JP7130668B2 - Train control system and train control method - Google Patents

Description

TECHNICAL FIELD The present invention relates to a train control system and a train control method, and is suitable for application to, for example, a train control system and a train control method for driving a train using a plurality of traction motors.

Conventionally, in a railroad vehicle, a traction motor that is operating soundly in a train formation is always in operation. For example, the main control unit outputs to a plurality of drive units torque command values obtained by adjusting the distribution of the torque required for formation according to the weight of each vehicle (empty vehicle mass + loaded weight).

In recent years, when the torque required at that moment is smaller than the maximum torque that can be output by multiple drive units, operating conditions with high efficiency are calculated based on the efficiency data of the units stored in the storage device. A technique for redistributing optimum torque to an electric motor has been disclosed (see Patent Document 1).

JP 2014-236547 A

However, the technique described in Patent Document 1 has a problem of complicating the program for controlling driving because the optimum torque is calculated according to the weight of each vehicle.

SUMMARY OF THE INVENTION The present invention has been made in consideration of the above points, and intends to propose a train control system and the like that can easily calculate the optimum torque for the traction motor.

In order to solve such problems, in the present invention, a plurality of traction motors for generating power for running a train, a drive unit for driving the plurality of traction motors, and control information to the drive unit. a main controller capable of transmitting, wherein the main controller determines the number of traction motors to activate based on the current speed of the train and the torque currently required by the train; A torque command is generated for equally distributing the torque to a determined number of traction motors among the plurality of traction motors.

Further, in the present invention, a plurality of traction motors for generating power for running the train, a drive unit for driving the plurality of traction motors, and a main controller capable of transmitting control information to the drive unit A train control method in a train control system comprising: a first motor number determining unit that determines the number of traction motors to be operated based on the current speed of the train and the torque currently required for the train; and a second step in which the torque command generator generates a torque command for evenly distributing the torque to the determined number of main motors out of the plurality of main motors.

According to the above configuration, it is possible to generate a torque command for evenly distributing torque to the number of traction motors determined based on the current speed of the train and the torque currently required for the train.

ADVANTAGE OF THE INVENTION According to this invention, the train control system etc. which control a train appropriately can be implement|achieved.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows schematic structure of the train control system by 1st Embodiment. It is a figure showing an example of composition of a controlled vehicle by a 1st embodiment. It is a figure which shows an example of the relationship between a torque and speed by 1st Embodiment. FIG. 5 is a diagram showing an example of a processing procedure for determining torque distribution according to the first embodiment; FIG. 4 is a diagram showing an example of torque distribution according to the first embodiment; FIG. It is a figure which shows an example of the main motor number setting table by 1st Embodiment. It is a figure which shows an example of the processing procedure which produces the main motor number setting table by 1st Embodiment.

One embodiment of the present invention will be described in detail below with reference to the drawings.

(1) First Embodiment In FIG. 1, 1 indicates a train control system according to a first embodiment as a whole. The train control system 1 includes a plurality of vehicles (control vehicle 2, electric vehicle 3, etc.).

The controlled vehicle 2 is, for example, a leading vehicle, and includes a driving operation commander 10 provided in the driver's cab and a train control device 20 .

The electric vehicle 3 is, for example, a motor vehicle, and includes a plurality of traction motors 30, a drive unit 40 including a variable voltage variable frequency (VVVF) control system inverter for driving the plurality of traction motors 30, and a train control device 20. and a pantograph 60 as a current collector for supplying power to the drive unit 40 . Note that the pantograph 60 may be provided in a form shared by a plurality of electric vehicles 3 . In this case, the electric vehicle 3 without the pantograph 60 exists.

The train control device 20 calculates an output command value to the unit control device 50 of each vehicle according to the signal output from the driving operation commander 10, and gives a torque command. Each unit control device 50 controls the inverter of the drive unit 40 according to the output of the torque command from the train control device 20, and the current and voltage applied to the main motor 30 so that the necessary acceleration force and braking force can be obtained. , to control the frequency. The main motor 30 operates by receiving current and voltage from the drive unit 40 .

Here, the torque command is determined based on a signal called a notch (notch signal) given from the driving operation commander 10 from the cab. However, when one of the drive units 40 or the main electric motor 30 fails, control is performed except for the drive unit 40 related to the failure.

One train may be formed by connecting the control vehicle 2, the electric vehicle 3 having the drive unit 40, and the driven vehicle (following vehicle) not having the drive unit 40, or may be formed by connecting the control vehicle 2 and the electric vehicle 3. It may be formed by connecting the vehicles 3, or may be formed by other formations.

