JPS6255361B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic driving device for a rubber tire train using rubber tires for running wheels, and particularly to a device effective in an automatic driving system that generates a speed pattern on the train.

Automatic train driving systems can be roughly divided into so-called on-ground pattern systems and on-board pattern systems. In the former, information on the speed at which the train should run at each point on the track is constantly transmitted from the ground to the train, and the system is designed to follow the speed information as much as possible.
It controls the running speed inside the train, and is generally controlled by knowing the actual running speed of the train itself. In this case, in order to perform highly accurate driving control, it is necessary to accurately grasp the actual traveling speed. The latter receives from the ground only the specified speed information for the section where the vehicle is traveling at a constant speed and information about a point a certain distance before the point where it should stop.
As shown in Figure 1, inside the train, a pattern is electrically generated that indicates the speed V at which the train should travel relative to the traveling distance S, and the traveling speed is controlled inside the train so as to follow that pattern. It is. This latter technique requires the actual travel distance shown on the horizontal axis of the pattern, as well as the actual travel speed to be compared with the vertical axis of the pattern. Moreover, in order to perform highly accurate operation control, it is necessary to accurately grasp these. Pattern starting point R that is a certain distance away from the position Q where it should be stopped
For example, when the speed V is 50 km/h,
In a normal performance passenger car, the distance is 150 to 200 meters due to the comfort of the ride. If distance integration is carried out in a train over this distance, and the accuracy is, for example, 1%, the train will stop with an error of 1.5 to 2 meters, which is a practical problem. Therefore, if the target for train stopping accuracy is ±20cm, the distance accuracy needs to be at least 0.1%.

As a means of detecting distance and speed, metal pieces or coils are placed on the ground at a fine pitch, and as the train passes over them, electrical pulses are obtained, and distance can be obtained by integrating the electrical pulses. Velocity can be obtained by pulses within a certain period of time, and the accuracy can be very high. However, the cost of ground equipment is large, making it difficult to put it into practical use.

Therefore, in order to detect distance and speed only within the train, known techniques generally utilize the rotation of the wheels. However, in guided rail cars and monorails that use rubber tires, rubber tire running wheels and guide wheels are used as wheels.
These wheels can be used to detect distance and speed. However, rubber tires are deflected by the radial load, and their effective diameter, that is, the value obtained by dividing the distance traveled by the train by the total number of rotations of the wheels during that time and the circumference ratio, has a variable element. Furthermore, rubber tires have the characteristic that their effective diameter increases or decreases when subjected to driving torque or braking torque.

Therefore, it is necessary to select a wheel that has a small variation in effective diameter and a machine that can detect the amount of rotation, that is, a wheel that can be easily attached with a pulse generator or the like. The guide wheels are not affected by the increase or decrease of passengers or luggage, but when passing through a curved road, the load on the guide wheels changes from the maximum value to zero due to lateral pressure, and sometimes rotates away from the rails. It is expected that there may be cases in which this phenomenon does not occur, the fluctuations are large, and it is generally difficult to put it into practical use unless there is a special structure to prevent such fluctuations. Regarding the running wheels, it must be assumed that the suspension system of the vehicle has a sufficient function and there is no slight jump in the running wheels, but the following can be generally considered. In other words, although the running wheels experience load fluctuations due to changes in the number of passengers and luggage, the rate of load fluctuation is much smaller than that of the guide wheels.
A driving torque acts on the drive wheel among the running wheels during power running, and a brake torque in the opposite direction acts on the driving wheel during braking. Furthermore, no torque is applied to the accompanying wheels during power running, but during braking, braking torque is applied to the accompanying wheels in the same way as to the driving wheels. In the control of automatic train operation, the highest accuracy in detecting distance and speed is required when controlling trains to stop at a predetermined position, and in this case, in practice, most of the braking conditions are , brake torque acts on either the driving wheel or the trailing wheel, so
In practice, there is no big difference in the accuracy for obtaining the traveling speed and distance between the two wheels.

