JP4670754B2 - Power control device and train control system - Google Patents

Description

  The present invention relates to a power control device and a train control system for controlling operation of a train.

  Railway trains are often composed of multiple vehicles for mass transport purposes. For example, commuter trains in urban areas are usually operated with 8-10 trains, and Shinkansen trains are operated with 10-16 trains. In recent years, there are many examples of long trains composed of multiple relatively short trains in order to respond appropriately to changes in the number of passengers depending on location and transport of passengers to various destinations. . Conversely, there is an example in which a long train is divided into short trains. As the train organization becomes longer and more complicated, the influence of longitudinal vibration of the vehicle due to the interaction between the vehicles becomes increasingly problematic.

  The longitudinal motion of the train can be regarded as a vibration system in which each vehicle is connected by a spring element and a damping element, and has the same number of natural vibrations as the number of vehicles. If the train is N-car train, the motion is a superposition of N natural vibrations. Normally, the natural vibration of a train is distributed in a frequency band of about 0.5 to 3 Hz, and the lower the mode, the lower the frequency and the slower the attenuation. On the other hand, it is known that humans can easily feel vibrations of about 0.5 to 2 Hz. Therefore, the low-order mode component of vibration is a problem in terms of riding comfort.

  Non-Patent Document 1 discloses a well-known quantitative evaluation standard for ride quality, and shows how much the vehicle shake at a certain frequency affects the ride quality.

  In a train, it is normal for a driving car and an accompanying car to coexist, so the force cannot be uniform, and a primary or higher vibration mode occurs. Even when two trains having different acceleration / deceleration characteristics are combined, the difference in characteristics becomes the excitation source. Several countermeasures for preventing vibration or suppressing the generated vibration as much as possible have been considered.

  Patent Document 1 discloses a method in which the torque of each vehicle is adjusted as much as possible by one inverter controlling the motors of a plurality of vehicles in a train in which the inverter controls and drives the motor.

  In Patent Document 2, a coupler having dynamic characteristics is disclosed, and if a damping characteristic is changed as appropriate, it can be quickly converged even if vibration occurs. Some vehicles, such as the Shinkansen, have dampers for vibration control. It is disclosed.

JP 2001-211153 A Japanese Patent No. 3583940 The Japan Society of Mechanical Engineers, “Dynamics of railway vehicles”, pp. 70-75, 1994

  The method of suppressing the vibration between vehicles by combining the motive powers of a plurality of vehicles as much as possible by controlling a motor over which a single inverter of a plurality of vehicles in Patent Document 1 cannot be applied to an accompanying vehicle having no power unit. The phenomenon in which the coupled vibration is excited when the accompanying vehicle is pushed or pulled by the electric vehicle cannot be solved. In addition, because the number of motors that can be controlled by a single inverter is limited due to the limitations of inverter performance, trains with many motors still require multiple inverters, which vibrate due to the difference in force between vehicles controlled by different inverters. The phenomenon that is excited is not resolved. Further, in a current train, a configuration in which a motor of one vehicle is controlled by a single inverter is normal, and it is costly to change so that a single inverter drives a motor of a plurality of vehicles.

  Further, as in Patent Document 2, it is costly to make the coupler complicated in order to improve the damping characteristic or to add a damper.

  An object of the present invention is to suppress the longitudinal vibration of a train at a low cost with a simple system and to improve riding comfort.

In order to achieve the above object, a control vehicle having a plurality of vehicles connected by a coupler, wherein at least one of the plurality of vehicles has a power unit and a sensor for detecting movement in a traveling direction, In a train control system having a power control device that controls the output of the device, the power control device includes at least a natural frequency of coupled vibrations determined by characteristics of the coupler and weights of a plurality of vehicles connected by the coupler. A vibration extraction unit that extracts vibration components in a predetermined frequency band so as to include one from detection information detected by the sensor, and according to the vibration component extracted from the vibration extraction unit, The adjustment output is calculated, and the output of the power plant is controlled based on the adjustment output.

Further, a power control device that controls the output of a power device that moves a plurality of vehicles connected by a coupler, has a sensor that detects movement in the traveling direction of the vehicle, and is connected to the characteristics of the coupler by the coupler. A vibration extraction unit that extracts a predetermined frequency band so as to include at least one of the natural frequencies of the coupled vibration determined by the weight of the plurality of vehicles from detection information detected by the sensor. The adjustment output of the power unit is calculated according to the vibration component extracted from the vibration extraction unit, and the output of the power unit is controlled based on the adjustment output.

