WO2010125773A1 - 機関車制御装置、機関車制御システム及び機関車の発進制御方法 - Google Patents
機関車制御装置、機関車制御システム及び機関車の発進制御方法 Download PDFInfo
- Publication number
- WO2010125773A1 WO2010125773A1 PCT/JP2010/002913 JP2010002913W WO2010125773A1 WO 2010125773 A1 WO2010125773 A1 WO 2010125773A1 JP 2010002913 W JP2010002913 W JP 2010002913W WO 2010125773 A1 WO2010125773 A1 WO 2010125773A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- locomotive
- coupler
- load
- control
- control device
- Prior art date
Links
Images
Classifications
-
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
- B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
-
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a locomotive control device that controls the traveling of a locomotive that connects a plurality of vehicles and pulls them, a locomotive control system that pulls a train using the plurality of locomotives, and a start control method for the locomotive. .
- a load is applied to a coupler that connects vehicles when the vehicle is towed.
- the load on the coupling increases, and the towed vehicle has a large vibration. Will be added.
- Patent Document 1 a start-only notch that outputs a torque lower than a power running 1 notch is provided, and when starting, the torque command is gradually increased by the operator selecting the start-only notch.
- the present invention has been made in view of the above circumstances, and its purpose is to reliably reduce the impact load applied to the coupler and start the train without depending on the operation technique of the driver. It is an object to provide a locomotive control device, a locomotive control system, and a locomotive start control method.
- a locomotive control device includes a permissible speed storage unit that stores a permissible speed of a locomotive that is limited in order to mitigate an impact at a moment when a coupler meshes, An engagement determination unit for determining whether or not the coupler is engaged; A control unit that controls the vehicle to travel within the allowable speed from the start until all of the couplers mesh with each other is provided, and travel control at the time of start is automatically performed.
- the locomotive control devices when locomotives are scattered at a plurality of locations during formation of a plurality of vehicles, the locomotive control devices are mounted on the plurality of locomotives, In what controls the start of The plurality of locomotive control devices are configured to be capable of transmitting information to at least a locomotive control device located behind the locomotive control device, and the plurality of locomotive control devices located at the head side of the plurality of locomotives are less than the allowable speed.
- a start permission command is transmitted to the locomotive control device located on the rear side, and the start permission command is received.
- the locomotive control device starts starting control of the locomotive.
- the locomotive control devices are mounted on the plurality of locomotives, In what controls the start of Except for the one located at the foremost side among the plurality of locomotive control devices, the immediately preceding coupler load detection for detecting the load relating to the coupler that connects the locomotive on which the locomotive is mounted and the vehicle immediately before the locomotive. Part Start control at the lower than the allowable speed from the locomotive control device of the locomotive located at the foremost side among the plurality of locomotives. The locomotive control devices mounted on the following locomotives start starting control below the allowable speed when it is detected that a load is applied by their own immediately preceding coupler load detection unit. To do.
- the locomotive control device mounted on the rear locomotive can appropriately start control even if there is no means for transmitting information between the plurality of locomotives.
- a locomotive start control method is a method for controlling start of a locomotive towing a plurality of vehicles. From start up until all of the couplers that connect each vehicle are engaged, automatic control is performed so that the vehicle travels within a limited allowable speed of the locomotive to mitigate the impact at the moment when the couplers are engaged. It is characterized by that.
- the locomotive start control method is a method for controlling the start of the plurality of locomotives when locomotives are scattered in a plurality of locations during the formation of the plurality of vehicles.
- starting control is started at a speed lower than a limited allowable speed in order to mitigate the impact at the moment when the coupler is engaged, and the locomotive is pulled by the started locomotive.
- a start permission command is transmitted to the locomotive located on the rear side, The locomotive that has received the start permission command starts its own start control.
- the locomotive start control method is a method for controlling the start of the plurality of locomotives when locomotives are scattered at a plurality of locations during the formation of the plurality of vehicles.
- the start control is started at an allowable speed or less that is limited in order to mitigate the impact at the moment when the coupler is engaged, from the most locomotive of the plurality of locomotives,
- the following locomotive starts the start control at a speed equal to or lower than the allowable speed when detecting a load related to the coupler that connects the locomotive to the vehicle just before the locomotive.
- the control unit automatically performs the traveling control at the time of starting the train, the impact load applied to the coupler is reliably reduced without depending on the operation skill of the driver. Then you can start the train.
- the locomotive control system of the present invention even when a vehicle is towed by a plurality of locomotives, it is possible to start the train while avoiding the occurrence of overlapping impact loads applied to the coupler.
- the impact load applied to the coupler can be reliably reduced without depending on the operation skill of the driver. Can be started.
- FIG. 1 is a functional block diagram showing a configuration of a locomotive control device 2 arranged in the locomotive 1.
- the locomotive control device 2 is constituted by a microcomputer or the like, and each functional block indicates a function realized by software.
- the locomotive control device 2 is given a power running notch command, a brake command, and the like from the master control device 3 of the cab, and is also given speed information of the locomotive 1 from the speed detection unit 4.