On the other hand, when detecting the amount of rotation, in the case of a companion wheel, only the wheel itself and the brake disc are the objects to be detected, while in the case of a driving wheel, in addition to the wheel, brake disk, etc., gears or even the prime mover are included, and the selection range is limited. Since it is wide, it is easy to install pulse generators, etc. From this point of view, drive wheels are often selected for practical purposes.

As the load that rubber tires bear increases, the center height of the wheel decreases, the static radius of the wheel decreases, and the rolling speed increases.
The effective diameter tends to become smaller. However, as is the case with the general structure of pneumatic tires, when the reinforcing cord 3 is provided in the inner layer of the tread rubber 2 forming the outer periphery of the tire 1, as shown in FIG. In particular, in a tire generally called a steel radial, a steel wire formed into an endless shape is used, and the circumferential length of the endless cord 3 hardly changes.
Therefore, the movement of the reinforcing cord 3 with respect to the road surface 4 per wheel rotation should not make a large difference.
However, although the tread rubber on the outer periphery of the reinforcing cord 3 is thin, it flexes under load, so that a slight misalignment occurs between the reinforcing cord 3 and the running path. The amount of this shift is the change in effective diameter. Furthermore, when powering or braking torque is applied to the tire, shearing force is applied to the tread rubber 2 between the ground contact start point U and the ground contact end point W during rolling in the direction of arrow T, as shown in Fig. 2. acts, and the shearing deformation causes a relative deviation between the reinforcing cord 3 and the running road surface, resulting in a variation in the effective diameter. This state is shown in FIG.

In FIG. 3, E1 indicates the distribution of shearing force applied from the reinforcing cord 3 to the tread rubber 2;
2 shows the distribution of shear force applied to the tread rubber 2 from the road surface 4, and F shows the shear deformation. The shear force is accumulated from the ground contact start point U to the ground contact end point W, and the amount of deformation increases accordingly. Such deformation, that is, variation in the effective diameter, acts to reduce the diameter during power running and to increase the diameter during braking. Fig. 4 shows the situation in an actual steel radial tire.

In FIG. 4, the horizontal axis is a value obtained by dividing the horizontal force in the traveling direction generated on the tire road surface by the vertical load of the tire, and is generally proportional to the acceleration/deceleration of the vehicle.
This is indicated by α and β with center O as the starting point.
On the vertical axis, D indicates the effective diameter. D ₀ is the effective diameter when the torque is zero, and D〓 _nax is α
is the effective diameter when max, and D〓 _nax is βmax
This is the effective diameter when . These characteristics are unique to tires, and as shown by straight line A,
The variation in effective diameter is proportional to the amount of torque. Even if the vertical load of the tire fluctuates, this characteristic characteristic changes little, and the straight line A can be practically applied to all cases. This is especially noticeable with steel radials. The maximum value of the rate of change in effective diameter during maximum power running or braking, D〓 _nax −D ₀ /D ₀ or D〓 _nax −D ₀ /D ₀ , is generally about 2% each.
That's about it. Assuming that the average value of the amount of torque generated during actual driving is approximately half of the maximum value, the average fluctuation rate of the effective diameter is considered to be approximately 1%, but this value is determined by the required distance accumulation accuracy mentioned at the beginning. This is 10 times higher than 0.1%, and if left as is, it will pose a major problem in practice.

The present invention has been made with attention to the above-mentioned points, and is a device that is added to grasp the unique characteristics of rubber tires, correct their errors, obtain high control accuracy, and provide the function of correction. The purpose of this invention is to provide an automatic driving system for rubber-tired trains that is simple and is particularly suitable for generating speed patterns on the train.

