JP5430872B2 - Train control system - Google Patents

Description

  The present invention relates to a train control system that outputs a thrust command including a tensile force command or a brake force command to automatically control a train, and more particularly to a train control system that improves response delay with respect to a thrust command.

  Trains such as trains and bullet trains are automatically powered or braked by automatic train control equipment (ATC) or automatic train operation equipment (ATO), so safety is avoided and stops at stations Ensures accuracy and on-time driving.

The outputs of these devices are command values for powering acceleration force (tensile force) and deceleration braking force. For power running acceleration, the power running torque generated by the drive unit consisting of the VVVF inverter and the main motor is combined. For brake deceleration, the electric brake force of the drive unit and the air brake force such as the air brake are combined. It slows down with the force.
JP 2004-297912 A

  However, in response to a thrust command value to the above-mentioned device (herein, “thrust” is defined as a combination of a power running acceleration force and a brake deceleration force), a drive / pneumatic brake device, etc. There are various delay factors before the braking device generates a force corresponding to the command value. This delay time causes the following problems.

  In the automatic train control device (ATC), the brake operates to ensure a safe distance from the preceding train. In this case, the delay time from when the brake command is input until the actual braking force is applied is taken into consideration. Calculate the free running distance and apply the braking force in advance. The main purpose of train control is to increase the transport capacity by narrowing the train interval while ensuring safety. However, if the free running distance is large, the train interval cannot be filled.

  The automatic train driving device (ATO) is a device that automatically runs between stations and automatically stops at a predetermined position of the destination station. If there is a large delay between the input of the thrust command value and the actual thrust acting, detailed control cannot be performed, and the thrust command value (or the notch corresponding to it) will be hunted. Comfort may deteriorate. In particular, when the thrust response delay varies depending on the state of the system, it becomes a significant problem. In some cases, the speed limit is exceeded and the automatic train control device (ATC) acts, and the ride comfort and travel time may be extremely deteriorated.

  In view of the above circumstances, in the present invention, in claim 1, a thrust acting on a tensile train by using a zero-thrust command and causing an air brake device, an electric motor, and the like to be in a standby state that can be operated at any time. An object of the present invention is to provide a train control system suitable for improving response delay from a command, and promoting higher density of trains, stopping accuracy, ride comfort, improvement of travel time, energy saving, and the like.

To achieve the above object, the present invention generates train driving control means for selectively controlling a train by selectively outputting a pulling force command, a braking force command, and a zero thrust command, and a driving force and a braking force. An induction motor, an inverter that controls the induction motor, an air brake unit that generates a braking force, and a brake force command received from the train automatic control unit, the air brake device is controlled to generate a braking force. Or when the braking force is generated by controlling the electric motor via the air braking brake means and the inverter, and when the zero thrust command is received from the train automatic control means, the air braking brake means is controlled. When receiving a zero thrust command from the brake control means for generating the zero thrust by the initial charging pressure and the train automatic control means,
And an electric motor control means for controlling the inverter so as to flow an electric current that causes the torque to become zero while exciting the induction motor, and the train automatic control means controls the train.
When the vehicle is expected to decelerate or accelerate, the zero thrust command is output .

  In the present invention, the driving / braking means includes an air braking brake means that generates a braking force and an air braking brake control means that controls the air braking brake means. When a thrust command is received, an initial charging pressure is applied to the air braking brake means.

  In the present invention, the driving / braking means includes an electric motor that generates a driving force / braking force and an electric motor control means that includes a VVVF inverter that controls the electric motor, and the electric motor control means includes the zero thrust command. The motor is controlled so that the torque of the motor becomes zero.

  Here, the “zero thrust command” refers to a command that causes the air braking device, the electric motor, and the like to be in a standby state where they can be operated at any time. As described above, when the zero thrust command is output, the initial braking pressure is applied to the air braking brake means, and the brake shoe is kept as close as possible to the brake disc. Further, the motor control means is controlled so that the torque of the motor becomes zero.

  Further, when a zero thrust command is output, the voltage is established by charging the filter capacitor of the VVVF inverter.

