SU1416346A1 - Method of regulating forces of traction and braking of electric rolling stock - Google Patents

Abstract

The invention relates to railway transport and is intended for the automatic control of a traction electric drive of an electric rolling stock. The purpose of the invention is to increase the reliability and the implementation of limit t-braking efforts. The method of controlling the pulling force and braking of an electric rolling stock consists in that the signal proportional to the speed of the electric composition and allocated in blocks 17 and 18 is compared in blocks 19 and 21 compared with the signals proportional to the frequency of rotation of each of the two; Lei 3-6. The difference signals are compared in thresholds 23, 24 with levels proportional to the allowable wheel slip rates relative to the rail, which are adjusted as a function of the speed of the electric rolling stock, using scale converters 20, 22. Changes in traction and braking are carried out to the set minimum values due to the connection to current regulators 11, 12 of current limiters 35, 36 m of the widest current level. 1 il. F

Description

tl

as

eleven

The invention relates to railway transport and is intended for the automatic control of a traction electric drive of an electric rolling stock.

The purpose of the invention is to increase the reliability and implementation of limit t-braking forces.

The drawing shows a block diagram of an apparatus for carrying out the method.

: A device for power control and deceleration of an electrically moving train contains thyristor converters 1 and 2, to which are connected 3–6 traction motors associated with wheel pairs 7–10. The inputs of the transistor converters 1 and 2 are connected to the outputs of the current controllers (traction and braking forces) of the traction motors in the traction mode 1 1 and braking 12. Individual sensors 13-16 of the rotation frequency of the traction motors 3-6 connected to the inputs of the allocation units of the minimum 17 and maximum 18 speeds of the traction motors. The output of the minimum frequency allocation unit 17 is connected to the input of the comparator unit 19, which distinguishes the difference between the minimum rotational speed of the traction motors of the entire electric locomotive and the frequency of rotation of the traction motor of this axis and to the input of the large-scale converter 20. with the input of the comparator unit 21, which distinguishes the difference between the maximum frequency of the traction engines of the entire electric locomotive and the rotational speed of the traction motor of this axis and to the input of the large-scale converter 22. Outputs b The shafts 19, 20 and 21J, 22 are switched on, to one of the inputs of threshold elements 23 and 24, to the other inputs of which potentiometers 25 and 26 are connected. The outputs of blocks 23 and 24 are connected to one of the inputs of three-channel functional converters 27 and 28, which form outputs signals inversely proportional to the input signal. The outputs of blocks 27 and 28 are connected to the inputs of logic blocks 29 and 30, which continuously allocate the minimum and maximum, respectively, of the signals arriving at their inputs.

The other inputs of blocks 29 and 30 are connected to the controller outputs soon.

16346.2

They are in braking mode 32, as well as current setting devices 33 and 34. The outputs of the blocks 29 and 30 are connected to the inputs of the current regulators 11 and 12, to the other inputs of which the inputs of the limiters 35 and 36 of the minimum current level are connected, the inputs of which are connected to the outputs of the regulators 11 and

12.

The inputs of the speed controllers in braking mode 32 and braking mode 32 are connected to the speed setter 37. The outputs of blocks 17 and 18 are connected

respectively, with the inputs of the differentiating units 38 and 39, connected by the outputs to the inputs of the differentiating units 40 and 41 and to the inputs of the units 42, 43 and 44, 45 of the comparison. The outputs of the differentiating unit 41 are connected to one of the inputs of the comparison units 46 and 47, to the other inputs of which the controllers 48 and 49 are connected respectively. The outputs of the differentiating unit 40 are connected to one of the inputs of the comparison blocks 50 and 51, to the other inputs of which the controllers 52 are connected and 53. The device is equipped with control devices 54-58, element 59

comparison, the executive body 60 sanding with valves 61-64. The method is carried out as follows.

In regulators 31 and 32 of the current velocity (pull and braking forces 11 and 12), the set and true values of the corresponding parameters are compared. The difference between the desired and actual achieved values of the adjustable parameters, amplified and transformed, affects the opening angle of the thyristors of the converters 1 and 2.

Depending on the angle of opening of the thyristors of the converters, they regulate the force of pulling and braking of the locomotive.

In a slowly developing slip (or skid) of one or several wheel pairs, the difference between the minimum rotational speed of the traction engines, which is proportional to the speed of the electric rolling stock in the traction mode, and the rotational speed of the stalled wheelset (which is proportional to the speed of the electric rolling stock in braking mode, and the rotation frequency

The length of the wheelset pair increases in proportion to the depth of the slip (or skid). Consequently, the magnitudes of the signals at the outputs of the blocks, 19 and 21, respectively, which distinguish the differences between the indicated frequencies, increase in proportion to the depth of slipping or thud.

