JP6931619B2 - Railroad vehicle drive system and drive method - Google Patents

Description

The present invention generally relates to drive control of a railroad vehicle, and more particularly to load-responsive control for controlling the acceleration of a train to be constant.

In a railway train, when the train weight increases due to the number of passengers, if the driving force of the traction motor is the same, the starting acceleration decreases, and as a result, the train operation is hindered. For this reason, load-responsive control that keeps the starting acceleration constant by increasing or decreasing the driving force of the traction motor according to the knitting weight is common.

As one method for realizing load-responsive control, Patent Document 1 is a method in which the same target tread force command value is given to the main circuit control device (device that controls the driving force of the traction motor) of each vehicle constituting the train set. It is described in.

Japanese Unexamined Patent Publication No. 07-135706

In a train set, the number of passengers (or load capacity) may vary among vehicles, and as a result, the body weights of all vehicles may not be equal. In a vehicle in which the vehicle weight is light for the target tread force, an excessive tread force acts, and the tread force between the rail and the wheel may exceed the adhesive limit and slip or slide. On the other hand, in a vehicle in which the vehicle weight is heavy for the target tread force, the tread force for obtaining a predetermined acceleration may be insufficient and the vehicle may be towed by another vehicle.

An object of the present invention is to reduce excess or deficiency of tread force for each vehicle.

A train drive system composed of a plurality of vehicles including two or more vehicles each including an electric motor for controlling the running of the vehicle and a power conversion unit for supplying power to the electric motor is a drive system of the two or more vehicles. For each, based on the formation tread force, which is the tread force for the entire formation vehicle calculated based on the formation weight, which is the weight of the formation train, and the vehicle individual information, which is information depending on the vehicle, of the vehicle. Calculate the tread force. For each of the two or more vehicles, the power conversion unit in the vehicle is controlled based on the tread force calculated for the vehicle.

According to the present invention, it is possible to reduce excess or deficiency of tread force for each vehicle provided with an electric motor and a power conversion unit.

The schematic diagram which shows the structure of the train | train which concerns on 1st Embodiment of this invention. The schematic diagram of the control in 1st Embodiment of this invention. The flowchart of the tread force calculation process which concerns on 1st Embodiment of this invention. A block diagram showing the concept of calculating the tread force of the own car. The figure which shows an example of the concept of a thermal loss index integration rate. The flowchart of the tread force calculation process which concerns on 2nd Embodiment of this invention.

In the following description, a common code among reference codes may be used when the same type of elements are not distinguished, and a reference code may be used when distinguishing the same type of elements. For example, when the vehicles are not distinguished, it is referred to as "vehicle 11", and when the vehicles are distinguished, it is referred to as "vehicle 11a", "vehicle 11b", "vehicle 11c".
[First Embodiment]

FIG. 1 is a schematic view showing the configuration of a train set according to the first embodiment of the present invention.

Vehicles 11a, 11b and 11c constitute a train 100. In the present embodiment, the train 100 is a 3-car train, and each of the vehicles 11a, 11b, and 11c is a traction motor (hereinafter, MM) and a main circuit control device (hereinafter, INV) for driving the vehicle 11. ) 16, but the number of vehicles 11 forming a train, the number of MMs, and the number of INV16s (the number of vehicles 11 having MMs and INV16s) may not be limited. Typically, a train set is composed of a plurality of rolling stock 11. Further, some rolling stock 11 in the train set may not have INV16 and MM. Further, hereinafter, the vehicle 11 may be referred to as a "car No. 11".

The train 100 (plurality of vehicles 11 (11a to 11b)) includes a vehicle information control device (hereinafter, TCMS (Train Control and Monitoring System)) 14, a plurality of bogies 12 (12a to 12f), and a plurality of wheel sets 13 (13a). ~ 13l), a plurality of brake control devices (hereinafter, BCU) 15 (15a to 15c), and a plurality of INV16s (16a to 16c). Hereinafter, one vehicle 11a will be taken as an example. The vehicle 11a includes carriages 12a and 12b. The bogie 12a supports the vehicle 11a by the wheel sets 13a and 13b, and the bogie 12b supports the vehicle 11a by the wheel sets 13c and 13d. Further, the axle box (not shown) allows the wheel axle to rotate so that the vehicle 11a can travel. Further, a pillow spring device (not shown) provided between the vehicle 11a and the bogie 12a and the bogie 12b allows the bogie 12a and the bogie 12b to rotate around the axis perpendicular to the track surface with respect to the vehicle 11a. Since it is possible to allow a rotational movement (rolling) around an axis parallel to the traveling direction of the vehicle 11a with respect to the bogie 12a and the bogie 12b, the entire vehicle can smoothly travel on a curve.