FIG. 2 is a diagram showing an example of the configuration of the controlled vehicle 2. As shown in FIG. The controlled vehicle 2 includes a driving operation commander 10, a train control device 20, a load sensor 70, a speed sensor 80, vehicle information 91 including information related to the vehicle such as vehicle weight, and a traction motor number setting table 92. Consists of

The train control device 20 outputs an output corresponding to the command from the driving operation commander 10 based on the signal from the load sensor 70, the signal from the speed sensor 80, the vehicle information 91, and the main motor number setting table 92. Calculates command value and outputs torque command with adjusted distribution.

More specifically, the train control device 20 includes a motor number determining section 21 and a torque command generating section 22 . The motor number determination unit 21 determines the number of main motors 30 to be operated based on the current speed of the train and the torque currently required for the train. The torque command generation unit 22 generates a torque command for evenly distributing the torque to the number of main motors 30 determined by the motor number determination unit 21 .

The functions of the train control device 20 (motor number determination unit 21, torque command generation unit 22, etc.) are such that a CPU (Central Processing Unit) stores a program stored in a ROM (Read Only Memory) in a RAM (Random Access Memory). It may be realized by reading and executing (software), may be realized by hardware such as a circuit, or may be realized by combining software and hardware. Also, the train control device 20 is an example of a main control device capable of generating and transmitting control information for controlling various devices.

FIG. 3 is a diagram showing an example of the relationship (characteristics and efficiency) between torque and speed in the traction motor 30 mounted on the train. In FIG. 3, contour lines 201, 202, 203, and 204 showing parts of ellipses indicate that the closer to the center, the higher the efficiency. For example, a first region between contour lines 201 and 202 has an efficiency of traction motor 30 (traction motor efficiency) of η _A and a second region within contour line 204 has a traction motor efficiency of η _B . , and since the second region is closer to the center than the first region, the efficiency is found to be η _A <η _B .

A curve 205 indicates the relationship between speed and torque when the train runs at full power, and a curve 206 indicates the relationship between speed and torque when the train is adjusted according to load and the like.

Here, the torque of the traction motor 30 required to maintain the speed during constant-speed running is smaller than that at startup. Therefore, the torque output by each traction motor 30 is relatively small, and as shown in FIG.

For example, as shown in FIG. 3, when 2N main motors 30 are operated, the efficiency per main motor 30 is _ηA . On the other hand, when the same speed and the same total torque are required, if the number of main motors 30 in operation is N, the torque per main motor 30 is doubled when 2N units are in operation, and the efficiency is η _B becomes. Therefore, it is possible to operate the train more efficiently with N trains operating at _ηB than with 2N trains operating at main motor efficiency _ηA . That is, basically, at the same speed and the same total torque, the efficiency per traction motor 30 increases as the number of traction motors 30 decreases.

In addition, since the efficiency of the traction motors 30 is determined by the two variables of speed and torque, the number of traction motors 30 operating at a high efficiency point depends on the current speed of the train, the current torque required for the train, and other running conditions. Varies accordingly.

In consideration of these points, the present train control system 1 adopts a configuration that determines the distribution of torque to the main motor 30 according to the running state so as to achieve energy saving control.

FIG. 4 is a diagram showing an example of a processing procedure for determining torque distribution to the main electric motor 30 according to running conditions.

First, the train control device 20 determines whether or not the energy saving control is effective (“ON”) (step S11). When the train control device 20 determines that the energy saving control is effective, the process proceeds to step S12, and when it is determined that the energy saving control is not effective, the process ends.

In step S<b>12 , the train control device 20 reads the notch signal from the operation commander 10 .

Subsequently, the train control device 20 reads the load condition (the value of the load sensor 70), the vehicle weight of the vehicle information 91, and the like (step S13).

Subsequently, the train control device 20 calculates the composition torque condition (the torque currently required for the train) from the read value (input value) (step S14). Here, the torque includes acceleration torque when the train is accelerating, braking torque when the train is decelerating, and stop torque "0" when the main motor 30 is stopped.

Subsequently, the train control device 20 selects a high value from the main motor number setting table 92 based on the set torque condition and the speed condition (the value of the speed sensor 80 or the estimated speed value, that is, the current speed of the train). The number of main electric motors 30 operating at the efficiency point (the number of main electric motors) is determined (step S15).

Subsequently, the train control device 20 periodically alternates (may circulate) or randomly assigns the main motors 30 to be operated and the main motors 30 not to be operated according to the determined number of main motors (step S16). ).

Subsequently, the train control device 20 performs energization control (step S17). For example, the train control device 20 outputs a gate stop command to the drive unit 40 that does not have the main motor 30 to be operated via the unit control device 50 to stop energization. According to such processing, it is possible to reduce power consumption during train operation and improve energy efficiency.