  According to the present invention, the response delay from the thrust command acting on the tensile force train is improved by using the zero thrust command to keep the air brake system, the electric motor, etc. in a standby state that can be operated at any time. , Train density increase, stopping accuracy, ride comfort, improvement of travel time, energy saving, etc. can be promoted.

<< First Embodiment >>
FIG. 1 is a block diagram showing a first embodiment of a train control system according to the present invention.

  A train control system 1a shown in this figure shows a train drive control device, and particularly shows a configuration in the case where a brake operation is involved. In the present embodiment, the braking force is generated by two driving / braking means. One is composed of a main motor 2 and a VVVF inverter (variable voltage variable frequency inverter) 3, and the other is an air brake 4. When the BC brake pressure is supplied, the air brake device 4 presses the brake pad against the wheel 9 in contact with the rail 10 to reduce the rotational speed of the wheel 9 and brake the train.

  The torque generated by the main motor 2 is called electric control force and is determined by the current from the VVVF inverter 3. The motor controller for controlling the torque or current is considered to be included in the VVVF inverter 3 in the figure.

  In the present embodiment, the brake controller 5 has two roles. One is the sum of the braking force by the main motor 2 and the braking force by the air brake device 4 according to the thrust command “FC_BCU1” output from the automatic train driving device 6 and supplied via the in-vehicle transmission device 7. The distribution of each brake command is determined so as to coincide with “FC_BCU1”. The other is to control the air pressure to the air brake device 4 so that the brake force corresponding to the air brake force command assigned as described above is generated in the air brake device 4.

  The brake force is distributed by the brake controller 5 as follows. Since the VVVF inverter 3 controls the main motor 2 while avoiding idling and regenerative invalidation, it is not known whether the brake force corresponding to the brake command “FC_BCU1” can be output. For this reason, the brake force that actually acts is output to the brake controller 5 as “FB_VVVF1”.

  In the brake controller 5, the shortage of the effective brake force “FB_VVVF1” returned from the VVVF inverter 3 is set so that the actual brake force matches the brake command “FC_BCU1” instructed from the automatic train operation device 6. The BC pressure to the air brake device 4 is controlled so as to coincide with the braking force generated by the air brake device 4.

  FIG. 1 shows the device configuration and flow of a signal during braking. FIG. 2 shows the case of power running. In this case, the thrust command “FC_VVVF1” to the VVVF inverter (or the motor control means included therein) 3 is given directly from the automatic train operation device 6.

  Here, assuming that the combined braking force to be decelerated and the tensile force to be accelerated are thrusts, in the present embodiment, as the thrust command of the automatic train operation device 6, a zero thrust command for waiting so that it can be driven at any time is enabled. Is.

  In other words, conventionally, there is no command that causes the thrust to become zero in either the tensile force command for power running acceleration or the brake force command for brake deceleration. In the conventional configuration range, when a zero thrust is to be applied, both the power running command and the brake command are turned off, and the driving / braking device is stopped. That is, the train is coasting, the air brake system is released, and the VVVF inverter is stopped (gate stopped). In the relaxed state of the air brake system, the brake pad is separated from the wheel tread and the brake disc, and it takes time (several hundred ms to 1 s) until the brake force is applied after receiving a non-zero brake command.

Therefore, as shown in FIG. 3A, a zero thrust command (N0) is newly added to the power running notch command or the brake notch command output from the automatic train control device 6. Also, as shown in FIGS. 3B and 3C, zero thrust patterns P _N0 and B _N0 are newly added to the conversion tables that receive powering notch commands or brake notch commands and convert them into torque commands, respectively. FIG zero thrust pattern _{P N0, B N0} at zero thrust pattern _{P N0} and the brake torque in the power running torque 4 (a), schematically shown in (b).