  With a simple system, the train's longitudinal vibration can be suppressed and the ride quality can be improved.

  As described above, the longitudinal motion of the train can be regarded as a vibration system in which each vehicle is connected by spring elements and damping elements, and has the same number of natural vibrations as the number of vehicles. The natural vibration will be explained with an example of a three-car train in FIG. In the case of a three-car train, there are three natural vibrations, 0 to secondary mode. The zero-order mode is a translational motion in which all the vehicles 1, 2, and 3 move forward in the same phase. The primary mode is a vibration component that repeats the state (1A) and the state (1B) with the vehicle 2 at the center being a node and the vehicles 1 and 3 at both ends being antinodes. This is a vibration component that repeats the state (2A) and the state (2B). The main motion in the direction of travel of the train is the superposition of these three independent natural vibrations. If the train is N-car train, the motion is a superposition of N natural vibrations.

  Thus, in order to obtain a better riding comfort even when the train has a plurality of both trains, it is ideal that the component corresponding to the first-order or higher mode of the coupled vibration is 0. If the characteristics of all the vehicles are the same and the driving forces of all the vehicles are equal, no force is applied to the coupler, and the first and higher vibration modes do not occur. However, since it is normal for a train to have both a driving vehicle and an accompanying vehicle, the force cannot be uniform and a primary or higher vibration mode occurs. The present invention provides a power control device capable of suppressing the longitudinal vibration of a train at a low cost with a simple system and improving the ride comfort, and a train control system including the power control device.

  Each embodiment will be described below with reference to the drawings.

  FIG. 2 is a diagram showing the configuration of the train control system of this embodiment.

A train consists of a plurality of vehicles connected by a coupler, and in this embodiment, consists of six vehicles c1 to c6. Vehicles c2, c4, and c5 are electric vehicles having induction motors m2, m4, and m5 as power units, respectively. The vehicle c2 has an inverter i2 which is a power control device for controlling the output of the power unit, and the vehicle c4 has inverters i4 and i5, and each of them gives a current corresponding to torque via the power transmission lines e2, e4 and e5. The induction motors m2, m4, and m5 are controlled. Here, according to a configuration often used in the current train, one inverter controls all the induction motors corresponding to all the drive shafts of one electric vehicle in parallel. For convenience, the induction motors m2, m4,
m5 indicates a plurality of induction motors controlled by inverters i2, i4, i5, respectively.

  The following control is not limited to a configuration in which one inverter controls all the induction motors of one electric vehicle, but includes a device that generates a driving force such as an induction motor and a device that controls a driving force such as an inverter. Any configuration that can control the driving force at least in units of vehicles is possible. For example, even if a plurality of axles in one electric vehicle includes a drive device and its control device for each shaft and each shaft can be controlled independently, the drive force of one vehicle is the sum of the drive force of each shaft. Therefore, the driving force can be controlled on a vehicle basis, and the following control can be performed.

  Vehicles c1, c3, and c6 are accompanying vehicles that do not have a motor. Here, six-car trains consisting of three electric vehicles and three associated vehicles are handled. However, in this embodiment, if there is at least one electric vehicle (control vehicle) among a plurality of vehicles, the number of trains and the number of electric vehicles are associated. This can be done regardless of the number of cars.

The basic mechanism by which the train travels is that the driver operates the driving device dr in the vehicle c1 or the driving device dr2 in the vehicle c6 to determine a driving command (the driving command is not related to the driver's operation such as in an emergency). The operation command is distributed to the inverters i2, i4, i5 via the command transmission line cmd, and the inverters i2, i4, i5 are motions corresponding to the operation commands in the command torque calculation units t2, t4, t5, respectively. In order to control the induction motors m2, m4, and m5 by calculating the command torque to the motor required to perform the operation and transmitting the corresponding motor current via the power transmission lines e2, e4, and e5. is there. The command torque is calculated by the command torque calculators t2, t4, and t5, for example, the total driving force required for the entire train taking into account all the vehicles to travel according to the operation command is obtained from the acceleration, the vehicle weight, etc. Although a method of equally sharing m2, m4, and m5 can be considered, the following control is performed for the induction motors m2, m4, and m4.
It is not related to the power distribution of m5, and it is only necessary to have the premise that the entire train can travel according to the operation command. In the present embodiment, the driving device dr is operated when the vehicle c1 is forward in the traveling direction, and the driving device dr2 is operated when the vehicle c6 is forward in the traveling direction, and only the operated driving device is connected to the command transmission line cmd. The operation command can be issued. If the inverters i2, i4, i5 can uniquely refer to the operation command, the configuration of the operation device is not limited to this.

