JPH0781533A - Air brake controller - Google Patents

Abstract

PURPOSE:To enable the control of an air brake device to be safety and reliably performed even when the speed and positional information can not be accurately obtained caused by failures on a ground side facility and the vehicle side by obtaining the speed and positional information even if the device is independent on the vehicle side. CONSTITUTION:A transmitting/receiving unit 1 performs the transfer of various kinds of information to/from a ground side facility. A measuring unit 2 measures the number of floating coils set on the ground side in magnetic floating traveling, so as to measure the revolutions of wheels in traveling of wheels. A calculating unit 3 can calculate the traveling speed and the traveling position by the measured result obtained by the measuring unit 3. Moreover, the calculated results of the traveling position are compared with each other by an information signal or a fixed while the information to the ground side facility is normally performed, and corrected. An air control unit 4 judges how many percents of braking force must be generated on the basis of the result by the calculating unit 3 and control an air brake device 7. An air brake operating unit 5 operates the air brake according to the command output by the air control unit 4.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aerodynamic brake control device for controlling an aerodynamic brake which is provided on the upper side of a magnetic levitation railway and is used as an emergency brake.

[0002]

2. Description of the Related Art In magnetically levitated railways, aerodynamic brakes are positioned for emergency (emergency) use. Aerodynamic brakes generate a sudden braking force or cause a sudden change in braking force when driving at high speed or when entering a tunnel, and have a serious impact on passenger safety and damage to the vehicle body. Therefore, under the above-mentioned situation, it is necessary to control the braking force.

Therefore, in conventional aerodynamic brake control, Iwayu passive control is performed in which the braking force is determined based on the speed and position information sent from the ground facility and the opening / closing angle of the brake plate is changed. .

[0004]

However, when the speed and position information cannot be correctly obtained due to a failure on the ground side facility and on the upper side of the vehicle, in the conventional technique, the traveling speed and the tunnel Since it is not possible to adjust the braking force according to the position, all aerodynamic brakes have to be actuated simultaneously even during high-speed driving or tunnel entry.

The present invention enables safe and reliable control of the aerodynamic brake device even in a situation where speed and position information cannot be accurately obtained due to a failure on the ground side facility or on the upper side of the vehicle. An object is to provide an aerodynamic brake control device.

[0006]

SUMMARY OF THE INVENTION The present invention has been devised to solve the above-mentioned problems, and the invention corresponding to claim 1 has a magnetic levitation railway having an aerodynamic braking device on the vehicle upper side. Putting it on and off, the transmitting and receiving means capable of exchanging various information with the ground facility, the number of ground coils,
Alternatively, the running speed of the train, which is information necessary for determining whether or not excessive braking force is generated from the measurement result of the rotation speed measurement means and the rotation speed measurement means when the wheel travels. And a calculation means for calculating position information,
From the calculation result from the calculating means, when the traveling speed is higher than the predetermined speed set in advance, an excessive braking force by the aerodynamic braking device is not generated by reducing the effective area of the brake plate of the aerodynamic braking device. Thus, the aerodynamic brake control device is provided with the brake control means for controlling the output of the command, and the brake operating means for actually operating the aerodynamic brake device in accordance with the command from the brake control means.

The invention corresponding to claim 2 is the magnetic levitation railway having an aerodynamic braking device on the upper side of the vehicle,
A transmission / reception means capable of exchanging various kinds of information with the ground facility, an acceleration measuring means for measuring acceleration when the number of ground coils or wheels are running, and a train based on the measurement result of the acceleration measuring means. According to the calculation means for calculating the traveling speed and the position information, and the calculation result from this calculating means, if the traveling speed is faster than the preset specified speed, the effective area of the brake plate of the aerodynamic braking device is reduced. A brake control means for controlling the output of a command so that an excessive braking force by the aerodynamic brake device is not generated, and a brake actuating means for actually operating the aerodynamic brake device in accordance with the command from the brake control means. The aerodynamic brake control device.

The invention corresponding to claim 3 is the magnetic levitation railway having an aerodynamic braking device on the vehicle upper side,
A transmission / reception means capable of exchanging various kinds of information with the ground facility, a rotation speed measuring means for measuring the number of ground coils, or the rotation speed of the wheel when the wheel is traveling, and this rotation speed measuring means. The traveling speed is preset based on the computing means for computing the traveling speed and position information of the train, which is information necessary for determining whether excessive braking force is generated from the measurement result of When the speed is faster than the specified speed, brake control means for controlling output so that excessive braking force by the aerodynamic brake device is not generated in sequence from the passage of time, and the aerodynamic force is actually applied according to a command from the brake control means. An aerodynamic brake control device comprising: a brake actuation means for actuating the brake device.

The invention corresponding to claim 4 is claims 1 to 3.
In addition to the aerodynamic brake control device described in any one of the above 1, the aerodynamic brake control device is provided with a tunnel section detection means that can detect the tunnel entrance and exit only from the upper side of the vehicle.