The TCMS 14 includes a control board and an in-train network. The control board includes an interface unit (for example, an interface connected to an in-train network), a storage unit (for example, a volatile memory and a non-volatile memory), and a processor unit connected to them. The processor unit is typically a microprocessor, but may include a hardware circuit (for example, an FPGA (Field-Programmable Gate Array) or an ASIC (Application Specific Integrated Circuit)) that performs a part or all of the processing. The control board may be provided, for example, in a vehicle 11 having a driver's cab (not shown). The in-train network may include, for example, a plurality of routers. The TCMS 14 exists outside the train set 100 because it is schematically shown in FIG. 1, but in reality, a plurality of elements constituting the TCMS 14 are present in the plurality of rolling stock 11. The TCMS 14 is connected to the BCU 15a and INV 16a in the vehicle 11a, is connected to the BCU 15b and INV 16b in the vehicle 11b, is connected to the BCU 15c and INV 16c in the vehicle 11c, and can share information on the BCU 15 and INV 16 of the entire train 100.

The BCU 15a of the vehicle 11a is connected to a mechanical braking device (not shown) loaded on the bogies 12a and 12b. The BCU 15a controls the braking force applied to the wheel set by the mechanical braking device when the train 100 is stopped or the like. Further, the BCU 15a calculates the vehicle weight of the vehicle 11a according to the generated force in which the pillow spring device loaded on the carriages 12a and 12b supports the vehicle 11a, and provides the TCMS 14 with vehicle weight information indicating the calculated vehicle weight. Send. The BCU 15b and 15c in the vehicles 11b and 11c also operate in the same manner as the BCU 15a. Vehicle weight may be specified (eg, calculated or measured) in other ways.

The INV 16a in the vehicle 11a is connected to the MM loaded on the bogies 12a and 12b, and adjusts the driving torque of the MM to control the acceleration or deceleration of the train. Further, the INV16a is connected to the TCMS14 and shares information via the in-train network. The INV 16b and 16c in the vehicle 11c also function in the same manner as the INV 16a.

FIG. 2 is a schematic diagram of the control according to the present embodiment.

The vehicle weight information of the car No. 11 is transmitted from the BCU 15 of each car No. 11 (each vehicle 11) to the TCMS 14. The TCMS 14 calculates the knitting weight based on the vehicle weight information received from the BCU 15 of each car No. 11, and transfers the calculation information, which is the information including the knitting weight information indicating the calculated knitting weight, to the L / U 24 of the INV 16. Send. The "knitting weight" is the total of a plurality of vehicle weights corresponding to the plurality of vehicles 11. The L / U 24 that received the calculation information was calculated on the TCMS 14 based on the INV information (details will be described later), which is the information of the INV 16, and the calculation information in response to the reception of the calculation information. The tread force information, which is information indicating the tread force, is transmitted. The L / U 24 calculates the tread force required by the own vehicle 11 (the vehicle 11 having the L / U 24) based on the received calculation information, and controls the MM 26 by the INV 16. Specifically, the L / U 24 is a gate that inputs to a gate amplifier that generates an on / off command of a main circuit switch element (hereinafter, IGBT (Insulated Gate Bipolar Transistor)) 25 so that the calculated tread force can be output to the MM 26. Control the pulse. The switching of the IGBT 25 is controlled by the gate pulse, and as a result, the MM26 is controlled. The IGBT 25 is an example of a switch device (for example, a power module) including a semiconductor switch element, and is an example of a power conversion unit.

The L / U 24 may periodically receive the calculation information from the TCMS 14 and respond to the reception (transmission of INV information and tread force information).

The INV information also includes information about the entire INV16, such as an input current, an input voltage, an output current, an output voltage, and an idling gliding flag indicating whether or not idling or gliding has occurred. With respect to the slip flag, a first value (eg "1") means slip or slip has occurred and a second value (eg "0") means no slip or slip has occurred. do. The INV16 (for example, L / U24) can determine whether or not the own car 11 (the vehicle 11 equipped with the INV16) has slipped or slipped, for example, based on the rate of increase in the number of revolutions of the MM26 of the own car 11. For example, when the rate of increase in the number of revolutions of the MM26 exceeds a certain level (that is, when the number of revolutions of the MM26 suddenly increases), the INV 16 determines that the own car 11 has slipped or slipped. The idling gliding flag having a value indicating such a determination result is included in the INV information.

