JPS6118402B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a deceleration control method when the command speed changes to a lower level during constant speed operation of a vehicle. For convenience, the case of controlling a Deidel locomotive equipped with an automatic operating system (ATO) for shunting at a hump yard, which has a constant speed operation function, will be described below.

Conventional ATO-equipped locomotives for yard shunting push freight trains to the top of humps and scatter the freight cars at extremely low speeds (generally 1 to 5 km/m), and the commanded speed also changes frequently depending on the dispersion status. Change. Therefore, in order to shorten the follow-up time to the new target speed and improve the follow-up performance, when the locomotive reaches the speed indicated by point a as shown in the characteristic diagram shown in Figure 1, it is necessary to When a new lower command speed is given, turn off the engine or apply the brake, instantaneously step down to point b in the 1S step, and decelerate to point c on the trajectory b → c with a certain deceleration. A known method is to calculate a step that balances the running resistance at that time by the deceleration at point c, and then step up to point d in FIG. 1 to move to the target speed control zone. In FIG. 1, the vertical axis represents the speed deviation Δv of the vehicle speed Va, the horizontal axis represents the acceleration/deceleration α, β, and 1S, 2, . . . , 10, . . . indicate notch steps.

However, this method is effective when the speed deviation is large and the deceleration time to the target speed is several seconds or more, but when the command speed is at a pitch of 0.2 to 0.4 Km/h, such as constant speed operation in a hump yard, the system is in a rolling state. In systems that often change depending on the situation, point b in Figure 1 →
The time it takes to decelerate to point c is determined by the system control.
Since 0.2 to 0.4 Km/t/s is required, it is only around 1 second.

For this reason, the deceleration detection device detects the deceleration at point c, calculates the balance step based on that value, and skips to that step.The deceleration detection device calculates the balance step using the following formula (1), so the calculation delay (△t) accompanied by.
This calculation delay requires at least 1 to 2 seconds according to the following equation (1) in order to achieve a detection accuracy of 0.2 to 0.4 Km/h/s.

Deceleration β = Speed at t ₁ - v ₁ - Velocity at _{2 - t 2 /} Sampling time Δt (= t ₂ - t ₁ ) (Km/h/s)...Equation (1) In other words, generally in railways, A speed generator TG is used, and the deceleration β is calculated from a pulse proportional to the vehicle speed generated by the speed generator TG. Specifically, for example, a reversible force counter having an UP pulse input terminal and a DOWN pulse input terminal is used,
The AND logic output of the vehicle speed pulse and periodic pulse from the speed generator TG is input to this UP pulse input terminal, while the AND logic output of the periodic pulse obtained through the inverter and the vehicle speed pulse are input to the DOWN input terminal. The output is input, and the calculation result is output as deceleration β. Here, the periodic pulse repeats "1" and "0" every T/2 period, and the reversible counter is added when the periodic pulse is "1".
When it is "0", it is subtracted. Therefore, the remaining value becomes the deceleration β.

That is, V ₁ in the above equation (1) is the average speed when the periodic pulse is "1", and in this case, a calculation delay occurs for the time of the sampling period Δt. Here, the method of determining the detection accuracy is that if 10 pulses of vehicle speed pulses from the speed generator TG correspond to 1 km/h, then T/2 period (same as sampling period △t) of the synchronizing pulse is 1 second. When , the UP period and
If the calculation result of the reversible counter during the DOWN cycle is 10 pulses, the deceleration β is β = △V / △t = 1Km/h (= 10 pulses) / 1S = 1
Km/h/s. (In other words, the measurement resolution of one pulse is 0.1Km/
h/s. ) Therefore, β=0.2~0.4Km/h/
In order to measure s, the measurement resolution is 0.1 to 0.2
Km/h/s is required as a minimum, which results in a minimum calculation delay of 1 to 2 seconds.

If this calculation time is shortened, the calculation accuracy will deteriorate, making it impossible to calculate an accurate balance notch, and the tracking performance will also deteriorate. Also, point a→
Even if the command is instantaneously shifted to point b, there is a delay in the response of the brake or engine. Therefore, if the deceleration time when the speed command changes is less than 1 to 2 seconds, the deceleration calculated by the deceleration detection device is c. The deceleration is smaller than the actual deceleration at point 1, and the number of step-up stages (the number of transition stages from point c to point d) of the balance torque calculation result necessary for constant speed operation is smaller, for example, the deceleration at point 1.
The situation changes from point c to point e in the figure, and the vehicle then moves to point e.
As a result of being controlled as follows: point → point f → point g → point h → point i, not only does deceleration tracking accuracy deteriorate and the train speed hunts, but the tracking time becomes longer and the speed required by the hump yard system cannot be achieved. Therefore, if the train is reconnected with a freight car that was disassembled just before, or if there is no room for point switching, the train may run into the point during point switching, derailing and overturning, or even cause a fire or serious accident if it is a gasoline tank car. It was the cause.