  In the following, it is assumed that the driving device dr is operated with the vehicle c1 as the forward direction, but the same can be applied when the driving device dr2 is operated with the vehicle c6 as the front.

  In addition to basic devices such as driving devices dr and dr2, induction motors m2, m4, and m5 that are power devices, and inverters i2, i4, and i5 that are power control devices that control the output of the power devices, they are electric vehicles. The vehicle c5 (control vehicle) has a sensor for detecting the movement in the traveling direction, and in this embodiment, has an acceleration sensor a5 for detecting the acceleration of the own vehicle. The inverter i5 has a primary mode extraction unit ft which is a predetermined vibration extraction unit that extracts frequency components around the natural frequency of the primary mode of the coupled vibration from the input. The acceleration information of the vehicle c5 acquired by the acceleration sensor a5 is transmitted to the inverter i5 via the acceleration transmission line b5. The inverter i5 extracts the vibration component from the acceleration information acquired by the acceleration sensor a5 by the primary mode extraction unit ft, and uses this to adjust the motion of the vehicle c5 separately from the command torque determined by the command torque calculation unit t5 according to the driving command. An adjustment torque is calculated, and the induction motor m5 is controlled with an adjusted torque obtained by combining the command torque and the adjustment torque. In the present embodiment, acceleration information is used as movement information in the traveling direction detected by the sensor, but speed information and position information of the own vehicle may be used.

  FIG. 3 is a diagram illustrating a configuration of a torque calculation unit in the inverter i5.

  In the inverter i5, as described above, the command torque calculation unit t5 receives the operation command from the driving device dr via the command transmission line cmd, and calculates the command torque that matches the operation command. There is a mechanism for driving the induction motor m5 with an adjusted torque obtained by adding an adjustment torque which is an output of op.

  That is, the inverter i5 has a command torque calculator t5 that calculates a command torque based on the received operation command, and the command torque output from the command torque calculator t5 and the primary mode control calculator op. The output of the induction motor is controlled based on the adjustment torque calculated from the vibration component extracted from the primary mode extraction unit which is the vibration extraction unit.

  Specifically, in the present embodiment, the primary mode control calculation unit op extracts a vibration component corresponding to the primary mode of the coupled vibration from the acceleration of the vehicle c5, and generates an adjustment torque having a phase opposite to that of the vibration component. When this adjustment torque is applied to the induction motor m5, the motion of the vehicle is adjusted in the direction opposite to the acceleration vibration corresponding to the primary mode of the coupled vibration, and the vibration of the primary mode is cancelled. The configuration of the primary mode control calculation unit op only needs to be suitable for this role. In this embodiment, a primary mode extraction unit ft, a primary mode proportional gain kp for multiplying its output by Kp and converting it to a motor torque equivalent, and a -1 multiplication element for inverting the phase, a primary mode control calculation. Part op.

  That is, the inverter has a vibration extraction unit (primary mode extraction unit) that extracts a vibration component in a predetermined frequency band from acceleration information that is detection information detected by an acceleration sensor that is a sensor. The adjustment output (adjustment torque) of the induction motor, which is a power unit, is calculated according to the vibration component extracted from the unit, and the output of the induction motor is controlled based on the adjustment output.

  Specifically, if the vibration component extracted by the primary mode extraction unit ft which is a vibration extraction unit is matched with the vibration component to be suppressed among a plurality of natural vibration components of the coupled vibration, the vibration component can be suppressed. is there.

  Here, the reason why the first-order mode component is set to be suppressed in the present embodiment and the characteristics of the first-order mode component will be described.

