JPH03266767A - Controlling device for re-adhesion - Google Patents

Abstract

PURPOSE:To surely prevent sliding etc., of a car by mounting on each truck an electromagnetic attracting device which when electricity is transmitted generates an attracting force between itself and a rail, and energizing the attracting device when sliding, etc., of the truck is detected, in a device wherein each wheel is caused to adhere again to a rail when sliding or slipping of the car is detected. CONSTITUTION:A pair of right and left attracting devices 5A, 5B are mounted on the respective front and rear trucks 8A, 8B of a railway car 7 with a predetermined space between each of the attracting devices and a rail 6. When each of the attracting devices 5A, 5B is energized an attracting force is generated between each of the attracting devices 5A, 5B and the rail 6 and axle loads are increased and thereby adhesion (frictional force) between each wheel and the rail 6 is increased so as to prevent sliding or slipping of each wheel and cause each wheel to adhere again to the rail. The attracting devices 5A, 5B are so controlled via respective first and second truck axle load controllers CT1, CT2 that when sliding or slipping of wheels is detected by a sliding and slipping detector 1 the attracting devices 5A, 5B are each supplied with electricity and energized.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention relates to a readhesion control device for a railway vehicle that readhes wheels based on a signal from a skidding or slipping detection device that detects wheel skidding or slipping.

[Conventional technology] First, we will explain the necessity of re-adhesion when skidding and slipping.

When sliding and slipping occurs, the adhesion coefficient with the rail decreases, the adhesive force decreases, and the effective braking force and effective traction force decrease.

If the effective braking force is reduced due to skidding, the deceleration will also be reduced, resulting in longer braking distances or locking of the axle, resulting in wheel flats. Furthermore, if the effective traction force decreases due to idling, the acceleration decreases and the wheels rotate at high speed, which is dangerous. Therefore, a skidding/slip detector is installed, which temporarily weakens the braking force when skidding, and weakens or cuts the traction force when skidding to quickly make the wheels re-adhere (return from skidding). As a means of re-adhesion from the state of Wμ〈F, weaken the braking force or traction force to make Wμ〉F−∆F.
It is meant to be re-adhesive as a condition. In addition, W is the axle load [the total of a part of the weight of the vehicle body, passengers or luggage, part of the weight of the trolley, and wheel weight (minus the axle)], and μ is the g friction coefficient between the wheel and the rail (also known as the adhesion coefficient). ), F is the brake force (it brake force + air brake force or electric brake force only or air brake force only) or traction force, Δ
F is the braking or traction force to be reduced.

There is a conventional readhesion control device for a railway vehicle that readhes the wheels based on a signal from a skidding or slipping detection device that detects wheel skidding or slipping, as shown in FIGS. 7 and 8. Explain. In Fig. 7, each wheel WHI to WH4 (one vehicle has four axles is shown)
A sliding/slip detector 1 is provided that detects skidding or slipping of each wheel WHI-WH4 based on the speed detectors SEI to SE4 that detect the rotational speed of the wheels. When this sliding slip detector 1 detects slip of at least one of the wheels WHI to WH4 during the running, the detection signals fil to [14 are transmitted to the OR gate OR1, and the logical sum of these is output as the slip control signal f2, The traction control device 2 performs control to weaken the control tractive force or to cant, thereby preventing the progress of slipping and causing re-adhesion. Furthermore, when the skidding/slip detector l detects skidding on at least one axis of the wheels WHI to WH4 during braking, the detection signals r31 to f34 are transmitted to the OR gate OR2, and the logical sum of these is output as the skidding control signal f4, and the electric The brake control unit 3A performs control to weaken the controlled braking force to prevent skidding and re-adhesion.

Furthermore, for the air brakes BCI to BC4, anti-skid units v1 to ■4 are provided that can control the braking force for each wheel WHI to WH4 while leaving the output pressure AC of the air brake control unit 3B unchanged. When the skidding/slip detector 1 detects skidding on at least one axis of the wheels WHI to WH4, the signal output units OPI to OP4 converting the detection signals f31 to f34 into control signals f51 to f54 output signals to the wheel for which skidding has been detected. The braking force of the air brakes BCI to BC4 is weakened via the anti-skid unit) Vl to V4. FIG. 8 shows an example of such anti-skid units ■1 to ■4. In FIG. 8(a),
This anti-skid unit includes a pressure control valve 10 and a shutoff valve 1.
1 and a pipe valve 12. This pressure control valve 10 outputs an output pressure A from the air brake control unit 3B.
There is an input room a with an AC boat for receiving C, an output room with a BC port to the air brake and an EX boat for exhaust, a control room C for the input room a, and a control room d for the output room. ,have. An exhaust valve seat 10b that opens and closes with a membrane plate 10a between the control chamber d and the output chamber is provided in the output chamber, and a valve that opens and closes with membrane plates 10d and 10e via a spacer 10c between the control chamber C and the input chamber a. Seat 10f is input room a
It is set in. The shutoff valve 11 is provided between the AC port and the control room C, and the discharge valve 12 is provided between the AC port and the control room d. The shutoff valve 11 is normally in the OFF position (shutoff value f) lla with the spring llc, but
is switched to the ON position (communication position) 11b by the magnet lid. The discharge valve 12 is normally in an ON position (communication position) 12a by a spring 12c, but is switched to an OFF position (blocking position) 12b by an electromagnet 12d. The anti-skid unit having the structure described above operates as follows. In the brake state shown in the table of FIG. 8(b), the shutoff valve 11 is in the OFF position (blocking position) 11a, the control chamber C is opened to the atmosphere, and the membrane plate 10e,
10d is pushed up by AC pressure, and the valve seat 10f is opened. On the other hand, the lid valve 12 is in the OFF position (communicating position)
12a, the output pressure AC acts on the control chamber d, and the membrane @10
a has been pushed up and is seated on the exhaust valve seat tob.

