JP4757816B2 - Vehicle braking method and vehicle braking device - Google Patents

Description

  The present invention relates to a vehicle braking method and a vehicle braking device that can effectively obtain a braking force by eddy currents generated in a rail during traveling of the vehicle.

  2. Description of the Related Art Conventionally, a derailment prevention device disclosed in Patent Document 1 is known as this type of vehicle braking device. This derailment prevention device is fixed to the lower part of the vehicle and is arranged at the upper position of the rail head so as to face the rail head with a space in the vertical direction. It has a plurality of armatures that generate a magnetic field when current is supplied, and these armatures are arranged in series along the longitudinal direction of the rail and orthogonal to the longitudinal direction of the rail on the surface facing the rail The magnetic field of S pole and N pole is generated in the direction of In these armatures, the magnetic field along the longitudinal direction of the rail and the direction orthogonal to the rail is changed by appropriately switching the direction of the direct current supplied to the windings, thereby attracting the rail. Force or braking force is generated.

Specifically, by switching the direction of the direct current excitation current flowing through the armature winding, in the derailment prevention operation mode, the first row along the longitudinal direction of the rail R as shown in FIG. P (1,1) to P (1,6) are all arranged in N poles, and the second column P (2,1) to P (2,6) are all arranged in S poles, A suction force that prevents derailment is generated between the rail R and the rail R. Further, in the eddy current braking operation mode, as shown in FIG. 8 (b-1), a set of N poles and N poles is set in the first row and the second row along the longitudinal direction of the rail R. An alternating magnetic field is generated in the rail R as the railway vehicle travels so that the S pole-S pole pairs are alternately arranged. Thereby, an eddy current loss is generated in the rail R, and a braking force corresponding to the Joule heat can be generated in the vehicle.
JP 2006-199170 A

  By the way, in the eddy current brake operation mode shown in FIG. 8 (b-1), as shown in the side view of FIG. 8 (b-2) when FIG. 8 (b-1) is viewed from the side, A magnetic field is formed along the traveling direction of the vehicle, Joule heat is generated from the eddy current loss generated by this magnetic field, and the braking force is generated in the vehicle by this Joule heat. The direction of the magnetic field and the traveling direction of the train And the generation efficiency of Joule heat generated by eddy current loss is poor, that is, the brake efficiency is poor.

  [Technical Field] The present invention is intended to solve the conventional problems, and is a vehicle braking method and a vehicle braking device that can improve the generation efficiency of Joule heat caused by eddy current loss and obtain a high braking force. The purpose is to provide.

In order to achieve the above object, according to the problem solving means of the present invention, the rail is fixed to the lower part of the vehicle and is opposed to the rail head at a position above and below the rail head at the top and bottom. A plurality of armatures that are arranged in series along a direction and generate a two-pole magnetic pole in which N pole-S pole or S pole-N pole are arranged along a direction orthogonal to the longitudinal direction of the rail on a surface facing the rail; Drive means for supplying a DC excitation current to the windings of each armature, and a magnetic pole is generated for the armature by the DC excitation current supplied from the drive means, and the magnetic force is applied to the rail by the magnetic pole. Or it is a vehicle braking device which produces braking force, Comprising: In the said drive means, two poles of an armature along the direction orthogonal to the longitudinal direction of a rail are made into N pole-S pole or S pole-N pole. Either and this The magnetic poles of N-pole -S and S poles -N pole so as to alternate along the longitudinal direction of the rail, and to switch the direction of the DC excitation current flowing through the winding of each armature.

Further, in the problem solving means of the present invention, the rail is fixed to the lower part of the vehicle, and is disposed opposite to the rail head at a position above and below the rail head, and is arranged in series along the longitudinal direction of the rail. A plurality of armatures in which two magnetic poles in which N pole-S pole or S pole-N pole are arranged along a direction orthogonal to the longitudinal direction of the rail on a surface facing the rail, and windings of these armatures Driving means for supplying a DC excitation current to the vehicle, and a magnetic pole is generated for the armature by the DC excitation current supplied from the driving means, and the magnetic pole generates an attractive force or a braking force for the rail. In the braking device, the driving means has two poles of the armature along a direction orthogonal to the longitudinal direction of the rail as either N pole-S pole or S pole-N pole. -S pole and S pole-N pole So as to alternate along the pole in the longitudinal direction of the rail, providing the selection switching means for switching the direction of the DC excitation current flowing through the winding of each armature.