The invention corresponding to claim 5 is claims 1 to 3.
In addition to the aerodynamic brake control device described in any one of 1 to 3, a tunnel section detection unit that is obtained from a change in the train internal / external atmospheric pressure or a change in the head pressure that occurs at the time of entering the tunnel is added.

[0011]

[0012]

According to the inventions corresponding to claims 1 to 5,
Since the speed and position information can be obtained even on the upper side of the vehicle alone,
Due to factors such as breakdowns on the ground side facility and upper side of the vehicle
Even if the position information cannot be obtained correctly, it is possible to safely and reliably control the aerodynamic braking device.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a first embodiment of an aerodynamic brake control device according to the present invention. Reference numeral 1 in the figure is a transmission / reception unit capable of exchanging various kinds of information with the ground side facility, and transmits and receives information such as position information and speed information during normal traveling, for example, via a train radio or a crossing guide line. be able to.

Reference numeral 2 denotes a measuring unit, which can measure the number of levitation coils installed on the ground side during magnetic levitation traveling, and can measure the number of rotations of wheels during wheel traveling. In this case, the number of levitation coils on the ground side can be measured by measuring the frequency of current obtained from an induction current collector currently developed as an on-board power supply. That is, during magnetic levitation, since the vehicle is traveling at a position deviated from the null flux line of the sidewall levitation coil, a current is induced on the levitation coil side. By the induced current, the generated magnetic field is received by the collector coil on the upper side of the vehicle, similarly to the method of inductive current collection, so that the current of the collector coil on the upper side of the vehicle is induced. Since this current changes each time the levitation coil passes, the levitation coil that has passed can be measured by measuring the frequency. The rotation speed of the wheel can be measured by using a speed generator (tachometer).

Reference numeral 3 denotes an arithmetic unit, which can calculate the traveling speed and the traveling position from the measurement result obtained by the measuring unit 2. Among the results obtained from the measurement unit 2, the number of levitation coils can be calculated as the distance from the dimension of the levitation coil, and the speed can be calculated by dividing the obtained distance by time. Similarly, for the rotation speed of the speed generator, the distance (running position) and the running speed can be calculated from the length of the circumference of the wheel.

Further, since there is a possibility that an error may be accumulated in the calculation result of the traveling position, a comparison is made every time information is received or every fixed period while information is normally exchanged with the ground facility. And make corrections.

Reference numeral 4 denotes an aerodynamic control unit, which, from the result of the calculation unit 3,
The aerodynamic braking device is controlled by determining what percentage of braking force should be generated.

Reference numeral 5 denotes an aerodynamic brake actuating unit, which can actuate the aerodynamic brake according to a command issued from the aerodynamic brake control unit 4.

Further, it has an antenna 6 and an aerodynamic braking device 7 necessary for transmitting and receiving to and from the ground side facility.

Any means may be used to control the braking force of the aerodynamic brake device 7 performed by the aerodynamic brake operating unit 5.

Next, the operation of the embodiment apparatus configured as described above will be described with reference to the flowchart of FIG. If a safety brake command from the ground facility is received, or if information (command or data, etc.) from the ground facility cannot be received and a certain set time has elapsed and it is determined to be an emergency situation, the aerodynamic braking device 7 Works.

First, when the aerodynamic braking device 7 operates,
Information on the traveling position and the traveling speed is received from the ground facility (S1).

After the reception processing, the traveling mode is determined (S2), and the wheel rotation speed and the floating coil number are measured when the wheels are traveling (S3, S4).

After this measurement, the train traveling position and traveling speed are calculated from the measurement result (S5).

By performing the above processing, two types of data relating to the train position and train speed can be obtained: the data received from the ground side facility and the data measured on the car upper side. After that, whether the received data is received normally (whether there is data in the receive buffer),
Whether or not it is determined is performed (S6).

If the received data is normal, the aerodynamic braking device 7 is controlled based on the received data (S7).

The calculation result is compared with the received data to correct the data (S8).

When the received data cannot be received, is not updated, or the like occurs, it is determined whether the measuring unit 2 and the arithmetic unit 3 are operating normally (S9).

When both the measuring unit 2 and the arithmetic unit 3 are operating normally, the aerodynamic braking device 7 is controlled using the arithmetic result (S10).

When an abnormality is found in both the received data and the measuring section 2 and the calculating section 3 inside the train, the maximum braking force is generated and the train is stopped from the viewpoint of fail-safe (S11).

By controlling the aerodynamic braking device 7 according to the explanation of the flow chart described above, it is possible to safely and reliably control the aerodynamic braking device 7 even in the vehicle upper side facility alone.

