JPS58156450A - Antiskid method of car - Google Patents

Antiskid method of car

Info

Publication number
JPS58156450A
JPS58156450A JP57037346A JP3734682A JPS58156450A JP S58156450 A JPS58156450 A JP S58156450A JP 57037346 A JP57037346 A JP 57037346A JP 3734682 A JP3734682 A JP 3734682A JP S58156450 A JPS58156450 A JP S58156450A
Authority
JP
Japan
Prior art keywords
hydraulic
speed
hydraulic pressure
power transmission
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP57037346A
Other languages
Japanese (ja)
Inventor
ト−マス・ヨ−ンソン
ニルス・トマス・アルバ−ト・スコグルント
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GKN Aerospace Sweden AB
Original Assignee
Volvo Flygmotor AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo Flygmotor AB filed Critical Volvo Flygmotor AB
Publication of JPS58156450A publication Critical patent/JPS58156450A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/08—Preventing wheel slippage
    • B61C15/12—Preventing wheel slippage by reducing the driving power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3235—Systems specially adapted for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/14—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing
    • B61C9/16—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing using gearing of the hydrostatic type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Fluid Gearings (AREA)
  • Regulating Braking Force (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Control Of Transmission Device (AREA)

Abstract

(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

【発明の詳細な説明】 本発明は内燃機関のような駆動動力源によって駆動され
る少なくとも１個の液圧ポンプと、少なくとも１儂の液
圧モータとを具え、この液圧モータの駆動力を変えるた
めの制御装置によって制御される液圧動力伝動装置を有
する特に多車軸型の車輌駆動装置を具え、駆動車輪と地
面又は支持体との間の滑りを防止する方法に関するもの
である。DETAILED DESCRIPTION OF THE INVENTION The present invention comprises at least one hydraulic pump driven by a driving power source such as an internal combustion engine, and at least one hydraulic motor, and the driving force of the hydraulic motor is The present invention relates to a method for preventing slippage between the drive wheels and the ground or a support in a vehicle drive, in particular of the multi-axle type, with a hydraulic power transmission controlled by a control device for changing the speed.

車輌の駆動装置において、駆動力又は制動力を車輪又は
車軸に加えた時、その力が駆動面に対する摩擦力に対し
余りに大きいと、駆動車輪が駆動面又は支持体上で滑る
。特に軌道車輌のような鋼対鋼の場合には摩擦が小さく
、滑りが容易に発生する。制動の時の滑りは安全を害し
、車輪を摩損させ、車輪の保守に費用を必要とする。駆
動車輪と支持体との間の滑りの発生を防止するため種々
の方法が提案されたが、いずれも不十分なものであるか
、非常にＷＭＩＩｔＡであり高価である。軌道車輌の電
気牽引モータでは、例えばＡＲＫムのサイリスタ機関車
は車体の反動リッドに作用する［プレスダクタ（ＰＲＥ
ＳＳＤＵＫＴＯＲ）　Ｊと称するロードセル装置を具え
る。滑りが発生し始める限定区域では車体は特性振動を
発生し、この振動は反動リッドに伝わるからロードセル
によって検出することができる。しかし、本発明が対称
とするような車輌駆動装置の液圧動力伝動装置では駆動
車輪と支持体との間に発生する滑りを防止することは今
まで提案されたことがない。このような液圧動力伝動装
置で滑りを防止することは電気牽引モータにおけるより
も非常に重要であり、これは防止しないと駆動力又は制
動力の変動が非常に大きくなるからである。In a vehicle drive system, when driving force or braking force is applied to a wheel or axle, if the force is too large compared to the frictional force against the driving surface, the driving wheel will slip on the driving surface or support. Particularly in the case of steel-to-steel, such as in railcars, friction is small and slippage easily occurs. Slippage during braking poses a safety hazard, causes wear and tear on the wheels, and increases the cost of wheel maintenance. Various methods have been proposed to prevent the occurrence of slippage between the drive wheels and the support, but they are either insufficient or very WMIItA and expensive. In the electric traction motor of a track vehicle, for example, the thyristor locomotive of the ARK system acts on the reaction lid of the car body [press ductor (PRE
It is equipped with a load cell device called SSDUKTOR) J. In a limited area where slippage begins, the vehicle body generates characteristic vibrations that are transmitted to the reaction lid and can be detected by a load cell. However, it has never been proposed to prevent slippage between the drive wheels and the support in a hydraulic power transmission device for a vehicle drive, such as the one to which the present invention is directed. Preventing slippage in such hydraulic power transmissions is much more important than in electric traction motors, since otherwise the fluctuations in the driving or braking forces would be much greater.

