JPH0274105A - Railroad rolling stock controller - Google Patents

Abstract

PURPOSE:To minimize reduction of tractive force and damping force due to skidding by distributing the driving force and the damping force corresponding to the expected adhesion of wheels. CONSTITUTION:Current to be fed through a current collector PG is controlled through a chopper CH and fed to the field widnings F1, F2 and the armatures A1, A2 of a DC motor. Unbalanced counter electromotive force produced between the armatures A1, A2 through slipping of wheels is detected through a voltage detector DCPT, and accordingly the driving force is reduced based on the output of a comparison arithmetic circuit 2, thus carrying out re-adhesion control. A reference pattern generator 4 provides a desired reference driving force pattern IP then a limit adhesion command circuit 5 corrects the IP corresponding to the adhesion factor expected for a wheel group driven through a controller and provides a driving force command signal IC.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a control device for a railway vehicle, and particularly to a railway vehicle equipped with a plurality of means for controlling driving force or braking force,
The present invention also relates to a control device for a railway vehicle that aims to improve the adhesive performance of a set of railway vehicles that are connected and run together.

[Conventional technology]

A railway vehicle obtains its traction force or braking force from the adhesive force between the wheel rails, and the driving force or braking force applied to the wheel circumference has a limit value determined by the adhesive coefficient between the axle rails (adhesion limit force If the wheel speed exceeds 100 mm, the wheels will spin or skid, making it impossible to obtain the required traction or braking force.

However, the adhesion coefficient varies from 0 to 0 depending on the surface condition of the rail.
It varies widely between 05 and 0.5.

Therefore, in order to obtain highly economical railway vehicles such as high speed, high acceleration/deceleration, and large tractive force transportation, it is necessary to improve the adhesive performance by increasing and effectively utilizing the adhesive coefficient. Methods such as scattering sand on the rail surface or irradiating it with plasma have been used for a long time to increase the adhesive coefficient. In addition, a sensor is installed to detect slipping or skidding, and the output signal from the sensor reduces the driving force or braking force of the axle that has spun or skidded, thereby re-adhering (bringing the speed of skidding or skidding to zero). ), and means to control the driving force or braking force so as to utilize the adhesion limit force as effectively as possible (
This is called a re-adhesion control device), etc., have been put into practical use.

Further, as disclosed in Japanese Patent Application Laid-Open No. 60-91805, control can be performed so as to always obtain the maximum adhesive force.

By the way, as mentioned above, the coefficient of adhesion between the axle and the rail shows large variations depending on the surface condition of the rail, and also decreases as the speed increases, and once the wheel is idling or sliding, it shifts from static friction to dynamic friction. It has been qualitatively known from the past that the coefficient of friction decreases significantly. In addition, in railway cars equipped with multiple drive devices and braking devices, or in a train set that runs with multiple cars connected, the rail surface is to clean the
It is well known that the coefficient of adhesion between the following axle or the axle of a coupled following vehicle and the rail is considerably improved and exhibits a high level.

On the other hand, railway cars and multiple drive devices or brake devices are divided into several groups, each of which is equipped with an independent control means for each drive device or braking device, and each group is provided with an independent control means. In conventional railway vehicles configured to control the driving force or braking force by multiple control means, such as railway vehicles equipped with a The command value is generally set to a constant value so that the driving force or braking force applied to each wheel is smaller than the average adhesion limit force.

[Problem to be solved by the invention]

Therefore, in conventional railway vehicles where control command values are set to prevent slipping or skidding as much as possible, it is necessary to set command value levels based on the adhesion coefficient expected at the leading axle, which has the lowest adhesion coefficient level. Therefore, it cannot be said that the rolling stock or train as a whole is truly utilizing the adhesive limit force effectively, and there are drawbacks such as the rolling stock or train becoming larger and becoming less efficient. .