Further, as a method not using the measuring unit 2 and the calculating unit 3, the aerodynamic braking device 7 can be controlled in sequence as time passes as shown in FIG. Specifically, in advance, the aerodynamic braking device 7 according to the planned speed
It is possible to set a plurality of control patterns of the above, select a control pattern from the traveling speed when the aerodynamic brake device 7 is activated when it is determined to be an emergency, and control the aerodynamic brake device 7 according to the control pattern. Is.

In consideration of safety and reliability as an emergency brake, it is desired that the control system be simpler. Therefore, from the viewpoint of simplicity, sequence control over time is effective.

The present invention is not limited to the above embodiment, but can be modified and implemented as follows. For example, by using an acceleration sensor for the measuring unit 2, it is possible to measure the acceleration applied to the train and calculate the traveling speed and the position from the acceleration. However, since the acceleration value measured by the acceleration sensor may possibly include noise, the accuracy can be improved by averaging the values measured by the plurality of acceleration sensors.

Further, in the above-mentioned embodiment, the method of judging by the position detection has been described as the method of judging the tunnel section. However, as shown in FIG. 4, it may be detected from the vehicle near the entrance / exit of the tunnel. Place a sensor that can
It is also possible to detect the tunnel section by detecting the arranged sensor independently on the vehicle.

In addition, the tunnel section can be measured by detecting the pressure difference between the inside and outside of the train and the pressure fluctuation applied to the head of the train when the tunnel enters the tunnel.

[0037]

According to the present invention, the aerodynamic brake device can be safely and reliably operated even in a situation where speed and position information cannot be correctly obtained due to a failure on the ground side facility and the upper side of the vehicle. A controllable aerodynamic brake control device can be provided.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing a first embodiment of an aerodynamic brake control device according to the present invention.

FIG. 2 is a flowchart for explaining the operation of FIG.

FIG. 3 is a functional block diagram showing a second embodiment of the aerodynamic brake control device according to the present invention.

FIG. 4 is a functional block diagram showing a third embodiment of the aerodynamic brake control device according to the present invention.

[Explanation of symbols]

1 ... Transmitting / receiving unit, 2 ... Measuring unit, 3 ... Calculating unit, 4 ... Aerodynamic brake control unit, 5 ... Aerodynamic brake operating unit, 6 ... Antenna,
7 ... Aerodynamic braking device.

Claims (5)

[Claims] 1. A magnetic levitation railway having an aerodynamic braking device on the upper side of a vehicle, capable of transmitting and receiving various information to and from a ground facility, and a number of ground coils, or Rotational speed measuring means for measuring the rotational speed of the wheels during traveling of the wheels, and the traveling speed of the train which is information necessary for determining whether or not excessive braking force is generated from the measurement result of the rotational speed measuring means. From the calculation means for calculating the position information, and from the calculation result from this calculation means, when the traveling speed is faster than the preset specified speed, the aerodynamic brake is performed by reducing the effective area of the brake plate of the aerodynamic brake device. Brake control means for controlling the output of a command so that excessive braking force by the device is not generated, and the aerodynamic brake device is actually operated according to the command from the brake control means. Aerodynamic brake controller with the brake actuating means for actuating the. 2. A magnetic levitation railway which has an aerodynamic braking device on the upper side of the vehicle and is capable of exchanging various kinds of information with ground facilities, and the number of ground coils, or Acceleration measuring means for measuring acceleration when the wheels are traveling, calculating means for calculating the traveling speed and position information of the train from the measurement result of the acceleration measuring means, and the traveling speed is preset based on the calculation result from the calculating means. If the speed is faster than the specified speed, brake control means for controlling the output of a command so as not to generate excessive braking force by the aerodynamic braking device by reducing the effective area of the brake plate of the aerodynamic braking device, An aerodynamic brake control including a brake actuating device that actually actuates the aerodynamic braking device according to a command from the control device. Location. 3. A magnetic levitation railway, which has an aerodynamic braking device on the upper side of the vehicle and is capable of exchanging various information with ground facilities, and the number of ground coils, or Rotational speed measuring means for measuring the rotational speed of the wheels during traveling of the wheels, and the traveling speed of the train which is information necessary for determining whether or not excessive braking force is generated from the measurement result of the rotational speed measuring means. Based on the calculation means for calculating the position information and the calculation result from this calculation means, when the traveling speed is faster than the predetermined speed set in advance, excessive braking force by the aerodynamic braking device is not generated in sequence from the passage of time. And a brake operating means for actually operating the aerodynamic brake device in accordance with a command from the brake controlling means. Aerodynamic brake controller. 4. An aerodynamic brake control device according to any one of claims 1 to 3, wherein a tunnel section detection means that can detect the tunnel entrance and exit only from the upper side of the vehicle is added to the aerodynamic brake control device. 5. An aerodynamic brake control in which the aerodynamic brake control device according to any one of claims 1 to 3 is further provided with a tunnel section detection unit which is obtained from a train internal / external atmospheric pressure difference or a change in head pressure generated when a tunnel enters apparatus.