The present invention is based on the premise that, in a train using rubber tires for running wheels, a system is adopted in which running speed and traveling distance are obtained from the amount of rotation of the running wheels in order to simplify the structure, and a detector for the amount of rotation of the running wheels is used. a detector for the amount of torque applied to the running wheels; an integrator that calculates the traveling distance by integrating the amount of rotation of the running wheels; and a running speed proportional to the amount of rotation of the running wheels;
Correction for calculating at least one of the travel distance and travel speed calculated by the integrator by calculating a variation in the amount of rotation of the running wheels that occurs depending on the amount of torque applied according to the known inherent characteristics of the rubber tire. Consisting of a computing unit, and means for issuing commands to the power running and braking equipment to cause the train to run at a constant speed or to stop at a predetermined position according to a predetermined pattern based on the computed value of the correction computing unit. The gist of this paper is an automated driving system for rubber-tired trains.

Embodiments of the present invention will be described below with reference to the drawings. FIG. 5 is a block diagram showing the configuration of one embodiment of the present invention. The automatic driving device according to the present invention includes a pulse generator 5, a torque meter 7, and an integrator 6.
, a correction calculator 8 , a pattern generator 9 , and a comparator 10 .

The rotation amount of the rubber tire 1 is determined by the pulse generator 5.
This pulse is detected as a pulse by
The signal is applied to an integrator 6. In the integrator 6, the travel distance can be obtained by integrating the input pulses, and the travel speed can be obtained by extracting pulses at fixed time intervals. In this case, the correct running distance and running speed can be obtained only when the diameter of the rubber tire 1 is constant, but when the rubber tire 1 is receiving driving torque or braking torque, the effective diameter of the rubber tire 1 changes, Accurate travel distance and travel speed cannot be obtained unless correction is made accordingly. Therefore, the torque detected by the torque meter 7 provided in relation to the rubber tire 1 is corrected by the correction calculator 8.
Enter. In this correction calculator 8, the traveling distance and traveling speed inputted from the integrator 6 are corrected using the torque value from the torque meter 7 according to the tire characteristics with respect to the torque known in advance, so that accurate traveling distance and traveling speed can be obtained. is obtained. The traveling distance obtained by the correction calculator 8 is given to a pattern generator 9, and the traveling speed is given to a comparator 10.

When the train receives information from the ground and runs at a constant speed, the pattern generator 9 generates a pattern with a constant speed, and when the train stops, the antenna 11 receives a signal from the ground at fixed point R in Figure 1. Then, the pattern generator 9 is activated and outputs the speed to be a reference according to the travel distance input from the correction calculator 8 as a pattern, and provides it to the comparator 10. The comparator 10 compares the traveling speed with the pattern speed, and outputs a power running or braking command in the form of a notch so that the actual traveling speed follows the pattern speed. Regarding power running, the controller 12
A command is input as a power running notch to control the electric motor 13. Regarding brakes, within the range of electric brakes, controller 1
The electric motor 13 is controlled in accordance with the brake notch input to the brake controller 2 to perform a braking action.
Electric brakes have a braking speed range. Electric brakes have good braking effect at high speeds, but have no braking effect at low speeds. For this reason, when braking outside the electric braking range, based on the brake notch input from the comparator 10 to the brake controller 14,
In a system in which the speed and the distance to be traveled at constant speed are specified when pressurized air is supplied to the brake cylinder 15 while traveling at constant speed, the cumulative distance is also corrected.

The torque meter 7 may be configured to use a strain gauge to detect the torsional elastic strain generated in the axle, or may use a strain gauge to detect the elastic strain of a member that transmits thrust in the traveling direction from the running wheels to the vehicle body. You can do it like this. By using such a strain gauge, torque can be directly measured and the torque value can be detected with high accuracy.

FIG. 6 is a block diagram showing the configuration of another embodiment of the present invention, and parts corresponding to the embodiment of FIG. 5 are given the same reference numerals. In this embodiment, instead of the torque meter 7 in the previous embodiment, current measurement of the electric motor 13 and supply air pressure of the brake cylinder 15 are used for torque measurement. Note that the current value of the electric motor 13 or the air pressure value of the brake cylinder 15 during power running or braking is such that the torque value can be obtained by multiplying it by a certain proportional system, so the torque can be calculated indirectly. It will be measured. That is, the controller 12
The current given to the motor 13 from the matching box 16
The air pressure value given to the correction calculator 8 via the brake controller 14 and the air pressure value given to the brake cylinder 15 from the brake controller 14 is given to the correction calculator 8 via the matching unit 17.