In addition, in a conventional railway vehicle in which each control means is provided with the above-mentioned readhesion control device to reduce the driving force or braking force of a wheel that has spun or slipped to cause it to readhere, the railway vehicle or It is possible to set a control command value based on the adhesion coefficient expected for the entire train, but
The control unit, including the leading axle, has an increased chance of generating driving force or braking force that exceeds the adhesion limit force, increasing the frequency of slipping and skidding, leading to deterioration of adhesion performance and ride comfort. Depending on the situation, there was a risk that wheels, drive devices, rails, etc. would be damaged due to large slips, sliding and sticking, and an increase in noise.

Furthermore, in recent railway vehicles, control means such as adaptive load compensation and electrical axle load compensation are used to increase or decrease the driving force or braking force according to the magnitude of the vertical load applied to each axle or each vehicle. However, all of these are designed to improve adhesion performance by keeping the ratio of the driving force or braking force of each wheel or vehicle to a vertical load at a roughly constant value.

There was no consideration given to the effective use of the adhesion limit force between the wheel rails in each control unit, which risked increasing the size of the railway vehicle, reducing efficiency, increasing noise, and deteriorating riding comfort. .

An object of the present invention is to improve the adhesion performance in a railway vehicle equipped with a plurality of control means, or in a railway vehicle that runs in a connected manner, and to improve the driving force.

Another object of the present invention is to provide an economical railway vehicle control device that can utilize brake force as effectively as possible as traction force or braking force.

[Means to solve the problem]

The above object is to provide a means for detecting the traveling direction of a railway vehicle equipped with a plurality of means for controlling driving force or braking force, or a means for controlling the braking force in a railway vehicle that is connected and runs together. A drive device, or each wheel on which a brake device is installed, whose driving force or brake force control command signal is controlled by a brake force control means,
Alternatively, this can be achieved by providing means for setting the coefficient of adhesion in accordance with the expected adhesion coefficient of the wheel group, and by switching the increase or decrease of the control command signal depending on the traveling direction of the railway vehicle.

[Effect]

The method of the present invention provides the driving force of a leading wheel, or a group of wheels including the leading wheel, in which the adhesion coefficient between the wheel rails is a minimum value, in a railway vehicle or a set of railway vehicles running in a connected manner. The brake control command signal level is set in accordance with the expected adhesion coefficient of the axle or wheel group, and each control device connected to the subsequent axle or wheel group sets the control command signal level according to the cleaning effect of the wheel transfer. Increased commensurate with the increased expected stickiness coefficient of the railway vehicle, or.

The connected railway vehicle as a whole operates to generate the required traction force or braking force. Further, the increase or decrease of the control command signal level of each control device is switched by means for detecting the traveling direction of the railway vehicle. Thereby,
The driving force or braking force in each control unit is always controlled to correspond to the expected adhesion coefficient of the wheel group, so there is no slipping or
In addition, the reduction in traction force or braking force due to sliding can be minimized, and the adhesive performance is effectively improved.

〔Example〕

Hereinafter, one embodiment of the present invention will be described in detail with reference to FIGS. 1 to 3. FIG. 1 is a control block diagram of an embodiment of driving when the present invention is applied to a chopper type electric vehicle.
FIG. 2 shows a control block diagram when an inner-shaft railway vehicle is constructed using three control devices constructed as shown in FIG. 1, and FIG. 3 shows a control block diagram of the present invention constructed as shown in FIG. FIG. 6 is an explanatory diagram showing the relationship between the adhesion limit force f, &, the driving force F, and the correction coefficient KF of the adhesion limit force command circuit in one embodiment.

In Fig. 1, PG is a current collector, FL is a filter circuit or an accelerator, FC is a filter capacitor, Al and A2 are armatures of a DC motor, and Fl and F2 are field windings of a DC motor. MSL indicates a smoothing reactor, CH indicates a chopper, D indicates a freewheeling diode, and DCCT indicates a current detector.
V is a converter for switching the connection of armatures Al and A2 to forward or reverse direction according to a command from a master controller (not shown) installed in the driver's cab. Reference numeral 1 indicates a chopper control device, which is composed of a comparison calculation circuit 2, a phase shift circuit 3, etc., and includes a driving force command signal Ic and a current detector DC.
A comparison calculation circuit 2 compares and calculates the motor current Im detected by the CT, and a control signal from a phase shift circuit 3 based on the comparison result controls the conduction rate in the chopper CH to control the driving force.