- the locomotive control device 2 includes a position calculation unit 5 that calculates the position of the locomotive 1 based on the speed of the locomotive 1, and a coupler engagement determination unit that determines whether or not the coupler is engaged based on the position (hereinafter, referred to as “locomotive”). (Referred to as the meshing determination unit) 6, a predetermined allowable speed storage unit 7 for storing the allowable speed at the start of the locomotive 1 and the determination result of the meshing determination unit 6 and the above-described allowable speed.
- a control command output unit (control unit) 8 for outputting a command for controlling the travel of 1 to a drive control unit (including a drive circuit such as an inverter) of a travel motor (for example, an induction motor) (not shown). Yes.
- FIG. 2 shows the train organization of a vehicle towed by the locomotive 1.
- the locomotive 1 and the vehicle 9A, the vehicle 9A and the vehicle 9B, and the vehicle 9B and the vehicle 9C are connected via connectors 10A, 10B, and 10C, respectively.
- FIG. 3 is a flowchart showing the contents of the start control performed by the locomotive control device 2.
- the locomotive control device 2 detects a power running command output from the master control device 3 by operating a power running notch (not shown) from a state where the train is stopped (usually power running 1 notch), automatic start Start control. This automatic start continues until the driver performs a brake operation as described later or until it is determined that all the couplers 10 are engaged.
- the engagement determination of the coupler 10 is performed using the travel distance of the locomotive 1 and the displacement amount of the coupler 10.
- the amount of displacement of the connector 10 refers to the distance between two vehicles generated by components constituting the connector 10 such as a gap of the connector 10 and expansion / contraction of a shock absorber (not shown). It is defined as the amount of change in the distance.
- the value of the connector displacement is determined with reference to the state where the two vehicles to be connected are closest to each other (the state where the gap of the connector 10 is the maximum and the shock absorber is the most compressed). 2 increase when the vehicle moves away (the connector 10 meshes or the shock absorber extends). The value of the connector displacement becomes maximum when the connector 10 is engaged and the shock absorber is fully extended.
- step S3 it is determined in step S3 whether or not all the couplers 10 are engaged. That is, assuming that the maximum value of the coupler displacement is Lc, the number of vehicles is N, and the travel distance of the locomotive 1 is Lr, it is determined that all the couplers 10 are engaged when the following conditions are satisfied.
- the travel distance Lr is calculated by accumulating the speed value output from the speed detection unit 4 in the position calculation unit 5, but is obtained by obtaining position information by other means such as a ground unit or GPS (Global Positioning System). Also good.
- step S3 the control command output unit 8 is designed to travel at as high a speed as possible within a range not exceeding the allowable speed Vt held in the allowable speed storage unit 4.
- the speed of the vehicle 1 is adjusted (step S4).
- the allowable speed Vt is a value set in advance in step S1, and is calculated in consideration of the overlap of impact loads in the coupler 10 in this embodiment.
- the coupler 10 in which the coupler displacement does not reach the maximum is indicated by a spring-like symbol.
- the state in which the displacement of all the couplers 10 reaches the maximum (that is, the state in which the conditional expression (1) is satisfied) is represented by a linear symbol.
- the impact load is applied to the coupler 10A between the locomotive 1 and the vehicle 9A as well as when the couplers 10B and 10C between the succeeding vehicles 9B and 9C are engaged, as well as the impact load is applied at the moment of engagement. .
- the traveling speed of the vehicle 9 is low, as shown in FIG. 5A, an impact load at the moment when the couplers 10 are engaged with each other is generated separately.
- the traveling speed increases to some extent, FIG.
- the impact loads are generated so as to overlap with each other in time, so that a large load is momentarily applied to the coupler 10A.
- the preceding vehicle 9 is moved while moving the distance (initial displacement) of the gap held by the coupler 10 when the succeeding vehicle 9 is stopped. It is sufficient that the impact load generated by the traveling of the vehicle disappears.
- step S1 assuming that the time Ts during which the impact load is applied to the coupler 10 is 10 msec and the initial displacement L0 of the coupler 10 is 5 mm, these pieces of information are set in step S1.
- the impact loads sequentially generated for the couplers 10A, 10B, and 10C do not overlap. That is, when the state shown in FIG. 4A is shifted to the state shown in FIG. 4B, the train is started so that the displacement of the couplers 10A, 10B, and 10C sequentially reaches the maximum displacement intermittently. Can be made.
- the control command output unit 8 of the locomotive control device 2 automatically moves the locomotive 1 within the allowable speed Vt until all of the couplers 10 are engaged. Control.
- the allowable speed Vt is set by the quotient obtained by dividing the initial displacement L0 of the coupler 10 by the impact load application time Ts, when the locomotive 1 starts and pulls the plurality of vehicles 9, It can control so that the impact load which generate
- the train can be started by reliably reducing the impact load applied to the coupler 10 without depending on the operation skill of the driver. For example, when the locomotive 1 pulls the sleeper, vibrations and noises applied to the sleeper vehicle at the time of start can be reduced, so that a ride environment that is more comfortable for passengers and passengers can be provided. Further, the meshing determination unit 6 determines that all of the couplers 10 are based on the conditional expression (1) based on the maximum displacement Lc in the coupler 10, the number N of train trains, and the travel distance Lr of the locomotive 1. It is determined whether or not they are engaged. Therefore, it is possible to reliably avoid the time-overlap of the impact load generated in each coupler 10.