Subsequently, the train control device 20 generates a torque command so as to evenly distribute the torque of the operating main motors 30, outputs it to the unit control device 50 (step S18), and ends the process.

FIG. 5 is a diagram showing an example of torque distribution. For example, if the torque per main motor 30 is distributed as torques 301, 302, 303, and 304, but if energy saving control is effective, torques 305 and 306 for the entire train set (whole train) Adjustments are made so that only some of the traction motors 30 are operated without changing the torque, and the torque is evenly distributed.

FIG. 6 is a diagram showing an example of a main motor number setting table 92 for setting the number of main motors 30 that operate at a high efficiency point. The number-of-main-motors setting table 92 is an example of number-of-main-motors setting information that includes information on the number of main motors operating at the highest efficiency in association with the speed of the train and the torque required for the train.

In the main motor number setting table 92, the number of main motors is stored in association with the speed of the train set and the torque of the train set. For example, in the main motor number setting table 92, _N11 is defined as the number of main motors when the composition speed is V ₁ and the composition torque is T ₁ .

FIG. 7 is a diagram showing an example of a processing procedure for creating the main motor number setting table 92 (an example of a processing procedure for obtaining _N11 ). Note that the main motor number setting table 92 is created in advance by a predetermined computer (not shown) and stored in the train control device 20 before the train runs.

First, the computer sets the torque of the formation to T ₁ , the speed of the formation to V ₁ , and the maximum number of main motors to N (step S21).

Subsequently, the computer substitutes N for the variable x (step S22).

Subsequently, the computer determines the main motor efficiency η (T ₁ /x, V ₁ ) when the number of main motors x, that is, the torque per main motor 30 is T ₁ /x, and x−1 That is, the main motor efficiency η (T ₁ /(x-1), V ₁ ) when the torque per main motor 30 is T ₁ /(x-1) is obtained from the main motor number efficiency table 93 Acquire and compare (step S23). Although not shown, the main motor efficiency table 93 stores the main motor efficiency in association with the torque per main motor 30 and the speed of the train set.

More specifically, the computer determines whether or not the main motor efficiency of the main motor number x is higher. If the computer determines that the main motor efficiency of x number of main motors is higher, the computer shifts the process to step S25. to process.

In step S24, the computer substitutes x-1 for x (reduces the number of main motors by one), and shifts the process to step S23.

For example, the computer first compares the traction motor efficiency when operating with N units and when operating with N-1 units. Compare traction motor efficiency with N-2 units. The computer repeats this to find the number of traction motors operating at maximum efficiency (theoretical maximum number of traction motors).

Here, since the traction motor 30 has physical limits such as a characteristic region and a vehicle adhesion limit, the maximum torque is determined according to the speed. Therefore, in step S25, the computer determines whether or not the torque of the main electric motor 30 that operates at the maximum efficiency obtained in steps S23 and S24 can be output (step S25).

More specifically, the computer compares the torque T ₁ /x of the number x of main motors operating at maximum efficiency with the maximum torque per main motor 30 . When the computer determines that T ₁ /x is smaller than the maximum torque per traction motor 30, the process proceeds to step S27 and determines that T ₁ /x is not smaller than the maximum torque per traction motor 30. If so, the process proceeds to step S26.

In step S26, the computer substitutes x+1 for x (increases the number of main motors by one), and shifts the process to step S25.

For example, the computer first compares the torque when operating with x number of traction motors, which is the theoretical limit, and the maximum torque per unit, and if the condition is not met, then the computer compares the torque when operating with x + 1 units. Compare the torque with the maximum torque per vehicle. The computer repeats this to obtain the number of main motors (physical limit number of main motors) that maximizes efficiency within a range in which the torque per main motor 30 does not exceed the maximum torque.

_In step S27, the computer stores the obtained x as N11 in the main motor number setting table 92, and terminates the process.

When obtaining _N21 shown in _FIG . 6, the torque of the train set is T2, the speed of the _train set is V1, and the same procedure as above is used to obtain the number of main motors operating at maximum efficiency. , _{N i1 ,} .

According to the present embodiment, unlike the method of calculating the torque of each traction motor from the speed of the train set, the torque of the train set, and the weight of each vehicle, the torque of each main motor is determined from the speed of the train set and the torque of the train set. Therefore, it is possible to shorten the calculation time of the torque of the traction motor and simplify the program. Also, the simplification of the program has the effect of shortening the calculation time of the torque command to be transmitted to the VVVF inverter. Further, by preparing in advance a main motor number setting table that defines the number of main motors to be operated with high efficiency according to the torque and speed of the train set, it is possible to reduce the calculation time for the number of main motors. .