R1, R2 and DCPT are resistors and voltage detectors for detecting wheel slip, and voltage detector DCPT detects back electromotive force complaint #7jS pressure ΔE generated between armatures A1 and A2 due to wheel slip. Ru. This detected amount ΔE is input to the comparison calculation circuit 2, and the driving force is reduced in accordance with the amount of slippage, and readhesion control is performed.

As for the driving force command, a desired driving force reference pattern Ip is given by the reference pattern generation circuit 4, and the adhesion limit force command circuit 5 corrects Ip according to the expected adhesion coefficient of the wheel group driven by the control device. , outputs a driving force command signal Ic.

Here, in the rIjA power reference pattern Ip, a reference value is set so that the traction force required in a railway vehicle equipped with a plurality of control devices is equally borne by each control device. Further, in the adhesion limit force command circuit 5, a correction coefficient is set so as to output a driving force command signal Ic corresponding to an expected adhesion coefficient determined by the axial position of the wheel group driven by the control device on the railway vehicle.

Also, depending on the direction of travel of the railway vehicle, the axis position changes and the expected adhesion coefficient becomes a different value. The correction coefficient is also changed by! to be accomplished.

FIGS. 2 and 3 show a mode in which the control device shown in FIG. 1 is installed as an embodiment of the present invention in a railway vehicle 7 equipped with six drive wheels (Wl to W6). Each control device displays only the parts necessary for explanation.
In the figure, the leading wheel in the direction of travel shown in FIG. 2 is designated as Wl.

The succeeding wheels are sequentially indicated by symbols w2 to w6, and the DC motors that drive these wheels are also indicated by M6 to M1. CHI indicates a chopper for controlling the driving force of electric motors Ml and M2, 11 indicates a chopper control device, 15 indicates an adhesion limit force command circuit, and 14 indicates a reference pattern generation circuit, and these are the control units of the - group. It is called. Also,
DC motor M3 installed in car @w3゜W4. The two control units that control the driving force of M4 are chopper CH2, chopper control device R21, reference pattern generation circuit 24°, and adhesion limit force command circuit 25, which control DC motors M5. The three control units that control the driving force of M6 are chopper CH3, chopper control device 31. It is composed of a reference pattern generation circuit 34 and an adhesion limit force command circuit 3S. Reference numeral 6 designates a main controller, which operates the converter RV shown in FIG. 1 by the driver's operation, and transmits a forward/reverse switching signal Rev along with a change in the traveling direction.

FIG. 3 shows the relationship between the distribution tendency of the adhesion limit force f m & In addition, the broken line in the figure indicates a set of driving force reference patterns Ip corresponding to this Fm in the reference pattern generation circuits 14, 24, 34 required in the railway vehicle. The control unit is easily affected directly by the rail surface, and especially in rainy weather, the adhesion limit force shows a considerably lower value due to the influence of rainwater and rust on the rail surface.On the other hand, two-part and three-part control In units of leading axle W
Since the rail surface is cleaned by the rolling of L and W2, the adhesion limit force increases sequentially. Therefore, in one embodiment of the present invention, correction coefficients KFI (Icl-Ip or Icl/Ip) to KF3 are determined so that a driving force command signal Ic in each control unit that matches the above-mentioned adhesion limit force tendency is output, It is set in each adhesion limit force command circuit 15, 25.35.

Furthermore, when the direction of travel is reversed (wheel w6 becomes the lead), the adhesion limit force tendency is also reversed, so the correction coefficients KFI to KF3 are changed by the forward/reverse switching signal Rev, and each driving force command signal Ic is The output is always commensurate with the expected adhesion coefficient of the wheel group. The correction coefficient is set to a different value depending on the axle arrangement and configuration of the railway vehicle, but the maximum correction coefficient (ratio of Tp and IQ) is generally ±10.
The value is about %.