In the present invention, when changing to a lower speed command, if the target speed control zone is reached (that is, point c is reached) within the deceleration calculation time (sampling time), the balance notch immediately before the speed change is Or forcibly take a minus one step step (where to set this step depends on the engine characteristics, but since the speed deviation △V is small, the balance notch usually does not change much as shown in Figure 1). This method eliminates the above-mentioned drawbacks of the conventional method.

Next, one embodiment of the present invention will be described in detail with reference to the drawings. In Figure 2 _, 1 is the deceleration time t from when a low command speed is given until reaching the target speed control zone (between points b and c in Figure 1) and the sampling time of the deceleration detection device (calculation delay). time)
A comparator that compares △t = t ₂ - _{t 1.} 2 is step-down number information indicating how many steps are taken down to decelerate when a low command speed is given, and a counter that stores the original balance step. It is also a storage means such as a flip-flop. (corresponds to the step-down number when transitioning from point a to point b in Figure 1) The output of comparator 1 is "0" when t ₃ > △t.
Then, it becomes "1" when t ₃ <Δt. 3 and 4 are AND
5 is a NOT circuit, and 6 is an OR circuit.

In this configuration, the time series relationship between each command is as shown in Figure 3.
When reaching point c in Figure 1, if t ₃ > △t, information on the step-up amount for the balance step calculated by the deceleration detector is given as →→→→, and the speed is stepped up and entered the target speed control zone. do.

Here, the step output can be obtained, for example, by using a reversible counter having an UP pulse input terminal and a DOWN pulse input terminal, and this UP pulse input terminal contains the step up information and the step up/down selection signal shown in FIG. The AND logic output is input, and the other POWN input terminal contains the output obtained from the above step up/down selection signal via an inverter and the above step up information.
AND logic output is input, and the result of the operation is output as an output step. Incidentally, as shown in FIG. 3, the signal is outputted as pulses for the required number of steps up/down, and the output steps are changed accordingly.

On the other hand, if t ₃ <△t, the balance step calculated by the deceleration detector is different from the true value, so the balance step information stored in the storage means 2 immediately before receiving the low command speed signal is used based on the deceleration completion command. It is output along the path →→→→→. These are determined by AND circuits 3 and 4 based on the output state of comparator 1, that is, the comparison result of deceleration time _t3 and calculation delay time △t.
and is selected by the NOT circuit 5.

It should be noted that whether the step-down number N1 at the time of command change in the storage means ₂ and the step-up number _N2 at the time of completion of deceleration (point c in Fig. 1) should be the same or _N2 = N1 _-1 depends on the engine. Determined by characteristics etc., but N ₂
Calculations such as =N ₁ -1 can be performed at the time of output upon completion of deceleration, or at the time of setting the step-down number information in the storage means 2.

In this way, it not only improves the speed tracking information and shortens the convergence time when the deceleration deviation when the speed command changes is shorter than the calculation time of the deceleration detection device, but also prevents serious accidents such as derailment and overturning, and improves reliability. degree can be obtained with a simple configuration.

In addition, although the above explanation was about deceleration control of a hydraulic diesel locomotive, it goes without saying that the present invention can be applied to this type of control of an automatic driving device of a powered vehicle such as an electric vehicle.

[Brief explanation of the drawing]

FIG. 1 is a control operation diagram for explaining deceleration control, FIG. 2 is a block diagram showing an embodiment of the present invention, and FIG. 3 is a time chart showing the chronological relationship between each command. In the figure, 1 is a comparator, 2 is a storage means, and 3 and 4 are
5 is an AND circuit, 5 is a NOT circuit, and 6 is an OR circuit.

Claims (1)

[Scope of Claims] 1. An automatic driving device with a constant speed operation function receives a new low command speed, decelerates it, calculates the deceleration at the time when it approaches a new target speed control zone, and uses that value to find a balance step and set a new target. In a device that controls the transition to a speed control zone, the time comparison between the deceleration time from when a new lower command speed is given until approaching the new target speed control zone and the calculation delay time for detecting deceleration is performed. a time comparator for performing the step-down, and a storage means for storing the previous step position at which a new lower command speed was given or step-down number information for deceleration, and if [the deceleration time <the calculation delay time], An automatic train control device characterized in that a balance step is set when deceleration is completed based on balance step information immediately before a new lower command speed is given.