本発明の目的は車輌の車輪と支持体即ちレールとの間の
滑りを防止する方法を得るにあり、本発明方法は液圧モ
ータ速度、メンプ吐出量、液圧モータ容積及び／又は前
記液圧動力伝動装置の液圧のような前記液圧動力伝動装
置の必要なａＫＩ＃パラメータの瞬間的な値に基づいて
各車軸の速度Ｔｒ：連続的に計算し、次に前記車輌の１
個の非駆動車帽即ち遊転車軸の速度に計算された速度を
比較し、この比稜により見出した速度の差が所定最小値
を超過しており所定の最小時間以上持続していることを
見出した時、所定の時間にわたり前記動力伝動装置内の
前記液圧を減少させるため前ｌ＆：！制飢装置に対し出
力信号を発生することを特做とする。The object of the invention is to obtain a method for preventing slippage between the wheels of a vehicle and a support or rail, the method according to the invention being able to control the hydraulic motor speed, the mechanical displacement, the hydraulic motor volume and/or the said hydraulic pressure. The speed Tr of each axle is calculated continuously based on the instantaneous values of the required aKI# parameters of said hydraulic power transmission, such as the hydraulic pressure of said power transmission, and then one of said vehicles.
Compare the calculated speed to the speed of each non-driving axle, and use this ratio to determine that the difference in speed exceeds a predetermined minimum value and lasts for more than a predetermined minimum time. When found, proceed to reduce the hydraulic pressure within the power transmission over a predetermined period of time. Its special feature is to generate an output signal to the starvation device.

本発明によれば液圧動力伝動装置を有する駆動装置を具
える車輌を制動する時の安全が大きく増大し、同時に加
速力と牽引力とが増大し、平滑に加速し、牽引すること
ができる。制動能力が向上するため、車輪の保守が特に
軌道車輌の場合安価になる。また本発明方法は液圧動力
伝動装置の制御装置に非常に簡単安価に適用することが
できる。According to the present invention, the safety when braking a vehicle equipped with a drive device having a hydraulic power transmission device is greatly increased, and at the same time, the acceleration force and traction force are increased, and smooth acceleration and traction can be achieved. Due to the increased braking capacity, maintenance of the wheels becomes cheaper, especially for rail vehicles. Furthermore, the method of the present invention can be applied very simply and inexpensively to a control device for a hydraulic power transmission.

図面につき本発明を説明する。The invention will be explained with reference to the drawings.

図面において本発明を液圧列車駆動装置に適用して説明
する。この装置では駆動動力源を燃焼機関、特に内燃機
１１４１で構成する。この内燃機関を適当に１対の液圧
ポンプ２に連結する。このポンプ２はそれぞれ液圧モー
タ８を駆動し、この液圧モータ８によって歯車番を介し
て車輪６をそれぞれ駆動する。図示の実施例では液圧ポ
ンプ２は既知のアキシュアルビストンポンプであり、枢
着角即ちヨークアングルを調整することによってこのポ
ンプの吐出にαｐを可変にすると共に、液圧モータ８の
容積α、を一定にする。しかし口［容積を有する液圧モ
ータを使用することもできる。In the drawings, the present invention will be explained as applied to a hydraulic train drive device. In this device, the driving power source is a combustion engine, particularly an internal combustion engine 1141. This internal combustion engine is suitably connected to a pair of hydraulic pumps 2. The pumps 2 each drive a hydraulic motor 8, which drives each wheel 6 via a gear number. In the illustrated embodiment, the hydraulic pump 2 is a known axial biston pump, and by adjusting the pivot angle, that is, the yoke angle, the pump discharge αp can be varied, and the displacement α of the hydraulic motor 8 can be made variable. , is kept constant. However, it is also possible to use a hydraulic motor with a volume.

