JPH0847116A - Adhesion force controller for railway train - Google Patents

Abstract

PURPOSE:To perform high acceleration/deceleration drive and high speed drive by obtaining sufficient adhesion performance even in rainy day, to enhance a slope traveling performance by a ground installation type, and to improve transporting efficiency and serviceability. CONSTITUTION:An exciting coil 5 is provided at an axle or a crossite 7 of iron, and a magnetic flux is passed between wheels 2, 2' and rails 6, 6' to generate a magnetic friction, thereby enhancing a frictional coefficient.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle idling prevention system, and more particularly to an adhesive force control system suitable for increasing the frictional force of power wheels of electric trains and electric locomotives.

[0002]

2. Description of the Related Art Since a railroad vehicle runs on iron rails with iron wheels, wheel slipping phenomenon is often observed, especially in the case of rain. Recently, an inverter train using an induction motor has become widespread, and when the idling occurs due to the torque drooping characteristic of the induction motor, it re-adhesively by itself, so that the average adhesion performance can be increased. However, in such a method, although the expensive inverter is required, the frictional force itself is not increased, so that the adhesive performance cannot be remarkably improved.

[0003]

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle driving system and a control system therefor, which increase frictional force itself and have good adhesion performance.

[0004]

Therefore, in the present invention, the wheels and the rails are magnetically attracted, that is, the adhesion performance is enhanced by utilizing the magnetic friction phenomenon. Although the magnetic friction phenomenon is not fully understood theoretically, it has been experimentally confirmed that the friction coefficient increases by one digit. For example, the book “Linear motor and its application” published by the Institute of Electrical Engineers of Japan ] P86 (first edition on March 30, 1984) and magazine Nikkei Mechanical December 28, 1992 p74.

[0005]

[Operation] An electric current is caused to flow through a coil wound around an axle or sleeper to generate a magnetomotive force, and a magnetic flux is passed from the wheel to the rail. As a result, the wheels are attracted to the rail, and the frictional force between the two becomes a magnetic frictional force larger than the normal frictional force, improving the adhesive performance.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a front view of the drive wheels of a train, showing the configuration of the first embodiment of the present invention. There are wheels 2 and 2'on both ends of the axle 1, between which there are an electric motor 3 and a gearbox 4
Is provided. Up to this point, it is the same as the conventional electric trolley, but this embodiment is characterized in that an exciting coil 5 is further provided. That is, when a current is applied to the exciting coil 5 in the slippery rail state, the axle 1 moves to the wheels 2,
Magnetic path 8 passing through rail 6, sleepers 7, rail 6 ', wheels 2'
Then the wheels stick to the rails. At this time, since the sleeper 7 becomes a part of the magnetic path, it needs to be made of iron. In addition, between the bearing boxes 9 and 9'and the bogie frame 10, a non-magnetic material 11 such as rubber is used.
1'is magnetically insulated to prevent a magnetic path from the axle passing through the bogie frame (Product name: Chevron rubber bogie)
Has been put to practical use). Normally, when dry iron is in direct contact with iron, the static friction coefficient is 0.25 and the dynamic friction coefficient is 0.1.
It is about 2, but it has been experimentally confirmed that the coefficient of static friction and the coefficient of dynamic friction increase to about 0.8 to 1.2 when a magnetic field is applied. Although this phenomenon has not been sufficiently analyzed, it can be considered that the weight has increased at least by the suction force. Therefore, if the attraction force between the wheel and the rail is M for both wheels, the traction force T is T = μ ( M + W). However, μ is a friction coefficient and W is an axial load. On a rainy day, the friction coefficient μ decreases from 50% when dry to about 75%, but in order to compensate for it, the adsorption force M is increased to 50% of the axial load
When about 100% is applied, the frictional force can be increased to the level of a dry road. According to the method of the present embodiment, sufficient acceleration performance can be obtained without slipping even under slippery conditions.