  In the vehicle braking method according to the present invention, the two magnetic poles of the armature along the direction perpendicular to the longitudinal direction of the rail are either N pole-S pole or S pole-N pole, and these N pole-S pole By switching the direction of the direct current excitation current flowing in the windings of the armatures so that the magnetic poles of the S pole and the N pole are alternately positioned along the longitudinal direction of the rail, the direction is perpendicular to the traveling direction of the vehicle. Since magnetic fields are generated and the directions of these magnetic fields are alternately changed with respect to the armature arranged in the longitudinal direction of the rail, the eddy current loss caused by these magnetic fields and the Joule heat caused by the eddy current loss are reduced. It can be increased and a high braking force can be obtained.

  In the vehicle braking apparatus according to the present invention, the two magnetic poles of the armature along the direction orthogonal to the longitudinal direction of the rail are either N pole-S pole or S pole-N pole, and these N pole-S pole And the switching direction of the direct current excitation current flowing in the windings of the armatures so as to alternately position the magnetic poles of S and N poles and N poles along the longitudinal direction of the rail, and orthogonal to the traveling direction of the vehicle Since magnetic fields are generated in the direction and the directions of these magnetic fields are alternately changed with respect to the armature arranged in the longitudinal direction of the rail, eddy current loss caused by these magnetic fields, eddy current loss caused by eddy current loss, Heat can be increased and high braking force can be obtained. Further, in the vehicle braking apparatus according to the present invention, all the first columns along the longitudinal direction of the rail are arranged in N poles by switching the direction of the direct current excitation current flowing in the windings of the armatures by the driving means. A derailment prevention operation mode in which all the rows of the S poles are arranged can be used, and this derailment prevention operation mode can generate a suction force between the armature and the rail to prevent the vehicle from derailing in advance. Is possible. That is, in the vehicle braking device of the present invention, the derailment prevention operation mode in which an attractive force is generated between the armature and the rail, and the brake force is generated by generating the eddy current loss in the rail as described above. One of the eddy current brake operation modes can be selected, and a highly versatile vehicle braking device can be realized.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. In FIG. 1, reference numeral 10 denotes a first armature 11 disposed so as to face the head of the rail R1 at an upper position of one rail R1, and an upper position of the other rail R2. It is an electromagnetic conversion part which consists of the 2nd armature 12 arranged so that the head of this rail R2 may be countered, Comprising: These armatures 11 and 12 of wheel 14 which supports wheel 13 rotatably. It is fixed to the frame (between springs) or directly to the axle box (unsprung) of the wheel 13. 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. In addition, an armature may be attached only to specific vehicles, such as a head / tail vehicle, and may be attached only to the specific trolley | bogie or axle box of a specific vehicle.

  2 (a) and 2 (b) are perspective views of the armatures 11 and 12, and FIGS. 3 (a) and 3 (b) are front cross-sectional views showing the direction of the DC excitation current by the symbols “◎” and “x”. 2 (a) and 3 (a) are the same type of electromagnetic elements, and FIGS. 2 (b) and 3 (b) are the same type of electromagnetic elements. FIG. 2 (a) and FIG. 3 (a), FIG. 2 (b) and FIG. 3 (b) are different in form.

  First, the armatures 11 and 12 of the first example will be described with reference to FIG. 2A and FIG. In FIG. 2A, each of the armatures 11 and 12 constitutes an electromagnet by winding a winding 2 around a central portion of a linear core (magnetic core) 1 having a groove formed along the longitudinal direction. In the surface facing the rail R1 or R2, as shown in FIG. 3 (a), a direct current excitation current is supplied to the winding 2 from the driving means 20 (see FIG. 4). A magnetic field in which N poles and S poles are arranged in a direction orthogonal to the longitudinal direction of the rail is generated.