この液圧モータによって生ずる駆動運動量を制御するた
め、制御ユニット６内に収納した制＃装置を設ける拳こ
のＩｌＩ御装置は種々の既知のセンサ【具え、駆動モー
タ速度Ｎ１ポンプ吐出量α１、モータ変位量α１及び所
要に応じ動力伝動装置の液圧Ｐのような液圧動力伝動装
置のパラメータをＭｌｌする。更に回転速度センサ（図
示せず）を設けてこの列車の非駆動車輪又は遊転車輪の
回転速度を感知する。これ等センサによって得られた制
御パラメータの瞬間的な値に基づいて、本発明により各
車輪器の速度を計算し、非駆動車輪７の速度と比較する
。制御ユニット６内で両方の速度の差を兇出すが、この
差は１個又は２個以上の駆動車輪が非駆動車輪テより早
く回転していて加速中滑っているか、或は逆に遅く回転
していて−ＪｒＩｈ中ロックされた状態で支持体即ちレ
ールに沿って滑っているかによってこの速度の差が生ず
る。この差が所定の限界値以上であり、所定の時間以上
に持続している時には、ＨＪＩＩ！Ｉｌユニット６から
出カイば号を発生し、液圧Ｐを減少させ、滑りを消滅さ
せて両者間の速度を等しくする。言い換えれば、液圧駆
動装置の装置のバランスを回復させる。上記速度の差が
感知され圧力の減少を開始した時生じた液圧駆動装置の
圧力の値Ｐｉを制御ユニット６の記憶ユニットに記憶し
、所定時間後、最初の値Ｐｉより明らかに低い埴Ｐｒま
で液圧Ｐを増大させるための新しい出力信号を発生させ
る。従ってこの滑り状態は直ちに復帰するのでない。更
に所定時間後、液圧をＰよに復帰させる新しい出力信号
を最後に発生する。In order to control the drive momentum produced by this hydraulic motor, a control device housed within the control unit 6 is provided, which is equipped with various known sensors [including drive motor speed N1, pump discharge amount α1, motor displacement Parameters of the hydraulic power transmission such as the quantity α1 and, if required, the hydraulic pressure P of the power transmission are Mll. Additionally, a rotational speed sensor (not shown) is provided to sense the rotational speed of the non-driven or idle wheels of the train. Based on the instantaneous values of the control parameters obtained by these sensors, the speed of each wheel implement is calculated according to the invention and compared with the speed of the non-driven wheel 7. In the control unit 6, the difference between the two speeds is calculated, which is determined by whether one or more driven wheels are rotating faster than the non-driven wheels and are slipping during acceleration, or conversely are rotating slower than the non-driven wheels. This difference in speed arises depending on whether it is sliding along the support or rail in the locked state during -JrIh. When this difference is greater than a predetermined limit value and persists for more than a predetermined time, HJII! An output signal is generated from the Il unit 6 to reduce the hydraulic pressure P, eliminate slippage, and equalize the speeds between the two. In other words, it restores the balance of the system of the hydraulic drive. The value Pi of the pressure of the hydraulic drive device, which occurs when the speed difference is sensed and the pressure starts to decrease, is stored in the memory unit of the control unit 6, and after a predetermined time, the pressure value Pr which is clearly lower than the initial value Pi is stored. A new output signal is generated to increase the hydraulic pressure P up to . Therefore, this slipping condition does not return immediately. Finally, after a further predetermined period of time, a new output signal is generated to restore the hydraulic pressure to P.