Prior to the description, the train specifications assumed in the present embodiment are listed. The weights of the vehicles c1 to c6 are all 30 tons. It is assumed that the characteristics of the coupling between each vehicle is equal to a parallel combination of a spring with a spring constant of about 3000 kilonewtons per meter and a damper with a damping rate of 5%. At this time, the equation of motion of each vehicle can be described using the vehicle weight, spring constant, and damping rate, and the natural frequency of each vibration mode of the coupled vibration can be found from the solution of the equation of motion. In this embodiment, the natural frequencies of the primary and secondary mode components are 0.8 Hz and 1.5 Hz, respectively. The natural frequency of the 3rd, 4th and 5th modes is 2.1.
Hz, 2.6 Hz, and 2.9 Hz. The natural frequency varies depending on the number of vehicles, the characteristics of the coupler, and the vehicle weight (including changes due to the boarding rate), but is distributed in the range of about 0.5 to 3.0 Hz in the current train. The following is the same even when the train specifications are different and the natural frequencies are different, and can be appropriately handled by changing the passband of the primary mode extraction unit ft. That is, the predetermined frequency band is determined so as to include at least one of the natural frequencies of the coupled vibrations determined by at least the characteristics of the coupler and the weights of the plurality of vehicles connected by the coupler.

  FIG. 4 is an excerpt of a well-known quantitative evaluation criterion for riding comfort from page 72 of Non-Patent Document 1.

  The larger the value on the vertical axis, the worse the ride comfort. According to this, the lower order mode component having a lower frequency has a greater influence on the ride comfort. In this embodiment, the primary mode component (0.8 Hz) and the secondary mode component (1.5 Hz) deteriorate the riding comfort to the same extent. This trend holds for all trains.

  FIG. 5 shows the damping coefficient in each mode of the coupled vibration of the train of this embodiment.

  Damping is slower for vibration modes with a smaller damping coefficient. According to this, the attenuation of the first-order mode component is the slowest, and the attenuation is faster as the higher-order mode component. The tendency that the higher order mode is more damped is related to the general coupled vibration and does not depend on the train configuration.

  From the above, it can be seen that the primary mode component of vibration has the slowest attenuation and the natural frequency is low frequency, so that the ride comfort is easily affected and the ride comfort is most deteriorated. In other words, if the primary mode component of vibration can be suppressed, the effect of improving riding comfort is the greatest. Aiming at this effect, in this embodiment, the primary mode component is suppressed among the plural vibration modes. However, if the primary mode extracting unit ft is appropriately changed according to the vibration mode to be suppressed in the following control, not only the primary mode but also other vibration components can be suppressed.

  FIG. 6 shows changes in the primary mode component of vibration. The arrows in the figure indicate the direction of motion and the length indicates the magnitude of the amplitude. If the starting point is the state 1a where the amplitude of the vehicle c1 is the largest, the state changes in a cycle from state 1a → state 1b → state 1c → state 1d → state 1e → state 1d → state 1c → state 1b → state 1a. Both ends are antinodes, and the center is nodes. The closer to the belly, the larger the amplitude, and the closer to the node, the smaller the amplitude. That is, as the vehicle is closer to the end, the vibration corresponding to the primary mode of the coupled vibration is larger and the ride comfort is likely to be impaired. In the present embodiment, the vibration corresponding to the primary mode of the coupled vibration is maximum for the vehicles c1 and c6 and minimum for the vehicles c3 and c4. When the vehicle c5 moves so as to suppress the primary mode component of the coupled vibration, the motion propagates to other vehicles via the coupler, and the vibration corresponding to the primary mode is suppressed in the other vehicles.

The control effect is specifically shown by a numerical example. The transfer function F (s) of the primary mode extraction unit ft is expressed as F (s) = (T1 × s) / (T1 × s + 1) × 1 / (T2 × s + 1) (1)
(S is a Laplace operator). T1 and T2 are positive constants, and T1 = 1 / (2 × π × 0.6) and T2 = 1 / (2 × π × 1.0).

  FIG. 7 shows the input / output characteristics of the primary mode extraction unit ft at this time. The primary mode extraction unit ft has a characteristic that it allows the frequency component of 0.8 Hz corresponding to the natural frequency of the primary mode of the coupled vibration to pass through best, and decreases the frequency component far from 0.8 Hz. The train moves by superimposing the desired motion (translational component) along the driving plan and the vibration component of the primary mode or higher, which is a relative motion between vehicles, but suppresses the vibration without disturbing the driving plan. In order to improve riding comfort, it is desirable to accurately extract vibration components of the first and higher modes and suppress them without interfering with translational components. If the difference in acceleration (relative acceleration) between the two vehicles is taken, the translational component can be canceled and only the vibration component can be extracted. For this purpose, two or more acceleration sensors and a transmission line for sharing their outputs are installed. Need to be costly. On the other hand, if a filter like the expression (1) having the characteristics shown in FIG. 7 is used, even if the input is the acceleration of a single vehicle, the acceleration / deceleration components along the driving plan are mainly distributed in a very low frequency band. (For example, if the acceleration is constant, the frequency is 0 (DC component)). Therefore, only the vibration component can be extracted, and the ride comfort can be improved by suppressing vibration easily and at low cost.

