from the second winding of the electromagnetic conversion unit and outputting a second detection signal;
Derailment detection means for detecting derailment of the railway vehicle based on a first detection signal output from the current detection means and a second detection signal output from the voltage detection means;
Further comprising, claim 1 Symbol placement derailment prevention device. The derailment detection unit is configured to detect the at least one first of the electromagnetic conversion unit based on a first detection signal output from the current detection unit and a second detection signal output from the voltage detection unit. The derailment prevention device according to claim 4 , wherein a derailment of the railway vehicle is detected by calculating a relationship between an alternating current flowing through the winding and an alternating voltage generated from the second winding of the electromagnetic conversion unit. . A railcar is disposed at a position facing the rail and includes a magnetic core and a plurality of windings wound in grooves formed in the magnetic core, and when a current is supplied to the plurality of windings, the rail An electromagnetic conversion unit that generates a magnetic field having poles at a plurality of positions opposite to each other and generates an electromotive force in accordance with a change in the position relative to the rail;
Based on a voltage applied to the railway vehicle from an overhead line, an alternating current having a frequency synchronized with the traveling speed of the railway vehicle, or an alternating current having a frequency smaller than a frequency synchronized with the traveling speed of the railway vehicle Driving means for selectively generating attraction force or braking force for the rail in the electromagnetic conversion unit by selectively supplying the plurality of windings of the electromagnetic conversion unit;
A derailment prevention device comprising: Current detecting means for detecting a current supplied from the driving means to the electromagnetic converter and outputting a first detection signal;
Voltage detection means for detecting a voltage generated in at least one winding included in the electromagnetic conversion unit according to an alternating current supplied from the driving means to the electromagnetic conversion unit and outputting a second detection signal;
Derailment detection means for detecting derailment of the railway vehicle based on a first detection signal output from the current detection means and a second detection signal output from the voltage detection means;
The derailment prevention device according to claim 6 , further comprising: The derailment detection means is based on the first detection signal output from the current detection means and the second detection signal output from the voltage detection means, and includes at least one included in the electromagnetic conversion unit. The derailment prevention device according to claim 7 , wherein derailment of the railway vehicle is detected by calculating an impedance of a winding. The electromagnetic conversion portion is wound around a magnetic core, a plurality of first windings wound around a groove formed in the magnetic core and supplied with an alternating current from the driving means, and a groove formed in the magnetic core. A second winding for generating an alternating voltage according to an induced electromotive force induced by an alternating current supplied to the plurality of first windings;
Current detection means for detecting a current supplied from the drive means to the plurality of first windings of the electromagnetic converter and outputting a first detection signal;
Voltage detection means for detecting a voltage generated from the second winding of the electromagnetic conversion unit and outputting a second detection signal;
Derailment detection means for detecting derailment of the railway vehicle based on a first detection signal output from the current detection means and a second detection signal output from the voltage detection means;
The derailment prevention device according to claim 6 , further comprising: The derailment detection unit is configured to output the plurality of first windings of the electromagnetic conversion unit based on a first detection signal output from the current detection unit and a second detection signal output from the voltage detection unit. The derailment prevention apparatus of Claim 9 which detects derailment of the said railway vehicle by calculating the relationship between the alternating current which flows into a line, and the alternating voltage generated from the said 2nd coil | winding of the said electromagnetic conversion part.