Therefore, the BC boat and the Ex port are cut off, and the AC boat and the BC port are communicated. Figure 7(b)
In the loose state shown in the table, the shutoff valve 11 is in the ON position (communication position) 11b, and the output pressure AC acts on the control chamber C, causing the membrane M
This membrane plate 10e due to the pressure receiving area difference between lOe and 10d.

10d moves downward to close the valve seat 10f. On the other hand, the discharge valve 12 is in the ON position (blocking position) 12b, the control chamber d is opened to the atmosphere, and the membrane plate 10a is pushed down by the BC pressure to open the exhaust valve seat 10b. Therefore, the AC port and the BC port are cut off, the BC boat and the EX boat are communicated, the BC pressure is discharged from the EX port, and the B
C Pressure decreases. This state is a state in which skidding is detected and the braking force is weakened. When the skiing subsided, Figure 8 (
This results in the overlapping state of the tables in b). The shutoff valve 11 is in the ON position (
The communication position) 11b remains closed, and the valve seat 10f remains closed, but the exhaust valve 12 becomes the OFF position (communication position) 12a, and the output pressure AC acts on the control chamber d, pushing up the membrane plate 10a and opening the exhaust valve seat 10b. will also close. Therefore, discharge of the BC pressure from the EX boat is stopped, and the BC pressure is kept constant. The three states of the shutoff valve 11 and the valve 12 in the table of FIG. 8(b) are the signal output parts OPi to O of FIG.
It can be switched using control signals [51 to f54] from P4.

[Problem to be solved by the invention]

In the conventional technology, the car row control device 2 and the electric brake control unit 3A cannot control each axle individually, and the control unit is, for example, one vehicle (four axles) or two vehicles (eight axles). Even if only one axle slips or skids, the traction control device 2 weakens the traction force on the other axles, or the electric brake control unit 3A weakens the braking force to prevent the wheel from slipping or skidding and re-adhesion. There is. but,
In the case of air brakes, the desired controlled traction force or braking force (command braking force) is not obtained from the start of skidding or slipping until readhesion occurs and the electric braking force or traction force returns to the original command value. can be controlled for each axis, so the drop in braking force can be kept to a minimum, but in the case of electric brakes, an electric control unit 2 is provided for each vehicle or every two vehicles, so the drop in braking force is significant.
Sudden changes in acceleration impair ride comfort and increase driving time.

The present invention aims to solve this problem.

[Means to solve the problem]

In a readhesion control device for railway vehicles that readhes wheels based on a signal from a skidding or slipping detection device that detects wheel skidding or slipping, the eddy current rail brake In addition to installing a TH, Tin type suction device such as the above, this suction device is connected to the sliding/slip detection device, and when the wheels slide or slip, this suction device is energized to generate a suction force between the bogie and the rail. It was designed so that

Further, it is preferable to operate the suction device in response to a brake command, and to increase the suction force of the suction device corresponding to the skidding wheel when the wheel skids.

[Operation] A tin-type suction device such as an eddy current rail brake installed with a predetermined gap between the rail and the rail generates suction force between the rail and the vehicle (vehicle body, bogie, or wheel axle), preventing the wheels from spinning or skidding. At times, the 20-biting device is excited to generate a suction force between the cart and the rail, and this suction force increases the axle load and increases the adhesive force between the wheel and the rail, thereby preventing slipping or sliding. Re-adhesive.

In addition, when the suction device is activated in response to a brake command, the axle load increases from the moment the brake force is generated, and non-adhesive braking force can be expected from the suction device, so the sliding of the axle is suppressed accordingly. Even if a wheel slips in this state, by increasing the suction force of the suction device corresponding to that wheel, the sliding wheel can be immediately prevented (
Can be re-adhered.