FIG. 2 shows a power wheel according to a second embodiment of the present invention. The bogie frame, the electric motor, the gear box, etc. are omitted for clarity. In the method shown in FIG. 1, the sleepers need to be made of iron in order to connect the rails with a magnetic path, but it is economically unacceptable to install iron sleepers over the entire section on the actual track. Therefore, exciting coils 5 and 5'are provided on the two axles, currents are passed so that the polarities are opposite to each other, and magnetic flux is passed through a magnetic path such as 12 to cause a magnetic friction phenomenon between the wheel and the rail. It is a thing.
Also in this case, the bearing box is magnetically insulated so that no magnetic paths other than 12 can be formed. According to the present embodiment, it is possible to drive a conventional railroad track with high adhesive performance without providing a special railroad track made of iron. Further, the methods of the first and second embodiments work effectively during braking even when applied to non-driving wheels. That is, when the brakes are applied on slippery days such as rainy days, the wheels are locked, that is, a so-called skid occurs, but since a brake device is installed regardless of whether the wheels are driving wheels or not, the magnetic field is By multiplying by, the friction coefficient can be increased and the braking force can be increased. In this case, skid will not occur if designed so that a friction coefficient similar to that of a dry road can be obtained, so there is no need to install an ABS (anti-lock brake system) device that was conventionally provided, and a reliable braking force can be obtained. Backed up, the maximum running speed can be set high.

FIG. 3 is a block diagram showing the construction of an excitation controller 13 for supplying a current to the exciting coils 5 and 5'according to the first and second embodiments of the present invention. The input processing unit 14 inputs the wheel speed sensor of the non-driving wheel and the wheel speed sensor signal of each driving wheel, and the control unit 15 using the microcomputer,
It detects that the drive wheels have started to idle based on the speed of the non-drive wheels, and raises the set value of the exciting current to a level at which the wheels do not idle. In response to this, the current control unit 16 increases the current of the exciting coil attached to the corresponding axle. By doing so, it is possible to ensure the minimum necessary friction and to travel efficiently and safely without unnecessarily increasing the running resistance. The current control unit 16 is configured as a phase control device using a thyristor, GTO or the like in an AC electric vehicle, and is configured as an inverter using the same semiconductor in a DC electric vehicle. By doing this, since an alternating current flows through the exciting coil, the current value is gradually reduced when the current is cut off.
The so-called soft-off causes the demagnetization action every time, and there is no problem that the wheels and rails are magnetized and the iron powder is absorbed.

FIG. 4 shows a third embodiment of the present invention. The difference from the first and second embodiments is that the exciting coil is provided as ground equipment. An iron sleeper 7 around which an exciting coil 17 is wound is arranged between the rails 6 and 6 '. An appropriate magnetic gap 18 is provided between each iron sleeper 7 and the rails 6, 6 '. The magnetic flux from a certain exciting coil passes through the wheels nearby, and part of it travels along the rail and is bypassed by the adjacent iron sleepers, but since there is a magnetic gap in each sleeper, the magnetic gap of the bypass magnetic path is The number is twice the magnetic path on the wheel side, and the magnetic flux is difficult to pass through to the adjacent iron sleepers and is effectively given to the wheel side. Each exciting coil 17 has a switching device 19,
19 'is connected to the excitation control device 20, 20',
A current flows through the exciting coil corresponding to the position of the wheel detected by the position detecting device 21 provided along the track.
When switching the excitation coil in accordance with the progress of the wheel, it is desirable to gradually decrease the previous excitation coil current and gradually increase the next excitation coil current so that the total magnetic flux does not fluctuate. For this purpose, every other exciting coil may be connected to a separate switching device 19, 19 'and excitation control device 20, 20'. At this time, the polarities or phases of the currents of the plurality of exciting coils 17 that are simultaneously energized are controlled so that magnetomotive forces are always generated in the same direction, and the magnetic flux is not canceled by the adjacent exciting coils. Also, when detecting the wheel position and controlling the switching device, if the exciting coil located one front of the exciting coil directly below the wheel is selected, the force that tends to reduce the magnetic path length works, so Will be attracted to and the propulsive force will act. That is, it becomes a kind of linear motor. For example, if such a railroad track is installed on a steep uphill slope such as Usui Pass, it is possible to give high adhesion performance and to obtain auxiliary propulsive force from the railroad track to climb on its own. Of course, when descending a slope, it is needless to say that if one exciting coil located behind the exciting coil just below the wheel is selected, high adhesion performance can be provided, and an auxiliary braking force can be obtained from the track for safe driving. Also in this embodiment, the excitation control devices 20, 2
Reference numeral 0'is composed of a semiconductor circuit similar to the current control unit 16 of FIG. 3 and has a demagnetization function by soft-off. According to the method of the present embodiment, it is not necessary to add a special device to the vehicle side, and therefore high adhesion performance can be exhibited even in a conventional vehicle.