  Note that the primary mode extraction unit ft is not limited to this configuration, and may have any characteristic that sufficiently passes the band around the natural frequency of the primary mode. Particularly, the low-frequency component can be well removed for the reason described above. Anything is acceptable.

  The value of the primary mode proportional gain kp is Kp = 500. In the following, although the case where the control is invalidated is considered, this corresponds to the case where Kp = 0 in the configuration of the present embodiment.

The train of this embodiment is operated with the operation plan alp which is the target acceleration of FIG. Starting from acceleration 0 (time 0 seconds), the torque is increased so that the acceleration of the entire train is 0.83 meters per second at time 0.5 seconds. After that, the torque is constant until 6.0 seconds. After 0.0 second, the torque is reduced so as to be inversely proportional to the time. In the following, the magnitude of vibration is evaluated by the mean square value of the deviation from the movement according to the operation plan. Vibration evaluation based on the mean square value is generally used in association with ride comfort (Non-Patent Document 1, page 72). The time interval to be evaluated is 0 to 10 seconds. That is, if time is t (unit is second), vehicle acceleration is a (t) (unit is meter per second per second), and acceleration pattern along the driving plan is A (t) (unit is meter per second per second),
evl = √ [∫ (a (t) −A (t)) ^ 2dt × (1/10)] (2)
The larger the evaluation value evl (unit is meter per second per second), the greater the vibration, and the smaller the evaluation value evl, the smaller the vibration (x ^ 2 is the square of x, and ∫x (t) dt is the time interval 0-10. X time integral in seconds, √ [x] represents the square root of x).

  FIG. 9 shows the acceleration al55 of the vehicle c5 when the control is valid, the acceleration al50 of the vehicle c5 when the control is invalid, and the driving plan alp of the target acceleration pattern. Since the evaluation value evl (al50) = 0.040 for the acceleration al50 when the control is invalid and the evaluation value evl (al55) = 0.020 for the acceleration al55 when the control is valid, the vibration of the vehicle c5 is suppressed by the control. It has been.

  FIG. 10 shows the acceleration al15 of the vehicle c1 when the control is valid, the acceleration al10 of the vehicle c1 when the control is invalid, and the driving plan alp of the target acceleration pattern. Since the evaluation value evl (al10) = 0.056 with respect to the acceleration al10 when the control is invalid and the evaluation value evl (al15) = 0.037 with respect to the acceleration al15 when the control is valid, the vibration of the vehicle c1 is suppressed by the control. It has been.

  FIG. 11 shows the acceleration al25 of the vehicle c2 when the control is valid, the acceleration al20 of the vehicle c2 when the control is invalid, and the driving plan alp of the target acceleration pattern. Since the evaluation value evl (al20) = 0.04 with respect to the acceleration al20 when the control is invalid and the evaluation value evl (al25) = 0.31 with respect to the acceleration al25 when the control is valid, the vibration of the vehicle c2 is suppressed by the control. It has been.

  FIG. 12 shows the acceleration al65 of the vehicle c6 when the control is valid, the acceleration al60 of the vehicle c2 when the control is invalid, and the driving plan alp of the target acceleration pattern. Since the evaluation value evl (al60) = 0.060 with respect to the acceleration al60 when the control is invalid and the evaluation value evl (al65) = 0.038 with respect to the acceleration al65 when the control is valid, the vibration of the vehicle c6 is suppressed by the control. It has been.

FIG. 13 is a table that lists the results of the vehicles c1, c2, c5, and c6 and the results of the vehicles c3 and c4 and the results when the control is valid and invalid. In the vehicles c3 and c4, the vibration is originally small, and the evaluation values when the control is invalid are 0.036 and 0.035, respectively.
The level is about the time when control of c2 and c6 is effective. The evaluation values when the controls of the vehicles c3 and c4 are valid are 0.038 and 0.038, respectively, which are similar to those when the controls of the vehicles c1, c2 and c6 are valid. From this table, the vibration is the smallest in the vehicle c5 that is the vehicle that has performed the vibration control, and the vibration is greatly suppressed in the vehicles c1 and c6 that are close to both ends of the train in other vehicles as well. In the vehicles c3 and c4 near the small center, the evaluation value of the formula (2) does not show the effect of suppressing the vibration, but it can be said that the vibration is suppressed as an average of the entire train.