- the locomotive control device 12 mounted on the locomotive 11 includes a track information storage unit 13, a formation information storage unit 14, and a maximum load calculation unit 15 in addition to the configuration of the first embodiment. Further, in place of the meshing determination unit 6 and the control command output unit 8, a meshing determination unit 16 and a control command output unit 17 are arranged.
- the locomotive control device 12 is given acceleration information calculated by the acceleration calculation unit 18 when the locomotive 11 travels and load information generated in the coupler 10A detected by the coupler load detection unit 19. ing.
- the acceleration calculation unit 18 may be an acceleration sensor that detects the acceleration of the locomotive control device 12.
- the locomotive 11 of the second embodiment pulls a train having a relatively long train such that N> 10 as shown in FIG. 7, but in this case, the mesh determination method performed by the mesh determination unit 16 is different. ing.
- the meshing determination unit 16 performs meshing determination by comparing the load T applied to the coupler 10A of the locomotive 11 located at the head with the load (maximum load) Ta when all the vehicles 9 are coupled. Although the maximum load Ta is calculated by the maximum load calculation unit 15, since it is a load at the time of starting, the air resistance and the curve resistance are ignored, and the frictional force between the wheel and the rail, the acceleration of the leading vehicle, the gradient, etc. Considering this, the following formula is used.
- Ta NW ⁇ g ( ⁇ + ⁇ + tan ⁇ ) ⁇ (2) Ta: Load [N] applied to the coupler 10A with all the couplers 10 engaged.
- N Total number of vehicles
- W Average mass of vehicle 9 [kg]
- g Gravity acceleration [m / s 2 ]
- ⁇ Rolling friction coefficient of wheel
- ⁇ Acceleration of locomotive 11 [m / s 2 ]
- the total number of vehicles N, the average weight W of the vehicles, and the rolling friction coefficient ⁇ of the wheels are stored and held in the knitting information storage unit 14.
- the acceleration ⁇ of the locomotive 11 is measured and calculated by the acceleration calculation unit 18, it is needless to say that the acceleration ⁇ may be calculated from a change in speed detected by the speed detection unit 4.
- T> Ta (3) When it becomes, it determines with all the couplers 10 having meshed
- the load T applied to the coupler 10A of the leading locomotive 11 is measured by a coupler load detection unit 19 (for example, a load sensor such as a strain gauge, a pressure sensor, etc.) installed in the coupler 10, but the torque It may be calculated from the value, the moving wheel radius, and the running resistance of the locomotive 11.
- the average gradient angle ⁇ from the second vehicle to the terminal vehicle is calculated based on the track gradient information stored in the track information storage unit 13 and the position of the locomotive 11 calculated by the position calculation unit 5. To do.
- an appropriate value for example, an average value
- the tan ⁇ can be calculated, for example, by calculating the ratio of the horizontal distance and the vertical distance between the second vehicle 9 and the terminal vehicle 9, or by averaging the gradient at each vehicle position.
- the meshing determination based on the position information similar to the first embodiment is assisted in order to prevent the locomotive 11 from traveling without being released automatically. You may go.
- the maximum load calculation unit 15 calculates the maximum load Ta when all the vehicles 9 are connected, and the coupler load detection unit 19 is applied to the coupler 10A of the locomotive 11.
- the meshing determination unit 16 determines that all the couplers 10 are meshed when T> Ta. Therefore, the meshing determination can be performed more reliably, and the impact load when the train starts can be reduced.
- FIG. 8 and FIG. 9 show the third embodiment, and different parts from the second embodiment will be described.
- the third embodiment shows the start control performed when the locomotive is arranged not only at the head but also in the middle of train formation.
- the first locomotive 21 pulls three vehicles 24A to 24C
- the locomotive 22 following the vehicle 24C pulls both the vehicles 25A and 25B
- the locomotive 23 following the vehicle 25B is the vehicles 26A to 26A. Tow 3 of 26C.
- each locomotive control device 27 to 29 mounted on the locomotives 21 to 23 are basically basically coordinated with the control devices of the other locomotives after the vehicles to be pulled are allocated in this way. Starts with the same control as when it is at the top. That is, each locomotive control device 27 to 29 is at least transmitting a signal from the locomotive control device 27 to the locomotive control device 28 and transmitting a signal from the locomotive control device 28 to the locomotive control device 29 by wired communication or wireless. It is configured to be possible by communication. Of course, the locomotive control devices 27 to 29 may be configured to be capable of bidirectional communication with each other.
- FIG. 9 is a sequence diagram showing processing when the locomotive control devices 27 to 29 mounted on the locomotives 21 to 23 perform automatic start control in cooperation.