[Example] An example of the present invention will be described below with reference to FIGS. 1 and 2. Note that the same components as those in the conventional example are given the same reference numerals and the explanation thereof will be omitted.

The difference between FIG. 1 and FIG. 7 is that the detection signal f31. f32 is or game) OR
3, and the logical sum of these is sent to the sliding slip control signal f6.
is output to the first bogie axle load controller CTI, and the suction device 5A is activated. At the same time, the detection signals f33° f34 from the sliding slip detector 1 are transmitted to the OR gate OR4, and the logical sum of these is output as the sliding slip control signal. second as f7
This is the addition of a suction device control unit 4 that outputs output to the bogie axle load controller CT2 and operates the suction device 5B. As shown in FIG. 2, the suction device 5A5B is connected to the vehicle 7.
It is attached to the left and right sides of each of the front and rear carts 8A and 8B. That is, the wheels WHI.

There are two suction devices 5A in the WH2, which are activated when skidding occurs in any wheel or when a brake command is issued.

The suction devices 5A and 5B are AC or DC magnets, and are installed with a gap ε provided between them and the rail 6.

Therefore, when the suction devices 5A and 5B are excited, suction force is generated between them and the rails, and the axle load increases. Moreover, a known overcurrent type rail brake can also be used as the suction devices 5A and 5B. The illustration of this 8'@flow type rail brake is the same as that in FIG. 2, so it will be omitted.

The reason why the suction devices 5A and 5B are used to increase the axle load to prevent sliding and slipping is as follows. For skidding and spinning (on flat land), Wμ<F (-Wα/
g or Wβ/g), that is, when the condition μ<α7g or 87g is satisfied.

Here, g is gravitational acceleration, W is axle load, μ is adhesion (friction)
Coefficient, β is deceleration when braking, α is acceleration when moving,
F is the braking force or the pulling force. Among these related factors, μ is the adhesion coefficient between the rail and the wheels, which is determined by the condition of the wheels (running speed, dirt, roughness, etc.) and the condition of the rail (dirt, wetness, etc.), and cannot be easily determined from the outside. I can't control it. F is a command given by the driver as necessary, and if restrictions (excessive limits, etc.) are applied unnecessarily, acceleration/deceleration will become low and problems will occur during operation. However, W can be increased and controlled by applying an attractive force between the rail and the bogie or between the rail and the car body using an electromagnet or the like.

In other words, from the state of skidding or idling at Wμ〈F, tm
By adding the suction force Q of stones, etc., (W+Q)μ〉
This is because it is possible to change the state to F.

3 and 4 are examples in which a suction device is provided for each wheel. The difference from FIG. 1 is that the detection signal f31 from the sliding slip detector is directly transmitted to the first shaft axle load controller CT1 of the suction device control unit 4. output to l, suction devices 9A, 9
This is the point where A' is operated, and the second to fourth axes have a similar configuration.

Then, as shown in FIG. 4, the suction device 9A9A'
are attached to the cart 8A before and after the wheel WHI, which is the first shaft. In this way, by providing a suction device for each wheel, it is possible to prevent sliding and slipping with a minimum increase in axle load.

First, the case where the readhesion control device of the present invention operates during skiing will be explained with reference to the time chart of FIG. Assume that the brake command ■ changes from low L to high H at time [l, and the wheel speed ■ is being reduced.

Then, a specific sliding axis among the wheels starts sliding at time t2, and suddenly decelerates as shown in ■ (@ is a non-sliding axis,
(proportional deceleration), the skid detector detects the sudden deceleration of this particular sliding shaft, and the skid detection signal (2) to the axle load controller in FIG. 3 changes from low L to high H at time t3. At the same time, the operation signal for the suction device of the axle load controller (■) of the sliding shaft changes from low L to high H from time t3 to t.
4 (until the progress of sliding stops), it gradually increases (it may be increased in stages). Note that the actuation signal (2) for the suction device of the axle load controller of the non-sliding shaft remains at low L. Furthermore, the frictional force (2) begins to decrease from W·μ before time t2 when sliding starts, and becomes less than the adhesive braking force (2) due to the electric/air brake, and sliding starts at time L2. When sliding begins, the friction coefficient decreases further, and for example, the frictional force WX, c + (μ′<μ) shown by the dotted line approaches.
However, the suction force Q is added from time t3, and time t4
So, I exceeds the braking force■! The frictional force is (W+Q)xμ'.

Therefore, as shown by the wheel speed 0, the wheel starts to re-adhesion from time t4, and returns to the non-sliding shaft speed [phase] at time L5, and the skid detection signal 2 also becomes low L.