  From the above, the longitudinal vibration of the train is suppressed by adding the acceleration sensor a5 and the primary mode extraction unit ft to the train that runs while the power control device that is an inverter controls the power device that is an induction motor in accordance with the operation command. It can be seen that ride comfort is improved. By this method, even when a power vehicle and an accompanying vehicle are mixed, vibrations of all the vehicles can be suppressed. This method is also implemented without the cost of changing the configuration of the motor and inverter so as to control the motor across multiple vehicles, or changing the physical characteristics of the coupler so that vibration can be suppressed well. it can.

  In other words, in a train consisting of a plurality of vehicles connected by a coupler, by adding a relatively inexpensive sensor in some drive vehicles and adding low-cost changes such as addition of software inside the power control device, Vibrations in the traveling direction can be suppressed in other vehicles as well as driving vehicles, and the riding comfort of the train is improved.

  In this example, an acceleration sensor is provided to feed back the acceleration. However, if an amount that represents the longitudinal motion of the vehicle due to coupled vibrations and that can observe vibrations with time, such as acceleration, is used, the phase is opposite to that of the vibrations. The vibration can be similarly suppressed by applying the control force of. For this, speed and displacement can be used. The speed sensor can be easily realized by a device that obtains the speed by counting the rotation of the axle, and such a device is often used separately in current trains, so that the introduction is easy and low-cost. The displacement can be calculated as an integrated value of speed or acceleration.

  FIG. 14 is a diagram illustrating a train control system according to the second embodiment.

  Only the apparatus and the arithmetic unit added in the second embodiment as compared with the control system of the first embodiment will be described.

In the present embodiment, like the electric vehicle c5 and the inverter i5, the electric vehicle c2 has an acceleration sensor a2, and the output of the acceleration sensor a2 is transmitted to the inverter i2 via the acceleration transmission line b2, and the inverter i2 is the acceleration sensor a2. Primary mode extraction unit ft2 for extracting frequency components around the natural frequency of the primary mode of the coupled vibration due to vehicle connection from the output of the motor, and a function of controlling the induction motor m2 using the output. The inverter i5 has a direction detection unit d5. In this embodiment, the driving device dr issues a driving command to the command transmission line cmd when moving forward with the vehicle c1 as the head, and the driving device dr2 issues a driving command when moving forward with the vehicle c6 as the head. In the operation command, information on which driving device is issued is written. The direction detection unit d5 refers to the operation command, checks which driving device has issued the operation command, and detects the traveling direction of the train. Note that the method of detecting the traveling direction of the train is not limited to this, and for example, it is possible to detect from the sign of the command torque of the command torque calculation unit t5. The inverter i5 switches whether to reflect the torque for suppressing the vibration calculated using the output of the acceleration sensor a5 in the control of the induction motor m5 according to the traveling direction of the train detected by the direction detection unit d5. . The inverter i2 has a direction detection unit d2. The direction detection unit d2 detects the traveling direction of the train in the same manner as the direction detection unit d5. The inverter i2 switches whether to reflect the torque for suppressing the vibration calculated using the output of the acceleration sensor a2 in the control of the induction motor m2 according to the traveling direction of the train detected by the direction detection unit d2. . It is sufficient that the acceleration sensor a2 has the same characteristics as the acceleration sensor a5.

  In the present embodiment, the vehicle c2 that is an electric vehicle is provided with an induction motor m2 that is a power device, an inverter i2 that is a power control device that controls the output of the power device, and an acceleration sensor a2. An electric vehicle c5 is provided with an induction motor m5 and an acceleration sensor a5.

  FIG. 15 is a diagram showing a configuration of a torque calculation unit in inverters i5 and i2. The configuration of the inverter i5 is the same as that of the first embodiment except for the switch sw5 and the direction detection unit d5.