  In such armatures 11 and 12, by reducing the gap (gap length) between the core 1 and the rail R1 or R2, the magnetic path passing through them can be shortened, so the magnetic resistance is small. As a result, the magnetic flux increases. As a result, a strong suction force or braking force can be generated between the armature 11 and the rail R1 and between the armature 12 and the rail R2.

  Next, the armatures 11 and 12 of the second example will be described with reference to (b) of FIG. 2 and (b) of FIG. Each of the armatures 11 and 12 of the second example winds the first winding 3 around the left leg portion of the linear core 1 in which a groove is formed along the longitudinal direction, An electromagnet is formed by winding the second winding 4 around the leg portion, and a DC excitation current is supplied to the windings 3 and 4 from the driving means 20 (see FIG. 4), so that FIG. As shown in b), a magnetic field in which N and S poles are arranged in a direction orthogonal to the longitudinal direction of the rail is generated on the surface facing the rail R1 or R2. The armatures 11 and 12 shown in FIG. 2B and FIG. 3B are also similar to the armatures 11 and 12 shown in FIG. 2A and FIG. A strong suction force or braking force can be generated between the rail R1 or R2.

  The armatures 11 and 12 fixed to the carriage 14 are either the first example shown in FIGS. 2A and 3A, or are shown in FIGS. 2B and 3B. The second example is arbitrarily selected.

  Next, a block diagram for controlling a vehicle braking device having two functions as a derailment prevention device and an eddy current braking device will be described with reference to FIG. In FIG. 4, reference numeral 20 denotes drive means, which is grounded to the rail via the wheel 13, and based on the DC voltage applied from the overhead line (trolley) via the pantograph 15 and the inductor 16, A direct current excitation current is supplied to a plurality of windings of the elements 11 and 12, thereby generating a direct current magnetic field.

  What is indicated by reference numeral 21 is a calculation control means provided in a central processing unit (CPU). The calculation control means 21 includes a command signal from a command section (not shown), a derailment detection section (not shown). The derailment detection signal is input, and based on these command signal and derailment detection signal, whether the derailment prevention operation mode or the eddy current brake operation mode should be set for the armatures 11 and 12 is determined. to decide. The arithmetic control means 21 is provided with a ROM 23 in which a DC excitation current value supplied to the armatures 11 and 12 corresponding to a derailment prevention operation mode or an eddy current brake operation mode (described later). The direction of the current is stored in advance as control data. The arithmetic control means 21 selects the derailment prevention operation mode or eddy current brake operation mode stored in the ROM 23 based on the command signal or the derailment detection signal, and switches it to the switching means indicated by reference numeral 22 as control data. Supply.

  The switching means 22 switches the DC excitation current value to be supplied to the armatures 11 and 12 and the direction of the current based on the control data (derailing prevention operation mode or eddy current brake operation mode) output from the arithmetic control means 21. . Hereinafter, these two modes will be described in detail with reference to FIGS.

  A derailment detection unit (not shown) that outputs a derailment detection signal to the arithmetic control means 21 detects whether the vehicle has derailed by measuring the gap length between the armature and the rail. However, a probe coil, a null flux, etc. are used as the specific detection means.

  FIG. 5 is a plan view showing the direction of the direct current excitation current flowing in the armature winding of the vehicle braking device according to the present invention. The arrows indicate the direction of the current, and “◎” and “×” indicate the direction of the magnetic field. Each is shown. FIG. 6 is a plan view showing a magnetic pole (N pole or S pole) formed by the DC excitation current shown in FIG. In these drawings, FIGS. 5A and 6A are derailment prevention operation modes in which a suction force is generated, and FIGS. 5B and 6B are in a brake force generation. The eddy current brake operation modes are shown respectively. In the following description, P (x, y) indicates a set of magnetic poles formed in the direction perpendicular to the longitudinal direction of the rail in each of the armatures 11 and 12, and “x” The column number is indicated, and “y” indicates the set number of the armatures 11 and 12 along the length direction of the rail.