本発明の制御方法における実際の値の例として、最も重
要なパラメータに関し第８図に図示したが、この図面か
ら明らかなように、実際の車速と、計算された車速との
間の比較は十分の６４秒の時間間隔で行なわれ、この速
度の差が所定の最低値な超過したことを見出した時、動
力体勢装置の液圧Ｐを減少させ、駆動車輪と支持体即ち
レールとの間の摺動を止める。所定時間後、この制御装
置によってＰ工の約８０％である圧力レベルＰｒまで液
圧を再び増大する。この場合１０秒である所定の匈聞中
この減少した圧力を維持し、その後この制御装置からの
新しい出力信号によって液圧をＰ工に戻す。As an example of actual values in the control method of the present invention, the most important parameters are illustrated in FIG. 8. As is clear from this figure, the comparison between the actual vehicle speed and the calculated vehicle speed is sufficient. When this speed difference is found to exceed a predetermined minimum value, the hydraulic pressure P in the power positioning system is reduced and the pressure between the drive wheels and the support or rail is reduced. Stop sliding. After a predetermined time, the control device increases the hydraulic pressure again to a pressure level Pr, which is about 80% of P. This reduced pressure is maintained for a predetermined period of time, in this case 10 seconds, after which a new output signal from the controller returns hydraulic pressure to the P-work.

本発明制御方法は多数の利点を有する。まず単一の測定
値、即ち１個の非駆動車輪７の速度だけで十分制御を行
なうことができることである。言い換えれば単一の速度
センサが必要なだけであり、速度の測定が各駆動車輪毎
に必要であった従来の方法に比較し費用が減少する。こ
のような従来の速度濡定装置は比較的高価であり故障し
易く、保守が必要である。特にレール上を走行する車輌
即ち軌道車輌では多くの車軸があるため、本発明方法に
よれば費用を着るしく減らすことができる。The control method according to the invention has a number of advantages. Firstly, a single measured value, ie the speed of one non-driven wheel 7, is sufficient for control. In other words, only a single speed sensor is required, reducing cost compared to traditional methods where speed measurements were required for each driven wheel. Such conventional speed wetting devices are relatively expensive, prone to failure, and require maintenance. Particularly in vehicles running on rails, or track vehicles, where there are many axles, the method according to the invention makes it possible to considerably reduce costs.

更に駆動用の燃焼機関１の速度を一定にすべきであるが
１１本発明方法によればこれを容易に達成することがで
きる・車輪と支持体即ちレールとの闇の摺動を着るしく
減少させることによって、車輌の車輪の維持費も着るし
く減少する。このようにしないと、多くの場合この維持
費は増大する。最初に述べたように制動時の安全も増大
し、平滑区こ加速することもできる。Furthermore, the speed of the drive combustion engine 1 should be kept constant; this can be easily achieved with the method of the invention; the shadow sliding between the wheels and the support, i.e. the rail, is considerably reduced; By doing so, the maintenance costs of vehicle wheels are also significantly reduced. Otherwise, this maintenance cost will often increase. As mentioned at the beginning, safety during braking is increased, and it is also possible to accelerate on smooth roads.

第２図には列車加速制御装置１０、回転速度制御装置１
１、遅延制御装置１２、圧力制御装置１８、制動制御装
置１４、段歩電動機１５、遅延装置１６、？−ボ弁１７
、＠銀製動部１８ｒｔ図示する。Figure 2 shows a train acceleration control device 10 and a rotation speed control device 1.
1, delay control device 12, pressure control device 18, brake control device 14, stepping motor 15, delay device 16, ? -Bo valve 17
, @Silver moving part 18rt is shown.

本発明は上述の実施例に限定されない。即ち単一の液圧
ホ゛ンプによって数個の液圧モータ８を駆動することも
できる。本発明はレール上を走行する車輌即ち軌道車輌
に限定されず、バスのように液圧動力伝動装置を有する
他の車輌にも使用することができる。The invention is not limited to the embodiments described above. That is, several hydraulic motors 8 can also be driven by a single hydraulic pump. The present invention is not limited to vehicles running on rails or track vehicles, but can also be used in other vehicles with hydraulic power transmissions, such as buses.