As soon as the magnitude of the difference in the frequency of rotation of the wheel pairs exceeds the threshold value specified by potentiometer 58 in the comparison block 59, a signal appears at its output, which through the actuator block 60 turns on the sand supply valves for the wheel pairs of the electric locomotive. The threshold values set by potentiometers 25 and 26 of comparison elements 23 and 24 are higher than comparison element 59, therefore there are no signals at the output of blocks 23 and 24.

If skidding (or skidding) has been eliminated by applying sand, the signal at the output of blocks 19 and 21 decreases, becomes below the threshold value, the signal from the output of comparison block 59 is missing and the flow of sand stops.

If the skidding (or skidding) has not stopped and the difference in the frequency of rotation of the wheelsets continues to increase, the output signals of blocks 19 and 21 continue to increase. As soon as the values of these signals exceed the threshold values given by potentiometers 25 and 26 in blocks 23 and 24 comparisons, signals appear at their outputs, which are fed to the inputs of functional converters 27 and 28. At the outputs of functional converters 27 and 28, the signals decrease in proportion to, respectively, the depth of slipping or skidding, as these blurs The cues allocate signals inversely proportional to the output signals of blocks 23 and 24. The output signals of blocks 27 and 28, inversely proportional to the depth of slipping or skidding, are fed to the inputs of blocks 29 and 30, respectively, which continuously separate the minimum of the input signals, which becomes given the value of current regulators 11 (force t gi) and 12 (braking force). In the process of development of slipping or skidding, the output signals of blocks 27 and 28 decrease and, from a certain moment, become smaller.

More than the other input signals of blocks 29 and 30, the settings of the corresponding regulators are determined, which leads to a decrease in the currents of the towing or using motor by an amount proportional to the depth of the slip (or skid) and to the termination of the slip-on process (or skid). The supply of sand under the wheelset, which continues simultaneously with a decrease in the current of the skidding engine, also contributes to the quickest termination of slipping or skidding.

5 In order to realize the traction limit force and the braking threshold, the response threshold of the comparison elements 23 and 24 is continuously corrected by applying signals to their inputs

0 outputs of scale converters 20 and 22. Signals proportional to the minimum (in tons) and maximum are given to the inputs of the scale converters 20 and 22.

5 (braking deceleration) speeds. These signals are scaled to a certain extent in blocks 20 and 22 and, summing up with the signals given by potentiometers 25 and 26, increase

0 threshold of elements 23 and 24 of comparison. Thus, as the speed increases, the threshold of the elements 23 and 24 increases, therefore the allowable wheel slip relative to the rail increases, contributing to the realization of the maximum adhesion coefficient.

In the case of a slowly developing simultaneous skidding (or skid)

The Q of all wheel pairs of an electric locomotive cannot be determined from the frequency difference between the rotation of wheel pairs to determine the starting slip or skid. In such a case, in the pull-out mode from block 18, the signal is taken from the fastest rotating wheelset, in block 39 the signal is converted to analog form and differentiated. The signal from the output of block 39 is supplied to blocks 44 and 45

comparison, where it is compared with permissible acceleration values. The setpoint adjuster 54 is set lower than the setpoint adjuster 55, but higher than the allowable working acceleration.

five

55

axes when starting and accelerating a train or a single electric locomotive. If the acceleration of the axes exceeds the setpoint, this indicates the development of the slip of all the axes. At the output of the block

five

44, a signal is received which is fed to the execution unit 60 and a command is issued to feed sand to the tandem pairs.

If the sanding doesn’t remove the slip and acceleration of the wheelset, a signal is formed at the output of the block 45 compared to

14

- - at

14163466

The comparator 47 and at its output a signal appears that converts the unit 27 to an inversely proportional value, and as soon as this signal is less than the other input signals of the logic unit 29, it triggers. controller 11. to reduce the current flow. Simultaneously, the dog is filling

eliminated in the initial stage of development.

For a braking mode with a suddenly developing load, the signal for slowing down is sent to the coupling for wheelset and skidding.

conversion converter 27, converts; z back pro portion al; input value j and is fed to

; the input of the logic unit 29, As a Toll: to this signal will be less than ocTanb - jt; nor the most slowly rotating axis with

The output of the G / block is differentiated in block 38, then secondly differentiated in block 40 and compared in bhgk 50 with a threshold value 4, with 2Q the presence of an error occurs. switching on sanding, or the signal from comparison unit 51 through block 28, logic block 30 and controller 12 is activated, there is a short-term decrease in braking force and the elimination of skidding.