  Specifically, in this embodiment, when the brake controller 5 of FIG. 1 receives a zero thrust command, the brake pad slightly touches the wheel tread or the brake disc surface, and the air pressure (the actual torque is not generated). It may be set so as to give the initial charging pressure. FIG. 5 schematically shows the BC pressure with respect to the brake torque. As shown in FIG. 5, when it is assumed that the brake torque commands B1 to B7 change linearly and the BC pressure at the time of release is “zero”, the initial charging pressure can be shown as shown in FIG. In this way, by applying the initial charging pressure, when the brake command “FC_BCU1” indicates a non-zero value, the braking force can be generated without a time delay.

  Further, in order for the VVVF inverter 3 and the main motor 2 to generate the braking force and the tensile force from the state where the operation is completely stopped, it takes time in the following procedure.

(1) Time to recognize a command (There is an on-delay etc. to avoid malfunction)
(2) The time required for charging the filter capacitor existing on the input side of the VVVF inverter 3 and establishing the voltage (determined by the time constant, which takes several hundred ms)
(3) The time required for the main motor 2 to be excited by the VVVF inverter 3 to establish the main magnetic flux. When the VVVF inverter 3 receives the zero thrust command, after performing the above (3), What is necessary is just to send the electric current that the torque of the electric motor 2 becomes zero. When the main motor 2 is an induction motor, the torque current may be set to zero. When the main motor 2 is a permanent magnet synchronous motor, the excitation current and the torque current may be determined in consideration of the generation of reluctance torque.

  In the low speed range, “excitation current = torque current = 0” may be sufficient. In the high speed range, the exciting current is always non-zero due to the field weakening. If there is a salient pole ratio, torque is generated by this non-zero excitation current, but the torque current may be determined so that this torque becomes zero.

  In this state, if a thrust command other than zero is received, a predetermined braking force or tensile force can be immediately generated.

<Effects of First Embodiment>
As described above, by giving the zero thrust command, it is possible to shorten the delay time in which thrust such as actual braking force or tensile force is generated. When an automatic train operation device (ATO) 6 or the like is controlling a train, if it is expected to start deceleration or acceleration after that, giving a zero thrust command in advance will affect the vehicle running. Without giving it, the acceleration and deceleration ahead can be performed without delay as commanded. Deterioration of stop accuracy and ride comfort can be suppressed, such as hunting of the thrust command value (or notch). In addition, since the response delay of the thrust is reduced, fine control is possible, and it is possible to travel so as to follow a speed slightly lower than the speed limit.

  As a result, it is possible to obtain an effect of shortening the traveling time and thus increasing the number of operations. Furthermore, in terms of an automatic train control device (ATC) that prevents the train from overrunning and ensures safety, the dead time for starting up the brake can be reduced, so that the free running distance can be reduced. As a result, it is possible to obtain an effect that the transportation capacity can be enhanced, for example, by reducing the train interval and increasing the number of operations while ensuring safety.

<Induction motor (IM)>
Further, when an induction motor or a permanent magnet synchronous motor is applied as the main motor 2, there are respective characteristics.

  First, in the induction motor, as described above, when the operation of the VVVF inverter 3 is stopped, the magnetic flux is zero, and when the thrust command is input, the magnetic flux is raised at the same time. Torque current is generated and the torque response is delayed. The response time constant of the magnetic flux becomes longer as the electric motor is reduced in loss, and some of them are "400 to 500 ms". The time waiting for the magnetic flux to rise is about this time constant.

  As described above, since the induction motor inherently has a delay in the rise of magnetic flux, it is possible to obtain a remarkable effect by the zero thrust command of the present invention.

<Permanent magnet type synchronous motor (PM)>
Further, when the permanent magnet synchronous motor is used as the main motor 2, unlike the induction motor, since the magnetic flux is always established, there is no delay time required for the magnetic flux to rise. In this respect, the electric motor is suitable for the train control system 1a in which it is desirable that the thrust response delay is small.

  The VVVF inverter 3 and the motor controller (as one function thereof) are the same regardless of whether the thrust command (non-zero or zero) is used, not the operation stop of the VVVF inverter 3 but the operation start command. FIG. 6 shows the situation when the main motor 2 is an induction motor and a permanent magnet synchronous motor.