FIG. 7 is a block diagram showing the configuration of another embodiment of the present invention, and parts corresponding to each of the embodiments described above are given the same reference numerals. In this example, comparator 1
It replaces torque measurement with a power running notch and a brake notch which have an output of 0. If the performance of the controller 12 and the electric motor 13 is at the specified value, and the performance of the brake controller 14 and the brake cylinder 15 is at the specified value, the command signal from each controller 12, 14 is regarded as torque. The power running notch is applied to the correction calculator 8 via the matching unit 18, and the brake notch is input to the correction calculator 8 via the matching unit 19, whereby a correction calculation based on the torque value in the correction calculator 8 is achieved. Ru.

Although the configurations shown in FIGS. 6 and 7 have a greater possibility of causing errors than the configuration of the embodiment shown in FIG. 6, they have the advantage of simplifying the structure.

In the embodiments shown in FIGS. 5 to 7, the output of the integrator 6 is supplied to the correction calculator 8, but as another embodiment of the present invention, as shown in FIG. It is also possible to arrange the correction calculator 8 later to correct the pattern.

As described above, according to the present invention, automatic train operation with high control accuracy is achieved by a simple configuration that includes the functions necessary for a general automatic train operation system and the addition of a means for detecting torque and a correction calculator. The device can be realized.

[Brief explanation of the drawing]

Fig. 1 is an explanatory diagram showing an example of an on-board pattern in a known general train automatic driving system;
The figure is a longitudinal cross-sectional view of a typical tire with a reinforcing cord in the inner layer of the tread, Figure 3 is a more detailed explanation of Figure 2 when subjected to shear force, and Figure 4 is a rubber tire subjected to power application. Alternatively, a graph showing the variation in the effective diameter of a rubber tire when brake torque is applied, FIG. 5 is a block diagram showing the configuration of an embodiment of the present invention, and FIGS. FIG. 6 is a block diagram showing the configuration of other embodiments of the present invention. 1...Rubber tire, 2...Reinforcement cord, 3...
Trade rubber, 5... Pulse generator, 6...
Integrator, 7...Torque detector, 8...Correction calculator, 9...Pattern generator, 10...Comparator, 1
2... Controller, 13... Electric motor, 14... Brake controller, 15... Brake cylinder, 16,1
7, 18, 19... matching box.

Claims (1)

[Scope of Claims] 1. An automatic train driving system using rubber tires as running wheels, comprising: a detector for the amount of rotation of the running wheels; a means for detecting the amount of torque applied to the running wheels; and a means for detecting the amount of torque applied to the running wheels; an integrator that calculates the travel distance by integrating and calculates the travel speed proportional to the amount of rotation of the running wheels; and an integrator that calculates the running speed proportional to the amount of rotation of the running wheels; a correction calculator for calculating at least one of the traveling distance and the traveling speed calculated by the integrator according to the characteristic characteristics; and a correction calculator for causing the train to run at a constant speed based on the calculated value of the correction calculator. 1. An automatic driving system for a rubber tire train, comprising means for issuing a command to a power running and braking device to stop the train at a predetermined position according to a predetermined pattern. 2. Claims characterized in that the torque amount detection means is configured to obtain a torque value based on a measured value of a load generated in a component of the traveling device according to torque during power running or braking. The automatic operation device for a rubber tire train according to item 1. 3. The rubber tire according to claim 1, wherein the torque amount detection means includes a matching device that converts at least one of the current of the drive motor and the pressure applied to the brake cylinder into a torque amount. Automatic train driving equipment. 4. The automatic operation of a rubber tire train according to claim 1, wherein the torque amount detection means includes a matching device that converts at least one of a power running command notch and a brake command notch into a torque amount. Device.