- the locomotive control device 27 starts the locomotive 21 first.
- the starting method of the locomotive 21 is the same as that of the second embodiment except that the set value of the number of vehicles N1 is the number of vehicles in charge of the locomotive 21.
- the locomotive 21 starts while adjusting the speed to be equal to or less than the allowable speed, and it is determined that all the couplers 10A to 10D of the vehicles 24A to 24C towed by the locomotive 21 are engaged as shown in FIG.
- the locomotive 22 is started by transmitting a start permission command to the locomotive control device 28 mounted on the locomotive 22.
- the meshing determination method of the coupler 10 of the third embodiment is performed by the meshing determination unit 16 as in the second embodiment.
- the locomotive 22 also starts while maintaining a speed equal to or lower than the allowable speed. Simultaneously with the start of the vehicle, the torque of the locomotive 21 is kept constant, and an extra load is avoided on the couplers 10A to 10D on the locomotive 21 side.
- the locomotive 23 is started by transmitting start permission instruction
- the locomotive 23 starts to start, the locomotive 22 and the locomotive 21 travel while keeping the torque constant.
- the locomotive control device 29 ends the automatic start control and performs control based on the notch operation of the driver as usual.
- the locomotive control devices 27 to 29 are configured to be communicable, and start control is started from the locomotive 21 located at the head side at a speed lower than the allowable speed.
- the start permission command is transmitted to the locomotive control device 28 located on the rear side, and the start permission command is received. Started the start control of the locomotive 22. Accordingly, even when a plurality of locomotives are arranged during vehicle formation, the locomotive control devices 27 to 29 mounted on the respective locomotives can cooperate to reduce the impact load applied to the coupler 10. .
- FIGS. 10 and 11 show the fourth embodiment, and the differences from the third embodiment will be described.
- the vehicle organization of the fourth embodiment is the same as that of the third embodiment, but the locomotive control devices 31 to 33 mounted on the locomotives 21 to 23 do not have a communication function unlike the third embodiment. Instead, the locomotive control devices 32 and 33 mounted on the locomotives 22 and 23 detect and calculate the load on the coupler 10 that connects the locomotives 22 and 23 and the respective immediately preceding vehicles 24C and 25B.
- the immediately preceding coupler load detectors 34 and 35 are provided.
- the immediately preceding coupler load detection units 34 and 35 are load sensors such as strain gauges. That is, when the immediately preceding coupler load detection unit 34 detects that a load is applied to the coupler 10C, it can be determined that the couplers 10A to 10D in front of the locomotive 22 are all engaged. However, in the locomotive 21 in which the driver is on board, when it is necessary to grasp the control state by the locomotives 22 and 23, a communication function may be provided as in the third embodiment.
- FIG. 11 is a view corresponding to FIG.
- the locomotive control device 31 starts the first locomotive 21 when the driver performs a start operation.
- the speed is kept below the allowable speed. While starting. And about the other locomotives 22 and 23, it is just before coupler load detection part 34 that each locomotive control device 32 and 33 involved the load in front coupler 10F (2), 10F (3). , 35, the locomotives 22 and 23 start to start.
- the case where a forward load is applied is, for example, when the vehicle is pulled by a front vehicle or pushed by a rear vehicle.
- the start control is similarly started.
- each locomotive control device 31 to 33 is set with a maximum torque value output by the traveling motor at the time of starting, and each locomotive control device 31 to 33 outputs an output torque. When increased to the maximum torque value, it remains constant thereafter.
- the maximum torque value is obtained by determining the load Ta when all the vehicles are connected, and distributing the load Ta among the locomotives 21-23. This may be distributed evenly, or the number of vehicles in charge for each locomotive may be set and distributed according to the ratio as in the third embodiment.
- the automatic start control is terminated.
- the locomotive control device 31 of the locomotive 21 located at the foremost side is set at a speed lower than the allowable speed.
- the start control is started and the locomotive control devices 32 and 33 mounted on the following locomotives 22 and 23 detect that the load is applied by their own immediately preceding coupler load detection units 34 and 35, respectively.
- the start control is started below the permissible speed. Therefore, as in the third embodiment, the train can be started so as to reduce the impact load without performing communication between the locomotive control devices 31 to 33.
- the locomotive control devices 31 to 33 maintain the output torque at the maximum torque value when the output torque of the travel motor reaches a predetermined maximum torque value after the locomotives 21 to 23 start to start.
- the maximum torque value in each of the locomotive control devices 31 to 33 is obtained by dividing the maximum load Ta when all of the couplers 10 are engaged with each other by the number of trains to which the locomotives 21 to 23 are towed. Since the value is set to a value, the output torque borne by each can be appropriately dispersed and run.
- the number of vehicles may be changed as appropriate.
- the number of locomotives in the third and fourth embodiments may be four or more.
- the initial displacement L0 and the impact load application time Ts may be appropriately changed according to individual designs.
- the allowable speed Vt is not limited to that determined by L0 / Ts.
- the output torque sharing control in the fourth embodiment may be performed as necessary. Further, the third embodiment may be similarly applied.