[0010]

According to the present invention, the friction coefficient can be increased more than the friction coefficient due to the axial load, so that even on a rainy day, high adhesion performance can be exhibited and high acceleration / deceleration operation and high speed operation can be performed. In addition, the ground-based model can exhibit high performance on slopes using the conventional vehicle as it is.

[Brief description of drawings]

FIG. 1 is a front view showing a first embodiment of the present invention.

FIG. 2 is a perspective view showing a second embodiment of the present invention.

FIG. 3 is a block diagram of a control device used in the first and second embodiments of the present invention.

FIG. 4 is a block diagram showing a third embodiment of the present invention.

[Explanation of symbols]

2, 2 '... Wheels, 3 ... Electric motor, 4 ... Gear box, 5 ...
Excitation coil, 6, 6 '... Rail, 7 ... Sleepers, 8 ... Magnetic path,
9, 9 '... Bearing box, 10 ... Bogie frame, 11, 11' ... Non-magnetic material.

Claims (10)

[Claims] 1. An axle, wheels provided on both sides of the axle,
A bearing box provided at both ends of the axle, in a bogie for a rail car comprising a bogie frame supporting the bearing box, an exciting coil wound around the axle and a control device for controlling a current of the exciting coil are provided, An adhesive force control device for a railway vehicle, which is characterized by traveling on a track having an iron sleeper. 2. An axle, wheels provided on both sides of the axle,
A railcar bogie comprising a bearing box provided at both ends of the axle and a bogie frame supporting the bearing box, wherein a plurality of the axles are provided and an exciting coil wound around each axle and a control for controlling an exciting current are controlled. An adhesive force control device for a railway vehicle, which is characterized in that a device is provided and currents are controlled so that the directions of the magnetomotive forces of the exciting coils are opposite to each other, so that the device can effectively operate even on a normal railroad without iron sleepers. . 3. The adhesive force control device for a railway vehicle according to claim 1, wherein the bearing box and the bogie frame are magnetically insulated from each other by a non-magnetic material. 4. The adhesion control device for a railway vehicle according to claim 1, 2 or 3, wherein the excitation control device detects the idling of each wheel and controls the exciting coil current to the extent that idling does not occur. 5. The railway vehicle adhesion control device according to claim 1, wherein the excitation control device has an AC current and a soft-off function of gradually decreasing the current value when the current is cut off. . 6. A railroad track, an iron sleeper provided under the railroad track at a predetermined interval, an exciting coil wound on the iron sleeper, a switching device connected to each exciting coil,
An excitation control device connected to the switching device, a wheel position detecting device provided along the railroad track, and the switching device, in accordance with the output of the wheel position detecting device, changes the excitation coil corresponding to the wheel position. An adhesive force control device for a railway vehicle, which is characterized by selecting and controlling an electric current. 7. The adhesion control device for a railway vehicle according to claim 6, wherein the iron sleepers are connected to the railroad track via a magnetic gap. 8. The excitation control device and the switching device according to claim 6 or 7, wherein a plurality of sets of the excitation control device and the switching device are provided, and adjacent ones of the excitation coils are connected to different switching devices,
An adhesive force control device for railway vehicles that controls the magnetic flux passing through the wheels so that the magnetic flux passing through the wheels will not be interrupted by overlapping the excitation periods of adjacent excitation coils during switching. 9. The adhesive force control device for a rail vehicle according to claim 8, wherein the current is controlled so that the directions of the magnetomotive forces of the adjacent exciting coils are the same in each moment. 10. The adhesive force for a railway vehicle according to claim 6, 7, 8 or 9, wherein the excitation control device has an AC current and a soft-off function of gradually decreasing the current value when the current is cut off. Control device.