Further, the L / U 24 includes an interface unit (for example, an interface connected to the TCMS 14), a storage unit (for example, a volatile memory and a non-volatile memory), and a processor unit connected to them. The processor unit is typically a microprocessor, but may include a hardware circuit that performs part or all of the processing.

Further, in the present embodiment, the L / U 24 of each car No. 11 calculates the tread force of the car No. 11, but the logic of the L / U 24 may exist in the TCMS 14. That is, the TCMS 14 may calculate the tread force for the car No. 11 for each of the cars 11 provided with the INV 16, or calculate the tread force for the car No. 11 for a part of the cars 11 of the car No. 11. You may.

Further, calculation information that L / U24 receives from TCMS14, in addition to the _{M T} information indicating the knitting weight _{(M T),} at least one of the following,
_{(X1) M n} information indicating the vehicle weight (M _n ) of the own car 11
(X2) Other car information regarding other car 11
_{(X3) M Ti} information indicating the inertial weight (M _{Ti),
(X4) L n} information indicating the thermal loss index integration rate (L _n ), and
(X5) Current status information indicating whether the current status is state B (a state in which slipping or sliding is likely to occur) or state A (a state other than state B (so-called normal state)).
At least one of them may be included. _{The Mn} information of the own car 11 is the information received by the TCMS 14 from the BCU 15 of the own car. Further, the "other car 11" referred to here may be all cars 11 other than the own car 11, or a specific part of the car 11 based on the own car 11 (for example, the own car is a natural number (n is a natural number). ) May be the only case (car No. (n + 1)). The other car information may include, for example, at least one of INV information and tread force information.

Further, in the present embodiment, the drive system of the train set 100 includes L / U24 of each INV16. The drive system may further include a control board for TCMS14. For each vehicle 11, the drive system of the vehicle 11 includes the L / U 24 of the INV 16 in the vehicle 11.

FIG. 3 is a flowchart of the tread force calculation process according to the first embodiment performed by the L / U 24 of each vehicle 11. In the following description, the vehicle 11a will be mainly taken as an example.

First, the L / U 24 receives calculation information from the TCMS 14 (S301). The L / U 24 calculates the tread force to be output for the own vehicle 11a (vehicle 11a) based on the received calculation information (S302). The L / U 24 determines whether the calculated tread force is equal to or less than the maximum tread force that the MM26 of the own car 11a can output (S303).

When the calculated tread force is equal to or less than the maximum tread force (S303: Yes), the L / U 24 outputs the calculated tread force (S304). Specifically, the L / U 24 controls the switching of the IGBT 25 in order to transmit the calculated tread force to the MM 26.

On the other hand, when the calculated tread force exceeds the maximum tread force (S303: No), the L / U 24 outputs the maximum tread force (S305).

The L / U 24 transmits a response including tread force information indicating the output tread force information to the TCMS 14 (S306). The response includes the INV information of the INV16a and the idling gliding flag in addition to the tread force information.

Information indicating the maximum tread force that can be output by the MM 26 may be stored in a storage unit (not shown) of the L / U 24, or may be included in the calculation information received in S301. Further, the maximum tread force may be determined as the electrical specifications of the MM26 or INV16a, but is set to L / U26 in a state where the wheelset is likely to slip or slide (that is, when the current state is state B) such as in rainy weather. In the state), the tread force that suppresses the occurrence of idling or sliding may be the maximum tread force. As the tread force for suppressing the occurrence of idling or sliding, the tread force Tslsk (the tread force when the idling gliding flag was "1" last time) at the time when the idling or sliding occurred last time is L / U24 of INV16. Alternatively, it is conceivable that the tread force Tslsk is the maximum tread force when the current state is the state B until the TCMS 14 stores the tread force and slips or slides for a predetermined period or the next time. As described above, the maximum tread force may differ depending on whether the current state is the state B or the state A.

FIG. 4 is a block diagram showing the concept of calculating the tread force of the own vehicle 11a.