- the present invention can be applied to locomotive control.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
前記連結器が噛み合っているか否かを判定する噛み合い判定部と、
始動から、前記連結器の全てが噛み合うまでの間は、前記許容速度内で走行させるように制御する制御部とを備え、発進時の走行制御を自動で行うことを特徴とする。
前記複数の機関車制御装置は、少なくとも自身の後方に位置する機関車制御装置への情報送信が可能に構成され、前記複数の機関車の内、先頭側に位置するものから前記許容速度以下で発進制御を開始させ、発進させた機関車によって牽引される車両間の連結器が全て噛み合ったと判定すると、後方側に位置する機関車制御装置に発進許可指令を送信し、前記発進許可指令を受信した機関車制御装置は、機関車の発進制御を開始させることを特徴とする。
前記複数の機関車制御装置のうち最も先頭側に位置するもの以外は、自身が搭載されている機関車と、その直前の車両とを連結する連結器に係る負荷を検知する直前連結器負荷検知部を備え、
前記複数の機関車の内、最も先頭側に位置するものの機関車制御装置から前記許容速度以下で発進制御を開始させ、
後続する機関車に搭載される機関車制御装置は、それぞれ自身の直前連結器負荷検知部より負荷が印加されたことが検知されると、前記許容速度以下で発進制御を開始させることを特徴とする。
始動から、各車両間を連結する連結器の全てが噛み合うまでの間は、前記連結器が噛み合う瞬間の衝撃を緩和するために制限された機関車の許容速度内で走行させるように自動制御することを特徴とする。
前記複数の機関車の内、先頭側に位置するものから、連結器が噛み合う瞬間の衝撃を緩和するために制限された許容速度以下で発進制御を開始させ、発進させた機関車によって牽引される車両間の連結器が全て噛み合ったと判定すると、後方側に位置する機関車に発進許可指令を送信し、
前記発進許可指令を受信した機関車は、自身の発進制御を開始させることを特徴とする。
前記複数の機関車の内、最も先頭側に位置するものから、連結器が噛み合う瞬間の衝撃を緩和するために制限された許容速度以下で発進制御を開始させ、
後続する機関車は、自身と、その直前の車両とを連結する連結器に係る負荷を検知すると、前記許容速度以下で発進制御を開始させることを特徴とする。
以下、第1実施例について図1乃至図5を参照して説明する。図1は、機関車1に配置される機関車制御装置2の構成を示す機能ブロック図である。機関車制御装置2はマイクロコンピュータなどで構成され、各機能ブロックは、ソフトウエアによって実現される機能を示している。機関車制御装置2には、運転台の主幹制御装置3から力行ノッチ指令やブレーキ指令などが与えられると共に、速度検知部4から機関車1の速度情報が与えられている。
走行距離Lrは、速度検知部4より出力される速度の値を位置算出部5において積算することで算出するが、その他例えば地上子やGPS(Global Positioning System)により位置情報を得ることで求めても良い。
図6及び図7は第2実施例を示すものであり、第1実施例と同一部分には同一符号を付して説明を省略し、以下異なる部分について説明する。機関車11に搭載されている機関車制御装置12は、第1実施例の構成に加えて、線路情報記憶部13、編成情報記憶部14、最大負荷算出部15を備えている。また、噛み合い判定部6、制御指令出力部8に替えて、噛み合い判定部16、制御指令出力部17が配置されている。そして、機関車制御装置12には、加速度算出部18が算出した機関車11が走行する際の加速度情報と、連結器負荷検知部19が検知した連結器10Aに発生する負荷情報とが与えられている。尚、加速度算出部18は、機関車制御装置12の加速度を検知する加速度センサでも良い。
Ta: 全連結器10が噛み合った状態で連結器10Aにかかる負荷[N]
N: 全車両数
W: 車両9の平均質量[kg]
g: 重力加速度[m/s2]
μ: 車輪の転がり摩擦係数
α: 機関車11の加速度[m/s2]
θ: 2両目から終端車両までの平均勾配角度[rad]
なお、θ≒0 なので、cosθ=1、sinθ=tanθとみなす。また、車両質量についてはトン[t]単位で表したり、tanθについてはパーミル[‰]単位で表す場合もある。
T>Ta …(3)
となった場合に、全連結器10が噛み合ったと判定する。先頭の機関車11の連結器10Aにかかる負荷Tは、連結器10に設置した連結器負荷検知部19(例えば歪みゲージなどの負荷センサ、圧力センサなどで構成される)により測定するが、トルク値と動輪半径、並びに機関車11の走行抵抗から算出しても良い。
図8及び図9は第3実施例を示すものであり、第2実施例と異なる部分について説明する。第3実施例は、図8(a)に示すように、列車編成において、機関車が先頭だけでなく途中にも配置されている場合に行う発進制御を示す。例えば先頭の機関車21は車両24A~24Cの3両を牽引し、車両24Cに後続する機関車22は車両25A及び25Bの2両を牽引し、車両25Bに後続する機関車23は車両26A~26Cの3両を牽引する。
図10及び図11は第4実施例を示すものであり、第3実施例と異なる部分について説明する。第4実施例の車両編成は第3実施例と同様であるが、各機関車21~23に搭載される機関車制御装置31~33は、第3実施例と異なり通信機能は備えていない。それに替えて、機関車22、23に搭載される機関車制御装置32、33には、機関車22、23とそれぞれの直前車両24C、25Bとを連結する連結器10に係る負荷を検知・算出する直前連結器負荷検知部34、35を備えている。
本願は、2009年4月28日に出願された日本特許出願:特願2009-109157の優先権の利益にもとづき、クレームされている。これらの日本特許出願の内容全体は、参照によって本開示に組み込まれる。
この発明の精神と範囲に反することなしに広範に異なる実施形態を構成することができることは明白なので、この発明は添付クレームにおいて限定した以外は特定の実施形態に制約されるものではない。
Claims (14)
- 連結器が噛み合う瞬間の衝撃を緩和するために制限された機関車の許容速度が記憶される許容速度記憶部と、
前記連結器が噛み合っているか否かを判定する噛み合い判定部と、
始動から、前記連結器の全てが噛み合うまでの間は、前記許容速度内で走行させるように制御する制御部とを備え、発進時の走行制御を自動で行うことを特徴とする機関車制御装置。 - 前記許容速度は、前記連結器の初期変位L0を、前記連結器に衝撃負荷が印加される時間Tsで除した商で設定されることを特徴とする請求項1記載の機関車制御装置。