【図面の簡単な説明】 第１図は本発明方法を適用する列車の線図的斜視図、 第２図は本発明方法により列車に利用した液圧駆動装置
の制御作用のブロック線図、 第８ａ及びａｂ図はそれぞれ本発明方法による液圧動力
伝動装置の必要な制御パラメータの時間に対する関係を
ボすグラフである。 ・ｌ・・・内燃−関　　　　　２・・・液圧ポンプ易・
・・液圧モータ　　　　４・・・歯車６・・・車輪　　
　　　　　６・・・制御ユニット！・・・非駆動車輪又
は遊転車輪 １０・・・列車加速制御装置 １１・・・−板速度制御装置 １ｍ・・・遅延親御装置　　１８・・・圧力制御装置１
４・・・−動制御装Ｍ　　　１５・・・段歩電動機１６
・・・遅延装置　　　　１７・・・サーボ弁１８・・・
摩擦制動部 手続補正書 昭和５７σ１．６月　８　日 １、事件の表示 昭和５７年　特許願第　３７２３１６号２発明の名称 車輌の滑りｌｌ’ｊｊ　＋Ｉ−，カー 。、補正をする者 事件との関係特許出願人 名　称　　ボルボ・フリークモ−ター・アクティエホフ
ー”　’　ト電話（５８１）　２２４１番（代表）[Brief Description of the Drawings] Fig. 1 is a diagrammatic perspective view of a train to which the method of the present invention is applied; Fig. 2 is a block diagram of the control function of a hydraulic drive device used in a train by the method of the present invention; Figures 8a and 8a-b are graphs respectively showing the relationship over time of the required control parameters of a hydraulic power transmission according to the method of the invention.・l...Internal combustion connection 2...Hydraulic pump easy・
...Hydraulic motor 4...Gear 6...Wheel
6...Control unit! ...Non-driving wheels or idle wheels 10...Train acceleration control device 11...-Plate speed control device 1m...Delay control device 18...Pressure control device 1
4...-Dynamic control device M 15... Step motor 16
...Delay device 17...Servo valve 18...
Friction Brake Section Procedural Amendment 1982σ1.June 8, 1982, Case Description 1982 Patent Application No. 372316 2 Name of Invention Vehicle Slip ll'jj +I-, Car. , Person making the amendment Name of patent applicant related to the case Volvo Freak Motor Act Telephone number: (581) 2241 (Representative)

Claims (1)