In all modes of slipping and use of the signal from the output of the regulators 11 n 12 through the limiters 35 and 36 minim al- ,; Whose level of current is applied to the input of the 11 and iZy controllers by limiting the current (force of drawing and braking) at a certain minimum level j, ensuring that the compound is held out in extended (in t) and compressed (when braking) states . This eliminates negative reactions in the automatic coupling of the train. The minimum level of traction and braking force depends on the power of the TPI electric locomotive and on the weight of the train and is in the range of 2-10 tons.

Thus, a continuous monitoring of the clutch of the wheelsets with the rails is performed over the complex of indicators, sand is automatically supplied in the event of local deterioration of the clutch or the current controllers are automatically selected to ensure control of traction and braking at the limit of adhesion.

The input signals of this unit, the reduction of the current flow by; the value of 5 proportional to the head of the bin;

In similar cases for the mode of: braking when using all axes from the block: 17 a signal of mini -1 is received; the rotational speed of the wheelsets of which | rs enters the differentiating unit ZV., From the output of which the signal goes to the blocks 42 43 If this signal exceeds the threshold value set by setpoint 57, then: the signal goes to performance,:; block 60 to turn on sand filling valves If the threshold exceeds the threshold value set by setpoint: 56, then the signal from block 43 enters 285 tef function converter is a magnitude inversely: propordionalnuyu inlet 5 and further logichesksh- command unit 30 is outputted regulator torus (2 snshkenie brake with ly :, Odlovremenno prodolzhaats bedding sand under wheelsets

In the case of sudden skidding (skidding) of one i-shek of all wheel sets, regulation is carried out following -1: 1. To re-evaluate the signal about acceleration of the most rapidly rotating axis from the output 39 of the unit enters black k, where it is differentiated again to blocks 46 and 47 compared5 where it is compared with the permissible values of the threshold values given by the set points 48 and 49.

With a suddenly developing b-derivative derived from the acceleration of the pre-BbffijaeT threshold value, and at the output of the block 46, a signal is generated going on on the valve of the sand supply valve under the pair of wheels. With a further increase in the signal at the output of block 41, the threshold value of 1kke in bhu-35 exceeds

40

Ф Орм у л and iso

rete n i

The method of regrinding the force of gi and braking of an electrically rolling stock, consisting of a volume; which is continuously separated and comparing the signals, the portions, the speeds of the electric subsidence, is eliminated in the initial stage of development.

For deceleration mode with a suddenly developing signal, the mode signal is slower.

rete n i

The method of regrinding the force of gi and braking of an electrically rolling stock, consisting of a volume; that they are continuously isolated and comparing the signals, the transmission power, the speed of the electric sub vehicle and each traction engine, generate a signal for the limitation of traction and braking, the value of which is inversely proportional to the speed difference of the electric rolling stock and each traction engine, compare it with the signal proportional to a given value of traction and braking forces, and as a function of the minimum of the compared signals, traction and braking forces change, in order to increase reliability and realize n rare t go-braking effort, a signal proportional to the difference soon

the steels of the electromotive composition and each of the traction units are compared with a signal proportional to the allowable speed of the wheelset to slip relative to the rail, and if this signal is exceeded, a signal is generated to limit the load and throttle, the speed of the electric rolling stock is adjusted as a function, and the change in traction and braking is carried out to the specified minimum values.

Claims (1)

A method of regulating the traction and braking forces of an electric rolling stock, which consists in continuously emitting and comparing signals proportional to the speeds of the electric rolling Ί The 141st composition and each traction motor j form a signal for limiting the traction and braking forces, the value of which is inversely proportional to the difference in the speeds of the electric lifting composition and each traction motor, compare it with a signal proportional to the set value of the traction and braking forces, and change the function of the minimum of the compared signals traction and braking forces, characterized in that, to improve the reliability and implementation limit trailer brake effort signal proportional to the difference ^D soon 8 stey Ele of the rolling stock and each traction engine is compared with a signal proportional to the allowable slipping speed of the wheel pair relative to the rail, and when this signal is exceeded, a signal for limiting the traction and braking forces is generated, and the signal proportional to the allowable slipping speed of the wheel pair relative to the rail is adjusted as a function of the speed electrostatic composition, and the change in traction and braking forces is carried out to the specified minimum values.