  FIG. 6A shows the operation when the induction motor is the main motor 2 and the VVVF inverter 3 is given a predetermined braking force or tensile force after the operation is stopped. There is an on-delay, etc., for the purpose of preventing malfunctions, etc., until the start command is received. Along with the start acceptance, the VVVF inverter 3 applies a voltage to the main motor 2 to cause a current to flow.

  At this time, first, an exciting current flows so that the magnetic flux of the induction motor rises. Thereafter, the torque current is controlled to flow so that the torque is output when the magnetic flux rises.

  On the other hand, FIG. 6B shows the case where the main motor 2 is a permanent magnet synchronous motor. Unlike the case of the induction motor, the magnetic flux is always established, and it is possible to start the torque from the time when the start is accepted and the voltage is applied to the motor.

  By applying a permanent magnet motor instead of a conventional induction motor as the main motor 2 of the driving / braking device used in the train control system 1a, even if no zero thrust command is given, the response delay of the thrust Needless to say, the effect of reducing time can be obtained.

<< Second Embodiment >>
FIG. 7 shows a second embodiment of the present invention. Since the periphery of the brake controller 5 is different from that of the first embodiment, the description is omitted. In the present embodiment, there is no brake controller 5 of FIG. 1, and there is an air brake controller 8 instead.

  The automatic train operation device 6 of the train control system 1b shown in this figure sends an electric brake command “FC_VVF1” directly to the VVVF inverter 3 via the in-vehicle transmission device 7 which is a transmission means. Similarly, an air brake command “FC_BCU1” is sent to the air brake controller 8.

  In this case, the automatic train driving device 6 adjusts the electric braking force and the air braking force so that the total braking force of the train becomes a predetermined value. That is, “FC_VVVF1” and “FC_BCU1” are adjusted so that the added value of “FB_VVVF1” and “FB_BCU1” matches the total brake force command “FCJOTAL” (not shown) as a train. Basically, "FC_VVVF1" is set to be large so that an electric brake with excellent energy efficiency and low mechanical wear and noise can be obtained. As mentioned above, due to idling and light load regeneration, When the predetermined electric braking force “FB_VVVF1” cannot be obtained, the shortage is paid by “FC_BCU1”.

<Effects of Second Embodiment>
Thereby, in the second embodiment, the same effect as that of the first embodiment can be obtained by giving the zero torque command to “FC_VVVF1” and “FC_BCU1”. Furthermore, each can be provided independently. Thereby, it is possible to stand by so that either one can be responded to a sudden request for braking force using a zero thrust command. The zero thrust command state is as effective as the effect of the first embodiment in that the generation delay of the braking force is improved. On the other hand, the operation of the VVVF inverter 3 causes disadvantages such as loss and noise, and since the air brake device 4 is in a standby state with zero thrust, not a little mechanical wear occurs. Therefore, the above-mentioned demerits can be improved (noise reduction, energy loss reduction, mechanical wear reduction) by setting only one of these two brakes to the standby state without simultaneously setting them to the standby state at zero torque. The effect of one embodiment can be maintained.

<< Third Embodiment >>
FIG. 8 shows a third embodiment of the present invention. Compared with the second embodiment of FIG. 7, a case is shown in which three sets of drive devices including a VVVF inverter and a main motor are provided.

  From the automatic train operation device 6 of the train control system 1c shown in this figure, a brake command “FC_BCUx” (here, “x” is only “1”) to the air brake controller 8, and each VVVF inverter 3, 11 and 13, the thrust command “FC_VVVFx” (where “x” is “1” to “3”, and the thrust command is a combination of the brake force command and the tensile force command).

  That is, “FC_VVF1” is a thrust command to the VVVF inverter 3, “FC_VVVF2” is a thrust command to the VVVF inverter 11, and “FC_VVF3” is a thrust command to the VVVF inverter 13. Further, the automatic train driving device 6 uses “FB_BCU1” from the air brake controller 8 and “FB_VVVFx” from the VVVF inverters 3, 11, and 13 as the braking force generated by each actual device, and the in-vehicle transmission device. 7 can be received.