- 前記噛み合い判定部は、前記連結器における最大変位量と、前記機関車を含み当該機関車が牽引する車両数と、前記機関車の走行距離とに基づいて、前記連結器の全てが噛み合ったか否かを判定することを特徴とする請求項1又は2記載の機関車制御装置。
- 少なくとも、前記機関車が牽引する車両数、転がり摩擦係数、車両重量を含む編成情報が記憶される編成情報記憶部と、
前記機関車の加速度を算出する加速度算出部と、
前記連結器の全てが噛み合った場合の最大負荷を算出する最大負荷算出部と、
前記機関車に接続された連結器に係る負荷を検知する連結器負荷検知部と、
を備え、
前記最大負荷算出部は、前記編成情報記憶部に記憶されている情報と、前記加速度算出部によって算出される加速度とに基づいて前記最大負荷を算出し、
前記噛み合い判定部は、前記最大負荷と、前記連結器負荷検知部より検知される負荷とを比較することで、前記連結器の全てが噛み合ったか否かを判定することを特徴とする請求項1記載の機関車制御装置。 - 複数車両の編成中に機関車が複数個所に散在しており、前記複数の機関車に請求項1または4に記載の機関車制御装置が搭載され、各機関車の発進を制御する機関車制御システムにおいて、
前記複数の機関車制御装置は、少なくとも自身の後方に位置する機関車制御装置への情報送信が可能に構成され、前記複数の機関車の内、先頭側に位置するものから前記許容速度以下で発進制御を開始させ、発進させた機関車によって牽引される車両間の連結器が全て噛み合ったと判定すると、後方側に位置する機関車制御装置に発進許可指令を送信し、前記発進許可指令を受信した機関車制御装置は、機関車の発進制御を開始させることを特徴とする機関車制御システム。 - 複数車両の編成中に機関車が複数個所に散在しており、前記複数の機関車に請求項1記載の機関車制御装置が搭載され、各機関車の発進を制御する機関車制御システムにおいて、
前記複数の機関車制御装置のうち最も先頭側に位置するもの以外は、自身が搭載されている機関車と、その直前の車両とを連結する連結器に係る負荷を検知する直前連結器負荷検知部を備え、
前記複数の機関車の内、最も先頭側に位置するものの機関車制御装置から前記許容速度以下で発進制御を開始させ、
後続する機関車に搭載される機関車制御装置は、それぞれ自身の直前連結器負荷検知部より負荷が印加されたことが検知されると、前記許容速度以下で発進制御を開始させることを特徴とする機関車制御システム。 - 前記機関車制御装置は、それぞれの機関車が発進を開始した後、走行用モータの出力トルクが予め定めた最大値に達すると、出力トルクを前記最大値に維持するように制御し、
前記各機関車制御装置における前記最大値は、前記連結器の全てが噛み合った場合の最大負荷を、各機関車が牽引する車両数で除した値に設定されることを特徴とする請求項6記載の機関車制御システム。 - 複数の車両を牽引する機関車の発進を制御する方法において、
始動から、各車両間を連結する連結器の全てが噛み合うまでの間は、前記連結器が噛み合う瞬間の衝撃を緩和するために制限された機関車の許容速度内で走行させるように自動制御することを特徴とする機関車の発進制御方法。 - 前記許容速度を、前記連結器の初期変位L0を、前記連結器に衝撃負荷が印加される時間Tsで除した商で設定することを特徴とする請求項8記載の機関車の発進制御方法。
- 前記連結器における最大変位量と、前記機関車を含み当該機関車が牽引する車両数と、前記機関車の走行距離とに基づいて、前記連結器の全てが噛み合ったか否かを判定することを特徴とする請求項8又は9記載の機関車の発進制御方法。
- 少なくとも、前記機関車が牽引する車両数、転がり摩擦係数、車両重量を含む編成情報を予め記憶し、
前記記憶されている情報と、機関車の加速度とに基づいて最大負荷を算出すると、
前記最大負荷と、前記連結器に印加される負荷とを比較することで、前記連結器の全てが噛み合ったか否かを判定することを特徴とする請求項8記載の機関車の発進制御方法。 - 複数車両の編成中に機関車が複数個所に散在している場合、前記複数の機関車の発進を制御する方法において、
前記複数の機関車の内、先頭側に位置するものから、連結器が噛み合う瞬間の衝撃を緩和するために制限された許容速度以下で発進制御を開始させ、発進させた機関車によって牽引される車両間の連結器が全て噛み合ったと判定すると、後方側に位置する機関車に発進許可指令を送信し、
前記発進許可指令を受信した機関車は、自身の発進制御を開始させることを特徴とする機関車の発進制御方法。 - 複数車両の編成中に機関車が複数個所に散在している場合、前記複数の機関車の発進を制御する方法において、
前記複数の機関車の内、最も先頭側に位置するものから、連結器が噛み合う瞬間の衝撃を緩和するために制限された許容速度以下で発進制御を開始させ、
後続する機関車は、自身と、その直前の車両とを連結する連結器に係る負荷を検知すると、前記許容速度以下で発進制御を開始させることを特徴とする機関車の発進制御方法。 - 各機関車は、発進を開始した後、走行用モータの出力トルクが予め定めた最大値に達すると、出力トルクを前記最大値に維持するように制御し、
前記最大値は、前記連結器の全てが噛み合った場合の最大負荷を、各機関車が牽引する車両数で除した値に設定されることを特徴とする請求項13記載の機関車の発進制御方法。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2010243093A AU2010243093A1 (en) | 2009-04-28 | 2010-04-22 | Locomotive control device, locomotive control system, and method for controlling start of locomotive |
CN2010800188059A CN102414045A (zh) | 2009-04-28 | 2010-04-22 | 机车控制设备、机车控制系统以及机车的起动控制方法 |
BRPI1015388A BRPI1015388A2 (pt) | 2009-04-28 | 2010-04-22 | dispositivo de controle de locomotiva, sistema de controle de locomotiva e método de controle de partida da locomotiva |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2009109157A JP2010259282A (ja) | 2009-04-28 | 2009-04-28 | 機関車制御装置,機関車制御システム及び機関車の発進制御方法 |