As shown in FIG. 4, the method of calculating the tread force of the own vehicle 11a differs depending on whether the current state set in the L / U 24 is the state A or the state B. Hereinafter, each of the states A and B will be described.

The tread force calculation when the current state is the state A is as follows, for example. Knitting weight M _{T (e.g.} units tons), the inertia weight M _{Ti (e.g.} unit ton), n car (own car) for _(n is a natural number) Thermal loss index cumulative index L _n of calculation including information indicating the The information is received from TCMS14. Acceleration _AT (for example, the unit is meters / second ² ), running resistance _RT (for example, the unit is kilonewton) and the number of trains N (N is a natural number) are predetermined (for example, set in the storage unit of L / U24). Has been). M _{T, M} Ti, from _{A T} and _{R T,} L / U24 calculates the knitting tread force _{T T} is the tread force of the whole train set 100. When the number of trains is N, the L / U 24 calculates the _{vehicle tread force T n} , which is the tread force required for the car No. n (own car 11a), from the _{T T} , L _{n, and N.} Note that _AT and _RT may be included in the calculation information from TCMS14.

The tread force calculation when the current state is the state B is as follows, for example. Calculation information from TCMS14 the vehicle weight _{M n} (e.g. units tons) of n car (own car 11a) in addition to the _{M T} and _{M Ti} includes information indicating. As described above, _{A T} and _{R T} are predefined, L / U24 _is, M _T, M _Ti, calculates the tread force _{T T} of the entire train set 100 from _{A T} and _{R T.} Then, the L / U 24 calculates the _{tread force T n} required for the car No. n (car No. 11a) from _{the T T} , M _n , and M _T.

It should be noted that the current state of the own vehicle 11a may be set by the L / U 24 when the L / U 24 detects slipping or sliding, for example, but in the present embodiment, the TCMS 14 is the vehicle. When it is detected that the frequency of receiving the idling gliding flag "1" from the INV 16a of the 11a exceeds a preset threshold value, the current state = state B is set in the L / U 24 of the vehicle 11a. In addition to or instead, the TCMS 14 sets the current state = state B in the L / U 24 of each vehicle 11 of the train 100 when it receives the rain or snow information indicating that there is rain or snow on the train 100. You may. As the rainfall / snow information and its reception form, for example, at least one of the following,
(A) Switch operation information of the driver's cab (wiper operation on, snow-resistant brake on, etc.),
(B) Image recognition of rain, snow, station passengers, etc. with the umbrella open by the in-vehicle camera.
(C) Reception of rainfall or snowfall information from station facilities, etc. via wireless network, and
(D) Reception of rainfall or snowfall information on public Web information via wireless network,
Can be considered.

Based on the above logic, by calculating and outputting the tread force required for the own car 11a by INV16a, the tread force necessary and sufficient (with little excess or deficiency) for driving the own car 11a is generated. For car No. n, the thermal loss index integration rate L _n and the vehicle weight M _n are examples of vehicle individual information.

FIG. 5 is a diagram showing an example of the concept of the thermal loss index integration rate L _n. Since the explanation mainly takes the vehicle 11a as an example, the first car (n = 1, vehicle 11a) is the own car, and the second car (n = 2, vehicle 11b) and the third car (n = 3, Vehicle 11c) is another vehicle.

The INV information of the 1st to 3rd cars is received by the TCMS14 from the INVs 16a to 16c. The INV information of each of the first car to the third car includes information indicating the _{INV input current (X n).} The TCMS 14 _{is provided with an L n} calculation unit 50. The L _{n calculation unit 50 squares X n} for each of the first to third cars and integrates them, and stores the _{integration rate L n.} The L _n calculation unit 50 is included in the above-mentioned control board in TCMS 14, for example.

The thermal loss index is originally calculated as "(resistance) x (INV input current) ² ", but since "(resistance)" in INV16 is considered to be the same for each vehicle 11, "(INV input)" Current) The square of the INV input current is adopted, considering that it can be replaced in the section of "^2".

L _n is stored in the non-volatile storage area in the storage unit, and the data may not be cleared except by an intentional reset operation. 1 car, 2 car and 3 _L 1 respectively corresponding to car, _{L 2} and _{L 3,} the average value thereof is normalized value by _{L n} arithmetic unit 50 so as to be 100%. In the example of FIG. 5, L ₃ is 100% (average value), L ₁ is _{larger than L 3} (125%), and L ₂ is smaller than _{L 3. L 1 to} L ₃ calculated by the L _n calculation unit 50 of the TCMS 14 are transmitted to the first car to the third car (INV 16a to 16c), respectively.