  First, in the derailment prevention operation mode, as shown in FIG. 5A, a clockwise current flows through the windings of the poles P (1, 1) to P (1, 6), and the pole P (2 , 1) to P (2, 6), the direction of the direct current excitation current is selected so that a current in a counterclockwise direction flows through the windings. Thereby, as shown in FIG. 6A, along the longitudinal direction of the rail R1 or R2, a plurality of N poles can be arranged in the first row, and a plurality of S poles can be arranged in parallel in the second row. . That is, the two magnetic poles in each armature 11 and 12 along the direction orthogonal to the longitudinal direction of the rail are all N poles (first row) -S poles (second row). Thus, a suction force can be generated between the armature 11 or 12 and the rail R1 or R2. In such a derailment prevention operation mode, even if the railway vehicle travels, the direction of the magnetic flux in the rail is aligned in one direction orthogonal to the rails R1 and R2, 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. 5B, the poles P (1,1), P (2,2), P (1,3), P (2,4), P A current in the clockwise direction flows through the windings of (1, 5) and P (2, 6), and the poles P (2, 1), P (1, 2), P (2, 3), P The direction of the direct current excitation current is selected so that a current in a counterclockwise direction flows through the windings of (1, 4), P (2, 5), and P (1, 6). Thereby, the two magnetic poles (N pole-S pole or S pole-N pole) of the armatures 11 and 12 along the direction orthogonal to the longitudinal direction of the rails R1 and R2 are in the longitudinal direction of the rails R1 and R2. As shown in FIG. 6B, alternating magnetic field orientations are formed along the direction orthogonal to the longitudinal direction of the rails R <b> 1 and R <b> 2. An eddy current as indicated by 7 can be generated. The eddy current loss is increased by the direction of the magnetic field, and the Joule heat generated by the eddy current loss is increased. As a result, a high braking force can be obtained. In such an eddy current brake operation mode, since the magnetic flux is shielded by the eddy current, the attractive force is greatly reduced during high-speed traveling. The arrangement in the eddy current brake operation mode is to generate a eddy current in the rail when the railway vehicle is running so that the magnetic flux changes as much as possible in the traveling direction, and to obtain a braking force equivalent to the Joule heat. is there. Further, the number of armatures 11 and 12 arranged along the length direction of the rails R1 and R2 is not limited to six sets for each rail R1 and R2 as in this embodiment, and may be more or less. Basically, the same number of pairs of rails R1 and rails R2 are arranged.

This vehicle braking device can also be used as a derailment prevention device and an eddy current brake device, so that an eddy current brake can be used when a risk of derailment is detected while normally performing a derailment detection operation. An emergency brake operation can be performed as an operation mode.
Further, since the vehicle braking device uses a DC eddy current brake, the vehicle braking device can be operated with a battery power source. Therefore, even when the electric system (catenary) fails or stops due to an earthquake or the like, it can be operated by using a battery power source provided in advance.

  In the embodiment relating to vehicle braking described in detail above, the two magnetic poles of the armatures 11 and 12 along the direction orthogonal to the longitudinal direction of the rails R1 and R2 are either N pole-S pole or S pole-N pole. The DC excitation current flowing in the windings of the armatures 11 and 12 so that these N pole-S pole and S pole-N pole magnetic poles are alternately positioned along the longitudinal direction of the rails R1 and R2. Armatures 11 and 12 that generate magnetic fields in a direction orthogonal to the traveling direction of the vehicle by means of arithmetic control means 21 and switching means 22 that switch the direction and are arranged in the longitudinal direction of rails R1 and R2 are arranged. Therefore, the eddy current shown in FIG. 7 is generated, and the Joule heat generated by the eddy current loss is increased, so that a high braking force can be obtained.

  In the above embodiment, all the first columns along the longitudinal direction of the rails R1 and R2 are arranged in N poles by switching the direction of the direct current excitation current flowing through the windings of the armatures 11 and 12 by the driving means. A derailment prevention operation mode in which all the second rows are arranged in the S pole can be used, and by this derailment prevention operation mode, a suction force is generated between the armatures 11 and 12 and the rails R1 and R2, and the vehicle It is also possible to prevent derailment. That is, in the vehicle braking device of the present invention, the derailment prevention operation mode in which an attractive force is generated between the armatures 11 and 12 and the rails R1 and R2, and the eddy current loss in the rails R1 and R2 as described above. Any of the eddy current braking operation modes for generating the braking force can be selected by generating the braking force, and a highly versatile vehicle braking device can be realized.