Then, at time 6, the brake command ■ changes from high H to low L.
When this happens, the axle load controller (2) also changes from high H to low L, and as the brake force (2) decreases, the suction force Q also decreases. In the above case, the switching of the actuation signal of the axle load controller (2) from high H to low L can also be done at the timing of time t5 when readhesion is completed. Note that the re-adhesion situation during idling is almost the same as when skidding, so the explanation will be omitted.

Next, the readhesion situation of the readhesion control device of the present invention will be explained with reference to the time chart of FIG. 6 for the case where the suction device is operated simultaneously with the brake command.

This figure 6 shows that by switching the axle load controller ■ from low L to high H in synchronization with the brake command ■, an attraction force Q is added from time t1 when the brake force ■ is applied to increase the friction force (W+Q ) ・Increases μ to suppress skidding. However, even in this situation, the wheels start sliding at time t2 due to a sudden decrease in the friction coefficient μ (μ - μ'), and the skid detection signal ■ switches from low L to high H at time t3. By activating the suction device corresponding to the sliding shaft (the solid line portion from time t3 to t4 of the axle load controller ■), the frictional force ■ increases from time t4 to time 15 (W + Q') ・μ',
(Q'>Q) increases, and the braking force becomes larger than ■.
It quickly re-adheses the sliding shaft. In addition, to increase the activation signal of the axle load controller ■ when skidding occurs, not only the suction device corresponding to the sliding axis but also the suction device for the non-sliding axis may be applied. In this case, when skidding occurs on other axes, Therefore, there is a high possibility that the frictional force will be reduced even on non-sliding shafts, and it is possible to prevent frequent skidding.

In addition, the increase time of the activation signal of the axle load controller (■) when skidding occurs may be the time t5 when readhesion is completed.In the case of this embodiment, if an eddy current type rail brake is used as the suction device, the Since more force can be expected, the adhesive brake force can be weakened accordingly, making it possible to further prevent skidding. By the way, the suction device of the present invention can be used not only in the above-mentioned situations, but also in situations where skidding is likely to occur (downhill slopes, wet rails, high acceleration/high deceleration commands, high speed braking, compensation braking, excessive braking force due to mechanical failure) It is also possible to use it in such a situation because it is possible to identify in advance the power, force, or a complex combination thereof. For example, in the case of rail wetness, there are measures such as activating a suction device depending on the wiper speed. In addition, in the embodiments shown in FIGS. 1 and 3, the anti-skid unit ■
1 to 4 are left as they are, and these are activated when, for example, re-adhesion cannot be achieved even with a suction device. However, according to the present invention, the air brake control unit 4 and the brake cylinders BC1 to BC4 are directly connected,
The anti-skid units v1 to V4 can also be omitted.

〔Effect of the invention〕

The present invention provides an electromagnetic suction device such as an eddy current rail brake by providing a predetermined gap with the rail on each bogie of a vehicle, and connects this suction device to the sliding/slip detection device to prevent wheels from sliding or slipping. At times or in response to a brake command, this suction device is energized to generate a suction force between the bogie and the rail, and this suction force increases the axle load and reduces the gap between the wheel and the rail. By increasing the adhesion force (frictional force), it is possible to prevent skidding or slipping and re-adhesion, so it can be re-adhesed without reducing the braking force or traction force, impairing ride comfort or lengthening the running time. Can be made sticky. Furthermore, since the control is the same whether it is sliding or slipping, and it is electrically controlled, the door is simple and has a quick response.

In addition, when the suction device is activated in response to a brake command, non-adhesive braking force can be expected (especially in the case of eddy current rail brakes), so the adhesion braking force can be weakened by that much, making it easier to slide. Prevention can be measured.

[Brief explanation of drawings]

FIG. 1 is a block diagram of an embodiment of the present invention, FIG. 2 is a diagram showing the arrangement of the suction device in FIG. 1, FIG. 3 is a block diagram of another embodiment of the present invention, and FIG. Figures 5 and 6 are time charts showing the operation of the suction device, Figure 7 is a block diagram of a conventional re-adhesion control device, and Figure 8 shows the anti-skid unit. FIG. 1...Sliding slip detector, 5A, 5B, 9A9A',
9B, 9B'... Suction device, 6... Rail, 7...
・Vehicle, 8A, 8B... Trolley, WHI~WH4-...
Wheel, ε... gap.

Claims (3)

[Claims] (1) In a readhesion control device for railway vehicles that readhes wheels based on signals from a skidding or slipping detection device that detects wheel skidding or slipping, an electromagnetic In addition to installing a suction device, this suction device is connected to the skidding/slip detection device, and when the wheels slide or skid, the suction device is energized to generate a suction force between the bogie and the rail. Characteristic readhesion control device. (2) The readhesion control device according to claim (1), wherein the suction device is an eddy current type rail brake. (3) Claim (1) or (2) characterized in that the suction device is operated in response to a brake command, and when the wheel skids, the suction force of the suction device corresponding to the skidded wheel is increased. The readhesion control device described.