In FIG. 5, _{it is assumed that the L n} calculation unit 50 is provided in the TCMS 14. However, this does _{not limit the installation location of the L n} calculation unit 50, and may be provided in a device in an environment in which information can be received from the INV 16 and information can be transmitted to the INV 16.
[Second Embodiment]

A second embodiment of the present invention will be described. At that time, the differences from the first embodiment will be mainly described, and the common points with the first embodiment will be omitted or simplified.

FIG. 6 is a flowchart of the tread force calculation process according to the second embodiment.

The calculation information received by the car No. n (car No. 11a) may include information indicating the insufficient tread force of the car No. (n + 1) (details will be described later). The L / U 24 determines whether the calculation information received in S301 includes information indicating the insufficient tread force of the (n + 1) car (S601). If the determination result of S601 is false (S601: No), S303 is performed.

When the judgment result of S601 is true (S601: Yes), in L / U24, the total of the tread force of the own car (n car) calculated in S302 and the insufficient tread force of the (n + 1) car is the sum of the tread force of the own car. It is determined whether the tread force is equal to or less than the maximum tread force (S602). If the determination result of S602 is false (S602: No), S305 is performed.

When the determination result of S602 is true (S602: Yes), the L / U 24 outputs the tread force for the total of the above (S603).

L / U24 performs S604 instead of S306. That is, when the output tread force (the tread force calculated in S302 or the above total) is larger than the maximum tread force of the own vehicle, the L / U24 outputs the maximum tread force and the output. Information indicating the insufficient tread force, which is the difference from the tread force, is transmitted to the TCMS 14. Even if the L / U 24 transmits the output tread force and the information indicating that the output tread force exceeds the maximum tread force to the TCMS 14, the TCMS 14 calculates the insufficient tread force for the nth car. good. The TCMS 14 transmits the calculation information including the information indicating the insufficient tread force of the n car to the (n-1) car.

Thus, in the second embodiment, the L / U24 of the nth car is the tread force required for the (n + 1) car (that is, the vehicle next to the nth car and existing on the opposite side in the traveling direction) and ( Receives information indicating the deviation from the maximum tread force of car n + 1) (that is, the above-mentioned insufficient tread force). The L / U24 of car n determines whether the tread force deviation of car n + 1 can be supplemented by car n, and if it can be supplemented, the tread force required by car n is added to the tread force insufficient by car n + 1. Output force.

Hereinafter, the first embodiment and the second embodiment will be summarized. In addition, the following summary may include matters not described above. In the following description, the description of "xxx part" may be read as "xxx means".

A train set (for example, train 100) has two or more vehicles (for example, IGBT 25) each including an electric motor (for example, MM26) that controls the running of a vehicle (for example, vehicle 11) and a power conversion unit (for example, IGBT 25) that supplies electric power to the electric motor. For example, it is composed of a plurality of vehicles including vehicles 11a to 11c). The drive system of the train is provided with a tread force calculation unit and an output control unit. The tread force calculation unit is the formation tread force, which is the tread force for the entire formation vehicle calculated based on the formation weight (weight of the formation train) for each of the two or more vehicles, and the information depending on the vehicle. The tread force of the vehicle is calculated based on the vehicle individual information. The output control unit controls the power conversion unit of each of the two or more vehicles based on the tread force calculated for the vehicle. As a result, it is possible to reduce excess or deficiency of tread force for each vehicle provided with an electric motor and a power conversion unit. The tread force calculation unit and the output control unit correspond to the L / U 24 in the first and second embodiments, but may be included in the control board in the TCMS 14.

