JPH0576243B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a train control system that uses adhesive force between wheels and a running road to obtain propulsion driving force, and in particular, The present invention relates to a train control system suitable for controlling slippage and skidding of trains on railways.

[Conventional technology]

In trains that use frictional force between the wheels and the track to run and stop the vehicle, so-called adhesive force, this becomes an obstacle to maintaining the required acceleration/deceleration speed.
It is necessary to minimize the occurrence of slipping and skidding, which reduce safety due to runaway, increase maintenance costs due to flat wheels, and worsen ride comfort.

Therefore, conventionally, a method has been adopted in which a vehicle is equipped with a slipping/skidding detection device to detect slipping or skidding and weaken the driving force (braking force). JNR,
Please refer to the instruction manual for the Shinkansen 0 series preceding vehicle).

By the way, in such conventional technology, control of driving force by detecting slipping or skidding is performed independently for each vehicle.

[Problem that the invention seeks to solve]

In the above conventional example, control of slipping and skidding of the entire train is not taken into account. Therefore, slipping and skidding are detected for each vehicle in the train composition, and based on the results, the control of the slipping and skidding of the entire train is Therefore, when looking at the train as a whole, driving force control is only obtained for each vehicle after it has experienced slipping or skidding. However, there was a problem in that it was not possible to sufficiently suppress the occurrence of spinning and skidding.

SUMMARY OF THE INVENTION An object of the present invention is to provide a train control system that enables driving force control that anticipates changes in adhesion force and that can sufficiently suppress slipping and skidding.

[Means for solving problems]

The above object is achieved by detecting the adhesion force of a preceding vehicle among a plurality of vehicles in a train formation, and controlling the driving force of the following vehicle based on the result.

[Effect]

The adhesion force is often determined by the condition of the running path, and therefore, the adhesion state detected in the preceding vehicle in a train formation will be different when the following vehicle reaches the same point. Therefore, if the driving force of the following vehicle is controlled according to the adhesion force detected by the preceding vehicle, control can be obtained that predicts the adhesion force based on the traveling position. This will prevent you from idling or skidding.

Preventing slipping and skidding, in other words, improving adhesive performance, has been a long-standing issue in railways, and for this purpose, accurate adhesive control is required. However, the difficulty in controlling this adhesion lies in the fact that the adhesion performance changes irregularly due to the weather, peculiarities of the track (joints and points), oil and dirt adhering to the track, etc. Therefore, since the adhesion performance of a given line section varies over a wide range as a whole, adhesion control must be discussed in terms of average adhesion performance, and therefore, accurate control is difficult.

However, in the present invention, even though the adhesive performance varies depending on the point on the running route or over time, it is detected in real time by the preceding vehicle in the train, and the result is Since driving force control based on this is applied to the following vehicle, sufficiently accurate adhesion control can be obtained.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS The train control system according to the present invention will be explained in detail below using illustrated embodiments.

FIG. 1 shows an example in which the present invention is applied to an MTM train. In the figure, A and C are electric vehicles (M), B is an accompanying vehicle (T), 1 is an adhesive force detection device, 2
is a propulsion drive control device, and is assumed to be in a state of traveling in the direction of the arrow. Therefore, here, of the electric vehicles A and C, the preceding vehicle is A and the following vehicle is C.
becomes.

Adhesive force detection device 1 provided on the preceding vehicle A
As shown in FIG. 2, the vehicle is equipped with a slip and skid detector 10, which first detects the rotation speed of the driving wheels of the preceding vehicle A (or the rotation speed of the main motor, its voltage, current, etc.). Slippage and skidding due to sudden changes are detected, and the detection results are transmitted to the following vehicle C as a detection signal a.

On the other hand, the propulsion and driving force control device 2 provided in the following vehicle C includes a timing calculation device 20 and a drive power control device 21, as shown in FIG.
As a result, calculations are performed based on the detection signal a sent from the preceding vehicle A, and the timing at which the following vehicle C arrives at the point where the preceding vehicle A is idling or skidding is detected, and the following vehicle C reaches this point. C
When this is reached, the torque control of the main motor of the following vehicle C is performed, and control is performed in such a way as to reduce the propulsion torque at the slip detection point and the brake torque at the skid detection point. As is obvious to those skilled in the art, the propulsive force referred to here includes both positive and negative values, and positive propulsive force refers to a force that applies a forward driving force to the train. There is no need to explain that the term "negative propulsive driving force" means something that provides braking force (braking force).

Next, this example will be explained in more detail.

As is clear from FIG. 2, this embodiment uses an induction motor 3 as the main motor.
The present invention is applied to an electric vehicle whose drive is controlled by variable voltage and variable frequency using a VVVF inverter 215, and the adhesive force detection device 1 is composed of the slipping and skidding detector 10 as described above. , the timing calculation device 20 is the distance integration circuit 2
01, a distance setting circuit 202, and a point arrival determination circuit 203, and functions to output a timing signal t. In addition, the drive power control device 2
1 are adder circuits 210 to 213, modulation circuit 214,
In addition, the above-mentioned VVVF inverter 215 (in addition,
VVVF means variable voltage, variable frequency), and
It is configured with a CT (current detection transformer) 216, and controls the torque and rotation speed of the induction motor 3, which is the main motor, as described above.

Further, in FIG. 2, reference numeral 4 denotes a rotational speed sensor, which functions to output a pulse signal representing the rotational speed of the induction motor 3.

Here, before explaining the slip/slide detector 10 and the timing calculation device 20, the drive power control device 21 will first be explained.