  The switch sw5 uses the command torque obtained by the command torque calculation unit t5 as it is as the adjusted torque for control of the induction motor m5, or the adjusted torque obtained by combining the command torque with the adjustment torque output from the primary mode control calculation unit op. Has a function of switching whether to use for controlling the induction motor m5. In other words, the switch sw5 has a function of switching whether to control the output of the induction motor based on the command torque or to control the output of the induction motor based on the command torque and the adjustment torque. Any configuration that realizes this function may be used.

  For example, when the command torque of the command torque calculation unit t5 is used as it is as the control amount, the value of the primary mode proportional gain kp is changed to 0 so that the adjustment torque of the primary mode control calculation unit op becomes 0. May be. The switch sw5 is switched according to the traveling direction of the train detected by the direction detection unit d5. If the vehicle c1 side is the front, the command torque and the adjustment torque are combined into the adjusted torque, and the vehicle c6 side is the front. For example, the command torque is switched to the adjusted torque as it is.

  The inverter i2 has the same structure as the inverter i5. The primary mode control calculation unit op2 and the primary mode proportional gain kp2 are the same as the primary mode control calculation unit op and the primary mode proportional gain kp, respectively. The switch sw2 is switched according to the traveling direction of the train detected by the direction detection unit d2. Contrary to the switch sw5, the switch sw2 is a direction in which the command torque is directly adjusted after the vehicle c1 is forward, and the adjusted torque is the combined torque and command torque when the vehicle c6 is forward. Switch to direction.

  As a result, if the vehicle c1 is forward in the traveling direction, the adjustment torque for suppressing vibration is applied to the induction motor m5, and the adjustment torque for suppressing vibration is not applied to the induction motor m2. . Conversely, if the vehicle c6 is forward in the traveling direction, the adjustment torque for suppressing vibration is not applied to the induction motor m5, and the adjustment torque for suppressing vibration is applied to the induction motor m2. In other words, only the motor in the rear electric vehicle with respect to the traveling direction is controlled to suppress vibration. The reason why the control system is configured in this way is as follows.

  In railroad trains running on rails, the phenomenon of wheel slipping often occurs. If the wheels slip, the wheels and rails are physically consumed, and the power is not sufficiently transmitted to hinder the acceleration / deceleration of the train. Therefore, it is desirable to suppress the slipping of the wheels as much as possible. Slip occurs when the frictional force between the wheel and the rail exceeds a certain value determined by the state of the contact surface. It is wetness of the rail surface due to rain or the like that makes the state of the contact surface between the wheel and the rail easy to slip. It is known that when water droplets adhere to the rail surface, it becomes slippery, and the vehicle ahead is scattered by water droplets, so that the rear vehicle is less affected by water droplets and is less slippery. Based on this, when the adjustment torque for suppressing vibration is added to the command torque determined by the operation command and the motor torque is increased, wheel slippage may occur due to the additional torque of the vehicle ahead. It can be seen that the possibility is large and the possibility is small in the rear vehicle.

  For the reasons as described above, in the present embodiment, among the electric vehicles that can control the vibration of the vehicle, the application of the adjustment torque for suppressing the vibration is limited to the rear vehicle, so that the control for suppressing the vibration of the vehicle can prevent the wheel from slipping. Prevents triggering.

  In this embodiment, the control for suppressing the vibration of the vehicle is exclusively performed by the two electric vehicles c2 and c5 in accordance with the traveling direction of the train. However, when there are three or more controlled vehicles, the slipping of the wheels is easy. Accordingly, the control system may be configured such that the magnitude of the adjustment torque for controlling the vibration is changed (including zero) and the adjustment torque is reduced as the wheel slips. For example, a method of controlling vibration only by an electric vehicle belonging to the rear half of the train may be used.

It is a figure explaining the coupled vibration of the train of this invention. It is a figure which shows the structure of one Example which concerns on the train control system of this invention. It is a figure which shows an example of a structure of the torque calculating part of the inverter in FIG. It is a figure which shows the relationship between the frequency of horizontal shaking of a train, and riding comfort. It is a figure which shows the damping coefficient of the vibration mode of the train in FIG. It is a figure which shows the change of the primary mode component of the coupled vibration of the train in FIG. It is a figure which shows the characteristic of the filter which extracts the component equivalent to the primary mode of the coupled vibration in FIG. It is a figure which shows the acceleration pattern which is the driving | operation plan of the train in FIG. It is a figure which shows the acceleration of the 5th vehicle from the head of the advancing direction of the train in FIG. It is a figure which shows the acceleration of the 1st vehicle from the head of the advancing direction of the train in FIG. It is a figure which shows the acceleration of the 2nd vehicle from the head of the advancing direction of the train in FIG. It is a figure which shows the acceleration of the 6th vehicle from the head of the advancing direction of the train in FIG. It is a table | surface which shows the evaluation value of the vibration of each vehicle of the train in FIG. It is a figure which shows the structure of the other Example which concerns on the train control system of this invention. It is a figure which shows the structure of the torque calculating part of the inverter in FIG.