While calculating the tread force for each vehicle, it is desirable to maintain uniform thermal life of two or more power converters in two or more vehicles. Therefore, for each of the two or more vehicles, the vehicle individual information is the thermal loss index integration rate, which is the relative thermal loss of the vehicle. Since the resistance of the power conversion unit is considered to be the same in each vehicle, the thermal loss index integration rate for each of the two or more vehicles is based on the two or more thermal losses corresponding to the two or more vehicles. The thermal loss of the vehicle when the value is used as a reference value may be used. In order to realize such a configuration, heat loss index cumulative rate calculation section (e.g. L _n arithmetic unit 50) is provided. The thermal loss index integration rate calculation unit receives the input current value of the power conversion unit of the vehicle from each of the two or more vehicles, and calculates the thermal loss for each of the two or more vehicles based on the input current of the vehicle. Calculate and calculate the thermal loss index integration rate for each of the two or more vehicles based on the two or more thermal losses corresponding to each of the two or more vehicles, and calculate the vehicle for each of the two or more vehicles. The heat loss index integration rate is transmitted. Each of the two or more vehicles includes a tread force calculation unit and an output control unit.

For all cars, if the current situation is state A (a state in which idling or sliding is unlikely to occur), divide the formation tread force by the number of cars in order to output a uniform tread force to each car (car number). Therefore, it is conceivable to calculate the tread force of each vehicle. As a result, uniform thermal loss is generated in each car, and control that can be expected to last for a long time can be expected. For the vehicle in the current state A, the thermal loss index integration rate of the vehicle is adopted as the vehicle individual information. On the other hand, if the weight is largely biased between vehicles, for example, car 1 is empty and car 3 is full, if a uniform tread force is output, a tread force that is more than necessary is output for a light vehicle. As a result, it is considered that the possibility of slipping or sliding is relatively high. Therefore, for a vehicle in the current state B (a state in which slipping or sliding is likely to occur), the vehicle individual information is switched to information indicating the weight of the vehicle. Specifically, for each of the two or more cars, the tread force calculation unit determines the formation tread force by the number of vehicles constituting the formation train when the current state of the vehicle is state A (an example of the second state). The tread force of the vehicle is calculated by reflecting the heat loss index integration rate of the vehicle in the divided value. For a vehicle whose current state is in state B (an example of the first state), the tread force calculation unit calculates the tread force of the vehicle by reflecting the weight of the vehicle in the value obtained by dividing the knitting tread force by the knitting weight. calculate. As described above, in the state A, the tread force calculation that can be thermally prolonged is performed, and when the current state changes from the state A to the state B due to the occurrence of slipping or sliding according to the logic in the state A, , The logic is switched from the logic of the state A to the logic of the state B, and the necessary and sufficient tread force can be output. In the state B, sufficient acceleration can be obtained by idling or sliding, so that it is not necessary to pass a current. Therefore, it is not necessary to consider the thermal loss index integration rate. Also, for each of the two or more vehicles, at least one of the following,
(X1) The rate of increase in the number of revolutions of the motor of the vehicle exceeds a certain value.
(X2) Input information from the outside indicates rainfall or snowfall around the train.
If is satisfied, the current state of the vehicle may be the state B. The above (x2) may be, for example, at least one of the above (a) to (d).

For each of the two or more vehicles, the tread force calculation unit determines that the tread force of the next vehicle (for example, (n + 1)) existing on the opposite side of the vehicle (for example, car n) is the maximum tread of the next vehicle. If the force is exceeded, the sum of the tread force of the vehicle and the insufficient tread force of the next vehicle (the difference between the maximum tread force of the next vehicle and the tread force of the next vehicle) is the sum of the tread force of the next vehicle. It may be determined whether or not it is less than or equal to the maximum tread force. If the result of the determination is true, the tread force calculation unit may control the power conversion unit in the vehicle based on the total of the vehicle. As a result, the tread force of the vehicle can be set to the tread force in consideration of the insufficient tread force of the next vehicle in which the tread force is insufficient, and therefore, the tread force of each vehicle is excessive or insufficient as a whole. Can be reduced.

In the first and second embodiments, the information of each vehicle 11 may be displayed on the monitor of the driver's cab (not shown) by the control board in the TCMS 14. The information of each vehicle 11 may include the input current of the INV 16. In the first and second embodiments, the tread force may differ depending on the vehicle 11, so that the input current displayed for each vehicle 11 may differ.

Although some embodiments have been described above, these are examples for explaining the present invention, and the scope of the present invention is not limited to these embodiments. The present invention can also be practiced in various other forms.