JP2009-109157 | 2009-04-28 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2010125773A1 true WO2010125773A1 (ja) | 2010-11-04 |
Family
ID=43031932
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/002913 WO2010125773A1 (ja) | 2009-04-28 | 2010-04-22 | 機関車制御装置、機関車制御システム及び機関車の発進制御方法 |
Country Status (5)
Country | Link |
---|---|
JP (1) | JP2010259282A (ja) |
CN (1) | CN102414045A (ja) |
AU (1) | AU2010243093A1 (ja) |
BR (1) | BRPI1015388A2 (ja) |
WO (1) | WO2010125773A1 (ja) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2017009899A1 (ja) * | 2015-07-10 | 2017-01-19 | 日産自動車株式会社 | 制動装置の制御方法及び制動制御装置 |
US10053838B2 (en) | 2016-03-04 | 2018-08-21 | Deere & Company | Coupler load measurement for work vehicle |
CN112265447A (zh) * | 2020-10-23 | 2021-01-26 | 中车株洲电力机车有限公司 | 一种磁浮列车的启动控制方法、系统、设备及存储介质 |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2019071717A (ja) * | 2017-10-06 | 2019-05-09 | 東洋電機製造株式会社 | インバータ制御装置及びプログラム |
CN109017636A (zh) * | 2018-08-24 | 2018-12-18 | 郑州飞机装备有限责任公司 | 电动轨道货运车控制系统及协调控制方法 |
JP7181767B2 (ja) * | 2018-11-09 | 2022-12-01 | 株式会社日立製作所 | 列車データ記録装置および列車データ記録方法 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08251722A (ja) * | 1995-03-14 | 1996-09-27 | Toshiba Transport Eng Kk | 電気車制御装置 |
JP2007049867A (ja) * | 2005-08-12 | 2007-02-22 | Ishikawajima Harima Heavy Ind Co Ltd | 車両制御システム |
WO2008070242A2 (en) * | 2006-12-01 | 2008-06-12 | General Electric Company | Method and apparatus for limiting in-train forces of a railroad train |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5810925B2 (ja) * | 1978-05-15 | 1983-02-28 | 安立電気株式会社 | 動力車の連結速度制御装置 |
US6434452B1 (en) * | 2000-10-31 | 2002-08-13 | General Electric Company | Track database integrity monitor for enhanced railroad safety distributed power |
US7177732B2 (en) * | 2002-03-19 | 2007-02-13 | General Electric Company | Automatic coupling of locomotive to railcars |
-
2009
- 2009-04-28 JP JP2009109157A patent/JP2010259282A/ja active Pending
-
2010
- 2010-04-22 AU AU2010243093A patent/AU2010243093A1/en not_active Abandoned
- 2010-04-22 BR BRPI1015388A patent/BRPI1015388A2/pt not_active IP Right Cessation
- 2010-04-22 WO PCT/JP2010/002913 patent/WO2010125773A1/ja active Application Filing
- 2010-04-22 CN CN2010800188059A patent/CN102414045A/zh active Pending
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08251722A (ja) * | 1995-03-14 | 1996-09-27 | Toshiba Transport Eng Kk | 電気車制御装置 |
JP2007049867A (ja) * | 2005-08-12 | 2007-02-22 | Ishikawajima Harima Heavy Ind Co Ltd | 車両制御システム |
WO2008070242A2 (en) * | 2006-12-01 | 2008-06-12 | General Electric Company | Method and apparatus for limiting in-train forces of a railroad train |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2017009899A1 (ja) * | 2015-07-10 | 2017-01-19 | 日産自動車株式会社 | 制動装置の制御方法及び制動制御装置 |