A current command value I _P and a frequency command value f _SP given from a master controller (not shown) are sent to an adder circuit 210.
~212 becomes the frequency control signal f _INV , which is input to the modulation circuit 214 to control the inverter 215, thereby supplying the induction motor 3 with three-phase AC power at a predetermined voltage and frequency. . Then, the current being supplied to the induction motor 3 at this time is detected by the CT 216, and this detected current I _M is input to the addition circuit 210, thereby performing feedback control and controlling the current supplied to the induction motor 3 at this time. 3 is detected by the rotation sensor 4 and input to the addition circuit 212, and through feedback control, the voltage and frequency of the induction motor 3 converge to the command values (I _F , f _SP ), and this motor Control can be obtained such that the torque and rotational speed of No. 3 become predetermined values. Note that the above operation is common for controlling an electric vehicle that uses an induction motor as the main motor and controls this with a VVVF inverter.

Next, the slip and skid detector 10 and the timing calculation device 20 will be explained.

First, as described above, the slip/slide detector 10 functions to detect a change (reduction) in the adhesion force of the preceding vehicle A based on the occurrence of wheel slip or skid.

That is, when the adhesion force of the preceding vehicle A decreases while the train is powering or braking, this appears as slipping (during powering) or skidding (during braking). Note that such a decrease in adhesive strength appears on average over the entire line during (1) rain, etc.;

(2) Problems caused by track dirt or topography appear locally.

As mentioned above, it is mainly (2) that is the problem.

Therefore, this slipping and skidding detector 10 detects such slipping and skidding as a change in adhesive force due to a sudden change in the rotational speed of the wheels or a sudden change in the current of the main motor, and generates a detection signal a. be.

Next, the timing calculation device 20 includes the distance integration circuit 201 and the distance setting circuit 20 as described above.
2. It is composed of a point arrival determination circuit 203. First, the distance integration circuit 201 is a kind of counter, and is enabled by the detection signal a.
This causes the rotation sensor 4 to start counting the pulse signal P from the rotation sensor 4.

Next, the distance setting circuit 202 is a type of storage circuit that stores a predetermined value as constant data L _S , and is composed of a digital switch, ROM, etc.

Further, the point arrival determination circuit 203 includes a kind of data comparator, and output data l of the distance integration circuit 201 and constant data that is the output of the distance setting circuit 202.
l It functions to compare with _S and generate a timing signal t when the two match.

Here, regarding the pulse signal P of the rotation sensor 4, it is generated sequentially in accordance with the rotation of the induction motor 3, which is the main motor of the following vehicle C; Since the number represents the traveling distance of the following vehicle C, it is possible to know the traveling distance of the train by counting the pulse signal P of this rotation sensor 4, and the output data l of the distance accumulating circuit 201 represents the distance traveled by the train since the detection signal a appeared.

Therefore, suppose that the distance setting circuit 202 is set and stored with constant data l _S representing the distance from the preceding vehicle A to the following vehicle C of the train in correspondence with the output data l. , the timing signal t is generated when the preceding vehicle A skids or skids at a certain point and the following vehicle C just reaches that point.

On the other hand, the drive power control device 21 includes an adder circuit 21.
3 is provided, and the above-mentioned timing signal t is input to this. And with this,
When the timing signal t appears, the current command value I _P
A predetermined value is temporarily subtracted from the current pattern (which is actually a current pattern). That is, in the drive power control device 21, when the timing signal t is input, the current of the main motor (induction motor 3) is controlled to decrease by a predetermined value from the specified value at that time, and the drive power is reduced. Control will be put in place to temporarily reduce the amount.

Therefore, according to this embodiment, each time the following vehicle C arrives at a point where the preceding vehicle A is slipping or skidding, the torque of the main motor of the following vehicle C is automatically controlled to be reduced. , idling, or skidding can be prevented.

In particular, in the example shown in Fig. 1, a train consisting of only three cars in an MTM configuration was explained, but in reality,
In fact, when there are many cars in a train and there are many M cars, it is possible to prevent all subsequent cars other than the first M car from slipping or skidding. You can get prevention.

In the above embodiments, a reduction in the negative driving force of the main electric motor is used to control skidding, but it goes without saying that the present invention may also be applied to skidding control using a mechanical brake. In other words,
The timing signal is used to loosen the mechanical brake.

Further, it goes without saying that the main motor is not limited to the induction motor as in the above embodiment.

[Effects of the Invention] According to the present invention, (1) It is possible to run without causing large slips or skidding, and it is possible to run with a slightly lowered adhesive coefficient.
Therefore, the average adhesion coefficient that can be utilized is improved.

(2) Riding comfort is improved.

(3) Skidding can be prevented and safety can be expected to improve.

It is possible to easily provide a train control system that provides excellent effects such as the following and sufficiently addresses the problems of the prior art.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram showing an embodiment of a train control system according to the present invention, and FIG. 2 is a block diagram showing an embodiment of an adhesive force detection device and a propulsion drive control device. A... Leading vehicle, C... Following vehicle. 1... Adhesive force detection device, 2... Propulsion drive control device.

Claims (1)

[Claims] 1. In a control system for a train configured to include two or more vehicles that require at least propulsion and driving force control, the adhesive force of a preceding vehicle in the train is detected and transmitted to the following vehicle. Adhesive force detection means and calculation means for calculating the timing at which the following vehicle should arrive at the point where the preceding vehicle has passed based on the running state of the train are provided, and the output data of the adhesive force detection means and the calculation means are A train control system characterized in that the train control system is configured to perform propulsion driving force control in the following vehicle based on the above. 2. The train control system according to claim 1, wherein the adhesive force detection means comprises means for detecting at least one of the occurrence of slipping and skidding in the preceding vehicle.