Explanation of symbols

c1, c2, c3, c4, c5, c6 ... vehicle, m2, m4, m5 ... induction motor, i2, i4, i5 ... inverter, dr, dr2 ... operating device, cmd ... command transmission line, t2, t4, t5 ... Command torque calculation unit, e2, e4, e5 ... power transmission line, a2, a5 ... acceleration sensor, b2, b5 ... acceleration transmission line, ft, ft2 ... primary mode extraction unit, op, op2 ... primary mode control calculation unit , Kp, kp2 ... primary mode proportional gain, alp ... operation plan, al50,
al55: acceleration of the vehicle c5, al10, al15 ... acceleration of the vehicle c1, al20,
al25 ... acceleration of the vehicle c2, al60, al65 ... acceleration of the vehicle c6.

Claims (12)

A control vehicle having a plurality of vehicles connected by a coupler, wherein at least one of the plurality of vehicles has a power unit and a sensor for detecting movement in a traveling direction, and controls an output of the power unit; In a train control system having a power control device,
The power control device has a predetermined frequency band so as to include at least one of natural frequencies of coupled vibrations determined by characteristics of the coupler and weights of a plurality of vehicles connected by the coupler. A vibration extraction unit that extracts a vibration component from detection information detected by the sensor;
A train control system, wherein an adjustment output of the power unit is calculated according to a vibration component extracted from the vibration extraction unit, and an output of the power unit is controlled based on the calculated adjustment output. In the train control system according to claim 1,
The train control system , wherein the power control device is an inverter . In the train control system according to claim 1 or 2 ,
The detection information detected by the sensor is any one of acceleration information, speed information, and position information . In the train control system according to any one of claims 1 to 3,
The power control device includes a direction detection unit that detects traveling directions of a plurality of vehicles connected by the coupler, and the direction detection unit detects a control amount of the power device when controlling the power device. The train control system is characterized in that the train control system changes based on the travel direction . In the train control system according to any one of claims 1 to 4,
The control vehicle includes the power control device . In the train control system according to any one of claims 1 to 5,
The power control apparatus includes a command torque calculation unit that calculates a command torque based on the received operation command, and includes the command torque output from the command torque calculation unit and the vibration component extracted from the vibration extraction unit. A train control system that controls the output of the power unit based on the calculated adjustment torque . In the train control system according to claim 6 ,
The power control device includes a switch for switching whether to control the output of the power device based on the command torque or to control the output of the power device based on the command torque and the adjustment torque. And train control system. In a power control device that controls the output of a power device that moves a plurality of vehicles connected by a coupler,
A sensor for detecting movement in the traveling direction of the vehicle, and including at least one of natural frequencies of coupled vibrations determined by characteristics of the coupler and weights of a plurality of vehicles connected by the coupler; A vibration extraction unit that extracts a predetermined frequency band from detection information detected by the sensor, and calculates an adjustment output of the power unit according to the vibration component extracted from the vibration extraction unit. A power control device that controls an output of the power device based on the calculated adjustment output. The power control apparatus according to claim 8, wherein
Detection information detected at the center is any one of acceleration information, speed information, and position information . In the power control device according to claim 8 or 9,
A direction detection unit that detects a traveling direction of a plurality of vehicles connected by the coupler, and a control amount of the power unit when controlling the power unit is based on the traveling direction detected by the direction detection unit; The power control device is characterized by being changed . In the power control device according to any one of claims 8 to 10 ,
A command torque calculation unit that calculates a command torque based on the received operation command, and an adjustment torque calculated from the command torque output from the command torque calculation unit and a vibration component extracted from the vibration extraction unit; A power control device that controls the output of the power device based on the above . The power control apparatus according to claim 11 , wherein
A power control device comprising: a switch that switches between controlling the output of the power unit based on the command torque or controlling the output of the power unit based on the command torque and the adjustment torque .

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