CN107848503A (zh) * | 2015-07-10 | 2018-03-27 | 日产自动车株式会社 | 制动装置的控制方法以及制动控制装置 |
RU2669495C1 (ru) * | 2015-07-10 | 2018-10-11 | Ниссан Мотор Ко., Лтд. | Способ управления тормозным устройством и устройство управления торможением |
CN107848503B (zh) * | 2015-07-10 | 2019-04-19 | 日产自动车株式会社 | 制动装置的控制方法以及制动控制装置 |
US10442412B2 (en) | 2015-07-10 | 2019-10-15 | Nissan Motor Co., Ltd. | Method for controlling braking device and braking control device |
US10053838B2 (en) | 2016-03-04 | 2018-08-21 | Deere & Company | Coupler load measurement for work vehicle |
CN112265447A (zh) * | 2020-10-23 | 2021-01-26 | 中车株洲电力机车有限公司 | 一种磁浮列车的启动控制方法、系统、设备及存储介质 |
Also Published As
Publication number | Publication date |
---|---|
BRPI1015388A2 (pt) | 2016-04-19 |
CN102414045A (zh) | 2012-04-11 |
JP2010259282A (ja) | 2010-11-11 |
AU2010243093A1 (en) | 2011-12-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2010125773A1 (ja) | 機関車制御装置、機関車制御システム及び機関車の発進制御方法 | |
US8768544B2 (en) | System and method for controlling a vehicle consist | |
US9026268B2 (en) | System and method for communication and control in a vehicle system | |
AU2016253603B2 (en) | Vehicle communication system | |
CN101348116A (zh) | 高速列车中途不停站系统 | |
JP5142655B2 (ja) | 電気機関車及びその制御方法 | |
KR20140012671A (ko) | 레일 차량의 작동 방법 | |
JP2000006807A (ja) | 鉄道車両及びその走行時の異常検知方法 | |
CN110203211A (zh) | 一种辅助地铁列车站台精确停车的系统 | |
ZA200808443B (en) | Electronic locomotive and method of controlling the same | |
EP2915711B1 (en) | Handbrake setting system and method | |
KR101478129B1 (ko) | 구배정보를 이용한 철도 차량의 토크 지령값 계산 시스템 및 그 방법 | |
US9376128B2 (en) | System and method for remotely controlling a vehicle consist | |
JP7079641B2 (ja) | 状態監視装置 | |
JP4935469B2 (ja) | 鉄道車両の走行異常検知方法及び装置 | |
JP2012153328A (ja) | 車両間ダンパ装置 | |
JP7089921B2 (ja) | 車両試験システム | |
JP4271605B2 (ja) | 鉄道車両制御方法 | |
JP4673079B2 (ja) | 過荷重検知装置を備えた鉄道車両 | |
JP2019031145A (ja) | 鉄道車両制振システム及び鉄道車両制振方法 | |
JP7079642B2 (ja) | 鉄道車両 | |
JP2008011659A (ja) | 動力制御装置及び列車制御システム | |
JP2015048038A (ja) | 列車制御システム | |
JP2013216284A (ja) | 制振制御装置及び制振制御方法 | |
WO2021171382A1 (ja) | 列車の車上システム |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080018805.9 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10769474 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 8339/DELNP/2011 Country of ref document: IN |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010243093 Country of ref document: AU |
|
ENP | Entry into the national phase |
Ref document number: 2010243093 Country of ref document: AU Date of ref document: 20100422 Kind code of ref document: A |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 10769474 Country of ref document: EP Kind code of ref document: A1 |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: PI1015388 Country of ref document: BR |
|
ENP | Entry into the national phase |
Ref document number: PI1015388 Country of ref document: BR Kind code of ref document: A2 Effective date: 20111028 |