According to the embodiment, since the driving force per each control unit in a railway vehicle equipped with a plurality of control means is controlled to correspond to the expected adhesion coefficient of a group of wheels driven by each control unit, the frequency of occurrence of two slips is significant. This effectively reduces wear and tear on the drive unit, wheels, and rails due to idling, and prevents deterioration of riding comfort. In addition, the driving force and adhesion limit force in each control unit are
They are always controlled in close proximity, and even if slipping occurs, it does not result in a large slipping, and by slightly reducing the driving force, it is effective in improving adhesive performance, such as easy readhesion.

Although FIG. 2 shows two railway vehicles, the present invention can also be applied to a single set of railway vehicles running in a connected manner, and the same effect will be obtained. In particular, in trains in which a large number of electric vehicles and accompanying vehicles are connected, more wheels are interposed between each control unit, so the deviation of the expected adhesion coefficient in each control unit is large. It is expected that the adhesive performance will be improved.

FIG. 4 shows another embodiment of the present invention. In the control device of the present invention, the driving force command signal Ic is set to correspond to the expected adhesion coefficient of the wheel group driven by the control device. An adhesion limit force correction circuit 41 is provided which detects when slipping occurs more than a predetermined frequency within a set time and corrects the correction coefficient set in the adhesion limit force command circuit 45. The adhesion limit force correction circuit 41 includes, for example, an integrator 51, as shown in FIG. Reset circuit 52. It is composed of a timer 53, a dead zone element 54, and the like. That is, the integrator 51 inputs the slip detection signal ΔE to an integrating circuit made up of a diode d, a resistor r, and a capacitor C, and calculates its integral value. Further, a reset circuit 52 is provided in parallel with the integrating circuit, and the integrated value is reset at every time set by a timer 53. The dead zone element 54 outputs an output signal Er when the integral value exceeds the set value e, and by subtracting the correction coefficient set in the adhesion limit force command circuit 45 from this output signal, a driving force command signal Ir is generated.

is configured to be corrected to a value equivalent to the expected adhesive coefficient at that time.

Note that the correction coefficient of the adhesion limit force command circuit 45 corrected by the adhesion limit force correction circuit 41 can be reset by a reset circuit installed in the driver's cab, etc., a reset circuit using a separate timer (none of which is shown), etc. It is desirable to continue until the

With the control device of the present invention, even under various weather conditions where the level of the adhesion coefficient varies greatly, the driving force in each control unit can always be set near the expected adhesion coefficient, and adaptive control can be performed, thereby improving the adhesion performance. The improvement becomes more noticeable.

FIG. 6 is a block diagram of a regenerative braking device showing an embodiment in which the present invention is applied to brake control. From the figure, 61 is a brake valve installed in the driver's cab, 62 is a reference pattern generation circuit that generates a reference pattern IBP corresponding to the necessary braking force based on the command from the brake valve 61, and 63 is a brake control circuit. Configuration of the adhesion limit force command circuit 63, which shows an adhesion limit force command circuit that corrects the output of the reference pattern generation circuit in accordance with the expected adhesion coefficient of the wheel group on which the brake operation is performed by the unit, and outputs the brake force command signal Iac. are the same as the adhesion limit force command circuits 5, 15, 25, and 35 shown in FIGS. 1 and 2.

The brake force command signal Iac is input to the comparison calculation circuit 2 of the chopper control device, and regenerative braking is performed by the chopper CH.

The brake force command signal IBC is also transmitted to the pilot valve amplifier 64 and the pilot valve 65, converted into air pressure commensurate with the electric signal, and supplied to the brake cylinder BC via the relay valve 66 to operate the air brake. . In addition, 67 is a comparator which detects the regenerative brake current Im by the current detector DCCT and compares it with the reference value.
When regenerative braking force is insufficient, supplementary braking control is performed by increasing air braking force.