11: Vehicle 12: Bogie 14: Vehicle information control device (TCMS)
15: Brake control device (BCU)
16: Main circuit controller (INV)
24: Logic part (L / U)
25: Main circuit switch element (IGBT)
26: Traction motor (MM)

Claims (13)

In a train drive system composed of a plurality of vehicles including two or more vehicles, each of which has an electric motor that controls the running of the vehicle and a power conversion unit that supplies electric power to the electric motor.
For each of the two or more vehicles, the formation tread force which is the tread force for the entire formation train calculated based on the formation weight which is the weight of the formation train, and the vehicle individual information which is the information depending on the vehicle. Based on, the tread force calculation unit that calculates the tread force of the vehicle, and
Each of the two or more vehicles is provided with an output control unit that controls a power conversion unit in the vehicle based on the tread force calculated for the vehicle.
Each of the two or more vehicles has a main circuit control device including a power conversion unit of the vehicle, and the main circuit control device includes the tread force calculation unit and the output control unit.
For each of the two or more vehicles
The vehicle individual information is information including information calculated based on the information transmitted from the main circuit control device.
The information transmitted from the main circuit control device is information including information on the current input to the power conversion unit of the vehicle.
A train drive system characterized by this. In a train drive system composed of a plurality of vehicles including two or more vehicles, each of which has an electric motor that controls the running of the vehicle and a power conversion unit that supplies electric power to the electric motor.
For each of the two or more vehicles, the formation tread force which is the tread force for the entire formation train calculated based on the formation weight which is the weight of the formation train, and the vehicle individual information which is the information depending on the vehicle. Based on, the tread force calculation unit that calculates the tread force of the vehicle, and
Each of the two or more vehicles is provided with an output control unit that controls a power conversion unit in the vehicle based on the tread force calculated for the vehicle.
For each of the two or more vehicles
When the current state of the vehicle is the first state in which slipping or sliding is likely to occur, the vehicle individual information is vehicle weight information which is information indicating the weight of the vehicle.
When the current state of the vehicle is a second state different from the first state, the vehicle individual information is a thermal loss index integration rate which is a relative thermal loss of the vehicle.
A train drive system characterized by this. In a train drive system composed of a plurality of vehicles including two or more vehicles, each of which has an electric motor that controls the running of the vehicle and a power conversion unit that supplies electric power to the electric motor.
For each of the two or more vehicles, the formation tread force which is the tread force for the entire formation train calculated based on the formation weight which is the weight of the formation train, and the vehicle individual information which is the information depending on the vehicle. Based on, the tread force calculation unit that calculates the tread force of the vehicle, and
Each of the two or more vehicles is provided with an output control unit that controls a power conversion unit in the vehicle based on the tread force calculated for the vehicle.
For each of the two or more vehicles
When the tread force of the next vehicle existing on the opposite side of the traveling direction of the vehicle exceeds the maximum tread force of the next vehicle, the tread force calculation unit determines the tread force of the vehicle and the tread force of the next vehicle. Judge whether the total with the insufficient tread force is less than or equal to the maximum tread force of the vehicle.
For the next vehicle, the insufficient tread force is the difference between the maximum tread force of the next vehicle and the tread force of the next vehicle.
When the result of the determination is true, the output control unit controls the power conversion unit in the vehicle based on the total of the vehicle.
A train drive system characterized by this. For each of the two or more vehicles, the vehicle individual information is a thermal loss index integration rate, which is the relative thermal loss of the vehicle.
The drive system for a train set according to claim 1 or 3. For each of the two or more vehicles, the thermal loss index integration rate is the thermal of the vehicle when a value based on the two or more thermal losses corresponding to the two or more vehicles is used as a reference value. It's a loss,
The drive system for a train set according to claim 2 or 4. The input current value of the power conversion unit of the vehicle is received from each of the two or more vehicles, and the thermal loss is calculated for each of the two or more vehicles based on the input current value of the vehicle. Based on the two or more thermal losses corresponding to each of the two or more vehicles, the thermal loss index integration rate for each of the two or more vehicles is calculated, and the thermal loss index integration rate of the two or more vehicles is assigned to each of the two or more vehicles. A thermal loss index integration rate calculation unit for transmitting the calculated thermal loss index integration rate is further provided.
The drive system for a train set according to claim 2, 4 or 5. For each of the two or more vehicles
When the current state of the vehicle is the first state in which slipping or sliding is likely to occur, the vehicle individual information is vehicle weight information which is information indicating the weight of the vehicle.