  In the third embodiment, a non-zero predetermined braking force is applied as a brake command “FC_VVVF1” from the automatic train operation device 6 to the VVVF inverter 3. A zero thrust command is given to the brake command “FC_BCU1” to the air brake controller 8 and the brake command “FC_VVF2” to the VVVF inverter 11. Further, an operation stop command is given to the brake command “FC_VVF3” to the VVVF inverter 13.

<Effect 1 of Third Embodiment>
As described above, when a relatively small braking force is required for the entire train, the train can be limited to the VVVF inverter 3 and the air brake device 4 that apply the braking force. The other VVVF inverter 11 and the air brake system 4 may be put in a standby state in response to sudden demands for braking force and tensile force by giving a zero thrust command as necessary. If necessary, the range of the brake force and the tensile force that will be required next may be considered from the brake force currently output.

  Further, the other VVVF inverter 13 and the air brake system 4 are set in a stopped state.

  As described above, the VVVF inverters 3, 11 and 13 consume energy even in the zero thrust command state, and generate noise due to switching of the switching elements. Also, the air brake device 4 is not a little worn out in the zero thrust command state and is consumed. Therefore, the VVVF inverter 13 and the air brake device 4 that do not require any braking force are completely brought into an operation stop state to suppress energy consumption and mechanical wear.

  As described above, it is possible to obtain an effect of suppressing energy loss and mechanical wear as a whole train while waiting as a zero thrust command so as to answer an unexpected brake force request.

<Effect 2 of the third embodiment>
In addition, although the brake force is described throughout the third embodiment, the same effect can be obtained even when considered as a thrust combined with the tensile force and the brake force. For example, in FIG. 8, when the VVVF inverter 3 is given the power running tension command to “FC_VVVF1”, “FC_BCU1” is given to the air brake controller 8 given the zero thrust command, and the VVVF inverter 11 May be given “FC_VVVF2”. In this case, although powering acceleration is in progress, it can be said that the vehicle is on standby with a zero thrust command so as to be able to respond to both the request for further acceleration and the request for sudden deceleration.

<< 4th Embodiment >>
FIG. 9 shows a fourth embodiment of the present invention. Although the configuration is the same as that of the third embodiment shown in FIG. 8, since the signals are different, the differences will be described.

  In the train control system 1d shown in this figure, the air brake controller 8 and the VVVF inverters 3, 11, 13 are connected to the automatic train operation device 6 via the in-vehicle transmission device 7 and the protection signal “PROT_BCU1” of each device. , “PROT_VVVF1”, “PROT_VVVF2”, and “PROT_VVVF3” are sent. In the automatic train driving device 6, the process of the flowchart of FIG. 10 is performed according to the protection signal “PROT”.

  First, in each apparatus, it is confirmed whether the protection signal “PROT” is set (step S1). There are two types of protection: a minor failure where the device can be restarted and a major failure where the device cannot be restarted. In the case of a minor failure (step S2), a zero thrust command is given, the device is restarted (step S3), and the operation is stopped again (step S4). However, it goes without saying that it is not always necessary to stop the operation.

  With the above configuration, the following operational effects are obtained.

  Each device may be different from the normal state once it is protected, whether it is a major failure or a minor failure. FIG. 11 shows an example of a general VVVF inverter, for example, a VVVF inverter 3. This is a case where an induction motor is provided as the main motor 2. (A) and (b) of FIG. 11 are the differences between whether the filter capacitor connected to the main circuit input side of the VVVF inverter 3 is in a charged state or a discharged state. It is in a charged state.

  When the VVVF inverter 3 is started for the first time, the filter capacitor is in a discharged state, as shown in FIG. Even when a long time has passed after the operation, the state shown in FIG. When the VVVF inverter 3 operates or stops during normal operation, it may be considered as (b) in FIG.

  When starting the VVVF inverter 3 from the state in which the filter capacitor is discharged, the VVVF inverter 3 waits for voltage application of the main motor 2 until the filter capacitor voltage is charged. That is, starting from a state in which the filter capacitor is discharged requires a longer time.

  Here, when a device has a minor failure or a major failure, the filter capacitor voltage is usually discharged to ensure safety. Therefore, when starting next time, starting from the discharge state, it takes more time than usual until thrust is generated.