In the brake control device of the present invention, the braking force of each control unit is set in accordance with the expected adhesion coefficient of the wheel group, so the adhesion performance during braking can be improved in the same way as during driving. Furthermore, in the case of brake control for a railway vehicle in which a companion vehicle and an electric vehicle are connected, the brakes of the companion vehicle are provided only by air brakes, and readhesion control is generally not performed. Therefore, with conventional control systems in which the necessary braking force of a railway vehicle is shared equally between each control unit, the leading control unit (generally where the accompanying car is placed) tends to skid or stick, resulting in an increase in noise. Deterioration of riding comfort, etc. was occurring frequently.

According to the present invention, the braking force in each control unit is increased or decreased in accordance with the expected adhesion coefficient of the wheel group connected to the control unit, and the desired braking force is obtained for the entire railway vehicle.・It is possible to avoid problems caused by sticking, and improve efficiency and reliability.

Note that the present invention is applicable not only to chopper type vehicles but also to all railway vehicles equipped with a drive Ff1 mechanism or a brake mechanism.
It can also be applied to track vehicles such as 2-mole rail trains.

〔Effect of the invention〕

According to the present invention, in a railway vehicle equipped with a plurality of control means, or a railway vehicle that runs in a connected manner,
Adhesive force between wheel rails to maximize effective traction, or
It can be used as a braking force and can improve adhesive performance.

[Brief explanation of the drawing]

Fig. 1 is a control system diagram of an embodiment of the present invention, Fig. 2 is a control block diagram of a railway vehicle, Fig. 3 is an explanatory diagram of the relationship between the adhesion limit force, driving force, and correction coefficient in Fig. 2; Figure 4 is a control system diagram during driving according to another embodiment of the present invention, Figure 5 is a block diagram of the circuit for adjusting the adhesion limit force of Figure 4, and Figure 6 is a control system diagram during braking according to the present invention. be. 4.14, 24, 34.62... Reference pattern generation circuit, 5, 15, 25, 35, 45.63... Adhesive limit force command circuit, 41... Adhesive limit force command circuit.

Claims (1)

[Claims] 1. A plurality of driving force or braking force generating means, and a driving force or braking force of one generating means or a plurality of groups of generating means are independently generated. In a railway vehicle equipped with a plurality of control means for controlling the railway vehicle, command signals for driving force or braking force controlled by each of the control means can be independently set, and the traveling direction of the railway vehicle can be detected. A control command signal generation means capable of changing the command signal by a means for changing the control command signal is provided, and the control command signal is converted into a driving force controlled by each control means, or
A control device for a railway vehicle, characterized in that the braking force is controlled so as to be controlled near the adhesion coefficient between the wheels and the rail expected in each traveling direction of each wheel group in which the generating means is installed. 2. The control command signal generating means generates a reference pattern necessary for each of the control means to equally bear the driving force or braking force with respect to the traction force or braking force requested by the railway vehicle. a generation circuit, and an adhesion limit force command circuit that corrects the reference pattern so that the driving force or braking force controlled by each of the control means is limited to around the adhesion coefficient expected in each traveling direction of the wheel group. 2. The control device for a railway vehicle according to claim 1, wherein the control command signal is set so that the entire railway vehicle is controlled to a requested traction force or braking force. 3. Each of the control means includes means for detecting wheel slipping or skidding, and means for detecting wheel slipping occurring within a set reference time;
Claim 1, characterized in that it is provided with means for counting the frequency of skidding, decreasing the control command signal when the counted value exceeds a predetermined value, and maintaining this for a certain period of time. 3. The control device for a railway vehicle according to item 1 or 2. 4. The railway vehicle equipped with a plurality of the driving force or braking force generating means and the control means is a railway vehicle that is composed of a plurality of independent vehicles and runs in a connected manner. 4. A control device for a railway vehicle according to claim 1, 2, or 3, wherein the control device is a railway vehicle that connects a plurality of vehicles and electric vehicles and performs overall control.