【特許請求の範囲】 １　速度（Ｎ）を有する内燃機関のような駆動動力源に
よって駆動される少なくとも１個の液圧ｌンブと、少な
くとも１個の液圧モータとを具え、この液圧モータの駆
動力を変えるための制御装置によって制御される液圧動
力伝動装置を有する特に多本軸型の車輌駆動装置を具え
、駆動車輪と地面又は支持体との間の滑りを防止するに
当り、液圧モータ速度（ｒＰｍ）、ポンプ吐出１１（α
ｐ）、液圧モータ容積（αｍ）及び／又は前記液圧動力
伝動装置の液圧（Ｐ）のような前記液圧動力伝動装置の
必要な制御パラメータの瞬間的な値に基づいて各車軸の
速度をｉｌ続的に計算し、次に前記車輌の１個の非駆動
車軸即ち遊転車軸の速度にｉｇｔ葬された速度を比較し
、この比較により見出した速度の差が所定最小値を超過
しており所定の最小時間以上持続していることを見出し
た時、所定の時間にわたり前記動力伝動装置内の前記液
圧（Ｐ）を減少させるため前記制御装置に対し出力信号
を発生することを特徴とする車輌の滑り防止装蓋。 ｌ　前記液圧を減少させる時発生する前記剛力伝動装置
の液圧のＩＩ　（Ｐｉ　）を前記制御ユニツ）（６）の
記憶ユニットに記憶し、所定の時間に液圧を減少させた
後、Ｉ＆初の値である前記値（Ｐｌ）より低い中間値（
Ｐｒ）まで再び前記液圧を増大し、この液圧が最初の値
である前記値（Ｐｌ）まで再び増大する以前に更に所定
の時間中前記中間値（Ｐｒ）を維持することを特徴とす
る特許四求の範囲第１項記戦の方法。Claims: 1. At least one hydraulic engine driven by a driving power source, such as an internal combustion engine, having a speed (N) and at least one hydraulic motor, the hydraulic motor With a vehicle drive, in particular of the multi-shaft type, having a hydraulic power transmission controlled by a control device for varying the drive force of the vehicle, in order to prevent slippage between the drive wheels and the ground or support, Hydraulic motor speed (rPm), pump discharge 11 (α
p) of each axle based on the instantaneous values of the necessary control parameters of said hydraulic power transmission, such as the hydraulic motor volume (αm) and/or the hydraulic pressure (P) of said hydraulic power transmission. continuously calculating the speed and then comparing the igt-loaded speed to the speed of one non-driving or idle axle of said vehicle, and the difference in speed found from this comparison exceeds a predetermined minimum value. generating an output signal to the controller to reduce the hydraulic pressure (P) in the power transmission for a predetermined period of time. The vehicle features a non-slip lid. l The hydraulic pressure II (Pi) of the rigid transmission device that occurs when the hydraulic pressure is decreased is stored in the storage unit of the control unit (6), and after decreasing the hydraulic pressure at a predetermined time, I& An intermediate value (
The hydraulic pressure is increased again to the initial value (Pr), and the intermediate value (Pr) is further maintained for a predetermined period of time before the hydraulic pressure increases again to the initial value (Pl). The method of seeking a patent as described in Paragraph 1.
JP57037346A 1980-09-15 1982-03-11 Antiskid method of car Pending JPS58156450A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE8006455A SE423368B (en) 1980-09-15 1980-09-15 PROCEDURE TO PREVENT SLIDING OR SLIDING BETWEEN DRIVE WHEELS AND SUBSTANCES OF SEPARATELY MULTI-AXIC VEHICLE DRIVE SYSTEM WITH HYDROSTATIC POWER TRANSMISSION
FI820848A FI75529C (en) 1980-09-15 1982-03-11 A method for preventing slippage or sliding between drive wheels and supports in particular multi-axis vehicle drive systems with hydrostatic power transmission.
AU81504/82A AU551635B2 (en) 1980-09-15 1982-03-15 Preventing skid and slip hydrostatic transmission

Publications (1)

Publication Number Publication Date
JPS58156450A true JPS58156450A (en) 1983-09-17

Family

ID=36764383

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57037346A Pending JPS58156450A (en) 1980-09-15 1982-03-11 Antiskid method of car

Country Status (8)

Country Link
JP (1) JPS58156450A (en)
AU (1) AU551635B2 (en)
CA (1) CA1182191A (en)
DE (1) DE3209071A1 (en)
FI (1) FI75529C (en)
FR (1) FR2523057B1 (en)
GB (1) GB2116657B (en)
SE (1) SE423368B (en)

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CN108572259A (en) * 2017-03-09 2018-09-25 华东交通大学 A kind of novel locomotive speed measuring device
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Also Published As

Publication number Publication date
AU8150482A (en) 1983-09-22
SE8006455L (en) 1982-03-16
FR2523057A1 (en) 1983-09-16
FI75529C (en) 1988-07-11
CA1182191A (en) 1985-02-05
FR2523057B1 (en) 1985-12-06
DE3209071A1 (en) 1983-09-22
FI75529B (en) 1988-03-31
SE423368B (en) 1982-05-03
GB2116657B (en) 1986-01-08
FI820848L (en) 1983-09-12
AU551635B2 (en) 1986-05-08
GB2116657A (en) 1983-09-28

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