  The “calculation control means 21” and the “switching means 22” shown in the above embodiment constitute the “selection switching means” in the claims. In the above embodiment, the two magnetic poles (N pole-S pole or S pole-N pole) of the armatures 11 and 12 along the direction orthogonal to the longitudinal direction of the rails R1 and R2 are the longitudinal directions of the rails R1 and R2. A vehicle braking device using a vehicle braking method that switches the direction of a DC excitation current flowing through the windings of the armatures 11 and 12 so as to be alternately positioned along the direction is shown. If the arrangement is possible, the configuration is not limited to the above. For example, the pole P (1,1) and pole (1,2), the pole P (1,3) and pole (1,4), the pole P (1,5) and pole (1,6), and the pole P ( 2, 1) and pole (2, 2), pole P (2, 3) and pole (2, 4), pole P (2, 5) and pole (2, 6) 11 and 12 magnetic poles are arranged, and under the arrangement of the armatures 11 and 12, the above-described N-pole and S-pole magnetic poles (that is, the arrangement of the magnetic poles in the eddy current brake operation mode) are formed. Also good.

A perspective view showing a carriage 14 to which armatures 11 and 12 are attached. Perspective view of armatures 11 and 12 Front sectional view showing direction of DC exciting current in armatures 11 and 12 Block diagram for controlling the vehicle braking device Plan view showing the direction of DC excitation current flowing in the armature winding The top view which shows the magnetic pole of N pole or S pole produced by the direct current excitation current shown in FIG. The perspective view which shows the eddy current which arises in rail R1 * R2 in an eddy current brake operation mode The figure which shows the conventional magnetic pole produced by direct current excitation current, (a) is a top view which shows the arrangement | sequence of the magnetic pole for attractive force generation, (b-1) is the top view which shows the arrangement | sequence of the magnetic pole for brake force generation, (b -2) is a side view showing the direction of the magnetic field in the case of the magnetic pole arrangement shown in (b-2).

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 1st armature 12 2nd armature 14 Bogie 20 Driving means 21 Arithmetic control means (selection switching means)
22 Switching means (selection switching means)
R1 rail R2 rail

Claims (2)

With respect to each of a plurality of armatures fixed to the lower part of the vehicle and opposed to the rail head at a position above and below the rail head and spaced in series and arranged in series along the longitudinal direction of the rail , By supplying a direct current excitation current, a two-pole magnetic pole in which N pole-S pole or S pole-N pole is arranged along the direction orthogonal to the longitudinal direction of the rail on the surface facing the rail is generated. A vehicle braking method for generating a suction force or a braking force against a rail by:
The two magnetic poles of the armature along the direction orthogonal to the longitudinal direction of the rail are either N pole-S pole or S pole-N pole, and these N pole-S pole and S pole-N pole magnetic poles. The vehicle braking method is characterized in that the direction of the direct current excitation current flowing through the windings of the armatures is switched so as to be alternately positioned along the longitudinal direction of the rail. The rail is fixed to the lower part of the vehicle and is disposed above and below the rail head at a distance above and below the rail head and arranged in series along the longitudinal direction of the rail. A plurality of armatures in which two magnetic poles in which N poles-S poles or S poles-N poles are arranged along a direction orthogonal to the direction, and drive means for supplying a DC excitation current to the windings of each armature A vehicle braking device that generates a magnetic pole for the armature by a DC excitation current supplied from the driving means, and generates an attractive force or a braking force for the rail by the magnetic pole,
In the driving means, the two magnetic poles of the armature along the direction orthogonal to the longitudinal direction of the rail are either N pole-S pole or S pole-N pole, and these N pole-S pole and S pole A vehicle having selection switching means for switching the direction of the direct current excitation current flowing through the windings of the armatures so that the N-pole magnetic poles are alternately positioned along the longitudinal direction of the rail. Braking device.

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