When the current state of the vehicle is a second state different from the first state, the vehicle individual information is the thermal loss index integration rate.
The drive system for a train set according to claim 4. For each of the two or more vehicles, the tread force calculation unit
When the current state of the vehicle is the second state, the heat loss index integration rate of the vehicle is reflected in the value obtained by dividing the train tread force by the number of vehicles constituting the train. Calculate the tread force and
When the current state of the vehicle is in the first state, the tread force of the vehicle is calculated by reflecting the weight of the vehicle in the value obtained by dividing the tread force of the formation by the weight of the formation.
The drive system for a train set according to claim 2 or 7. When at least one of the following is satisfied for each of the two or more vehicles, the current state of the vehicle is the first state.
(X1) The rate of increase in the number of revolutions of the motor of the vehicle exceeds a certain value.
(X2) Input information from the outside indicates rainfall or snowfall around the train.
The drive system for a train set according to claim 2, 7 or 8. For each of the two or more vehicles
When the tread force of the next vehicle existing on the opposite side of the traveling direction of the vehicle exceeds the maximum tread force of the next vehicle, the tread force calculation unit determines the tread force of the vehicle and the tread force of the next vehicle. Judge whether the total with the insufficient tread force is less than or equal to the maximum tread force of the vehicle.
For the next vehicle, the insufficient tread force is the difference between the maximum tread force of the next vehicle and the tread force of the next vehicle.
When the result of the determination is true, the output control unit controls the power conversion unit in the vehicle based on the total of the vehicle.
The drive system for a train set according to claim 1 or 2. In a method of driving a train set composed of a plurality of vehicles including two or more vehicles each including an electric motor that controls the running of the vehicle and a power conversion unit that supplies electric power to the electric power.
(A) For each of the two or more vehicles, the formation tread force which is the tread force for the entire formation train calculated based on the formation weight which is the weight of the formation train, and the information depending on the vehicle. Calculate the tread force of the vehicle based on the individual vehicle information,
(B) For each of the two or more vehicles, the power conversion unit in the vehicle is controlled based on the tread force calculated for the vehicle.
Each of the two or more vehicles has a main circuit control device including a power conversion unit of the vehicle, and the main circuit control device performs (A) and (B).
For each of the two or more vehicles
The vehicle individual information is information including information calculated based on the information transmitted from the main circuit control device.
The information transmitted from the main circuit control device is information including information on the current input to the power conversion unit of the vehicle.
A method of driving a train that is characterized by this. In a method of driving a train set composed of a plurality of vehicles including two or more vehicles each including an electric motor that controls the running of the vehicle and a power conversion unit that supplies electric power to the electric power.
For each of the two or more vehicles, the formation tread force which is the tread force for the entire formation train calculated based on the formation weight which is the weight of the formation train, and the vehicle individual information which is the information depending on the vehicle. Based on, the tread force of the vehicle is calculated,
For each of the two or more vehicles, the power conversion unit in the vehicle is controlled based on the tread force calculated for the vehicle.
For each of the two or more vehicles
When the current state of the vehicle is the first state in which slipping or sliding is likely to occur, the vehicle individual information is vehicle weight information which is information indicating the weight of the vehicle.
When the current state of the vehicle is a second state different from the first state, the vehicle individual information is a thermal loss index integration rate which is a relative thermal loss of the vehicle.
A method of driving a train that is characterized by this. In a method of driving a train set composed of a plurality of vehicles including two or more vehicles each including an electric motor that controls the running of the vehicle and a power conversion unit that supplies electric power to the electric power.
(A) For each of the two or more vehicles, the formation tread force which is the tread force for the entire formation train calculated based on the formation weight which is the weight of the formation train, and the information depending on the vehicle. Calculate the tread force of the vehicle based on the individual vehicle information,
(B) For each of the two or more vehicles, the power conversion unit in the vehicle is controlled based on the tread force calculated for the vehicle.
In (A), when the tread force of the next vehicle existing on the opposite side of the traveling direction of the two or more vehicles exceeds the maximum tread force of the next vehicle, the tread force of the vehicle is exceeded. And, it is judged whether or not the total of the insufficient tread force of the next vehicle is less than or equal to the maximum tread force of the vehicle.
For the next vehicle, the insufficient tread force is the difference between the maximum tread force of the next vehicle and the tread force of the next vehicle.
In (B), if the result of the determination in (A) is true for each of the two or more vehicles, the power conversion unit in the vehicle is controlled based on the total of the vehicles.
A method of driving a train that is characterized by this.

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