<Effect 1 of 4th Embodiment>
As described above, in the fourth embodiment, as shown in the flowchart of FIG. 10, if the protection state is established and the device is in a restartable state, the filter capacitor is charged once by giving a zero thrust command. Then, it is set in a state where it can respond promptly to the next thrust command. At this time, whether or not to continue giving the zero thrust command may be determined according to the situation at that time.

<Effect 2 of 4th Embodiment>
Further, based on the protection signal, it is impossible to cope with the case where the filter capacitor voltage is discharged due to the initial start-up of each VVVF inverter 3, 11, 13 or the operation stop for a long time. Therefore, if the automatic train operation device 6 receives not the protection signal but the information on the filter capacitor voltage, and if the filter capacitor voltage is lower than a predetermined value, for example, a zero thrust command is given, the effect is further improved. Is obtained.

1 is a block diagram showing a first embodiment of a train control system according to the present invention. It is a block diagram when executing the power running command in the train control system shown in FIG. It is explanatory drawing which shows the zero thrust command contained in the power running notch or brake notch output from an automatic train driving device, and the zero thrust pattern output as a torque command. It is explanatory drawing of the zero thrust pattern in a torque command. It is explanatory drawing which shows the initial charging pressure on the BC pressure characteristic with respect to brake torque. It is a wave form diagram which shows the operation example (the induction motor and the permanent magnet synchronous motor) at the time of the operation | movement start of the VVVF inverter shown in FIG. It is a block diagram which shows 2nd Embodiment of the train control system by this invention. It is a block diagram which shows 3rd Embodiment of the train control system by this invention. It is a block diagram which shows 4th Embodiment of the train control system by this invention. It is a flowchart which shows the process sequence after the protection detection of the train control system shown in FIG. FIG. 10 is a waveform diagram showing an operation example (presence / absence of charging of a filter capacitor) at the start of operation of the VVVF inverter shown in FIG. 9.

Explanation of symbols

1a to 1d ... train control system 2 ... main motor (drive / brake means, electric motor)
3 ... VVVF inverter (drive / brake means, motor control means)
4. Air brake system (drive / brake means, air brake means)
5. Brake controller (drive / brake means, air brake control means)
6 ... Automatic train operation device (train automatic control means)
7: In-vehicle transmission device 8 ... Air brake control (drive / brake means, air brake control means)
9 ... wheel 10 ... rail 11 ... VVVF inverter (drive / brake means, motor control means)
12 ... Main motor (drive / brake means, motor)
13 ... VVVF inverter (drive / brake means, motor control means)
14 ... Main motor (drive / brake means)

Claims (3)

Train automatic control means for controlling the train by selectively outputting a tensile force command, a brake force command, and a zero thrust command;
An induction motor that generates a driving force and a braking force;
An inverter that controls the induction motor;
Air brake means for generating braking force;
When receiving a braking force command from the train automatic control means, the braking force is generated by controlling the air braking brake means to generate the braking force or by controlling the electric motor via the air braking brake means and the inverter. And when receiving a zero thrust command from the train automatic control means, the brake control means for controlling the air braking brake means to generate zero thrust by the initial charging pressure;
When receiving a zero thrust command from the train automatic control means , exciting the induction motor
Motor control means for controlling the inverter so as to flow a current such that the torque becomes zero ,
The train automatic control means is expected to decelerate or accelerate when controlling the train.
A train control system that outputs the zero thrust command when the command is received . The brake control means and the inverter include failure information, abnormality information, and apparatus restartability information.
Outputs a protection signal including any of
The train automatic control means is responsive to the protection signal for the brake control means and the inverter.
Whether the brake can be restarted.
The train control system according to claim 1, wherein a zero thrust command is given to the inverter . The brake control means responds to reception of a brake command from the train automatic control device.
When the induction motor is controlled via the air brake control means and the inverter
Based on the information about the effective braking force received from the inverter,
The train control system according to claim 1 , wherein the air brake is controlled so as to satisfy a braking force according to a command .

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