In addition, since a torque corresponding to the weight of each vehicle (empty vehicle mass + loaded weight) is output, there is a problem that the life of the traction motor, which operates frequently, is shortened and the maintenance cost increases. In this respect, according to the present embodiment, by periodically alternating or randomly allocating the main motors to be operated and the main motors to be stopped so that the load of each main motor is equalized, the service life is made uniform and inspection is performed. Since the period becomes longer, maintainability can be improved.

Further, when a train is operated, the maximum torque is generated, that is, the torque current is required for the traction motor during the period from start to reaching the target speed. Therefore, the efficiency of the traction motor is designed to be high with respect to the torque at startup. However, when large torque is not required, such as repowering during constant-speed driving or commercial operation outside commuting hours, the main motor operates under conditions that deviate from high efficiency, resulting in increased power consumption and energy efficiency. is a problem. In this regard, according to the present embodiment, the controlled vehicle stores the number of main motors to be operated with high efficiency according to the torque and speed of the train set, and according to the torque and speed of the train, Since it has become possible to operate the traction motor with highly efficient torque, it is possible to reduce power consumption during train operation and improve energy efficiency.

(2) Other Embodiments In the above-described embodiment, the case where the present invention is applied to the train control system 1 was described, but the present invention is not limited to this, and various other train control It can be widely applied to systems, train control methods, and the like.

Further, in the above-described embodiment, in step S15, the case where the number of main motors is determined based on the main motor number setting table 92 was described, but the present invention is not limited to this, and the main motor number efficiency table 93 Based on this, the number of main motors may be calculated and determined.

In the above-described embodiment, the control vehicle 2 includes the operation commander 10 and the train control device 20, but the present invention is not limited to this, and the control vehicle 2 includes the unit control device 50. It may be provided, it may be provided with the drive unit 40 and the main motor 30, or it may be provided with other configurations.

Further, in the above-described embodiment, the case where the train control device 20 includes the electric motor number determination unit 21 and the torque command generation unit 22 has been described, but the present invention is not limited to this, and the unit control device 50 can be communicated with. (which may be a computer, not shown) may include the number-of-electric-motors determination unit 21 and the torque command generation unit 22 .

The configurations described above may be changed, rearranged, combined, or omitted as appropriate within the scope of the present invention.

DESCRIPTION OF SYMBOLS 1...Train control system, 2...Control vehicle, 3...Electric vehicle, 10...Operation commander, 20...Train control device, 30...Train motor, 40...Drive unit, 50...Unit Control device, 60...Pantograph.

Claims (4)

A train comprising a plurality of traction motors that generate power for running the train, a drive unit that drives the plurality of traction motors, and a main controller capable of transmitting control information to the drive units. A train control method in a control system,
the computer
Procedure 1 of setting the torque of the train as T1, the speed of the train as V1, and the maximum number of traction motors as N;
Procedure 2 of substituting N for the variable x;
Traction motor efficiency η (T1/x, V1) when the torque per traction motor operates at T1/x, and the main motor efficiency when the torque per traction motor operates at T1/(x-1) A motor efficiency η (T1/(x−1), V1) is obtained from a main motor number efficiency table in which the main motor efficiency is stored in association with the torque per main motor and the speed of the train. Step 3 of comparing with
In step 3 above, it is determined whether or not the main motor efficiency of the main motor number x is higher. If it is determined that the main motor efficiency of the main motor number x is higher, the following step 5 If it is determined that the main motor efficiency of the number of main motors x is not high efficiency, the process is transferred to the following procedure 4,
A procedure 4 for substituting x-1 for x and moving the process to the above procedure 3;
A step 5 for determining whether or not the torque of the main motor operating at the maximum efficiency obtained in the above step 3 or the above step 4 can be output;
In step 5 above, the torque T1/x of the number x of main motors operating at maximum efficiency is compared with the maximum torque per main motor, and it is determined that T1/x is smaller than the maximum torque per main motor. If it is determined that T1/x is not smaller than the maximum torque per traction motor, proceed to step 6 below,
A procedure 6 for substituting x+1 for x and moving the process to the above procedure 5;
Step 7 of storing the obtained x as N11 in the main motor number setting table;
The torque of the train is T2, the speed of the train is V1, and using the same procedure as above, the number N21 of traction motors operating at maximum efficiency is obtained. a first step of generating a main motor number setting table using a procedure;
a second step in which a motor number determining unit determines the number of main motors corresponding to the current speed of the train and the torque currently required for the train, based on the main motor number setting table;
a third step in which a torque command generator generates a torque command for evenly distributing the torque to the determined number of main motors among the plurality of main motors;
A train control method comprising: The main controller periodically alternates between the main motors to be operated and the main motors to be stopped so that the load of each of the plurality of main motors is equalized.
The train control method according to claim 1, characterized by: The main controller randomly allocates the main motors to be operated and the main motors to be stopped so that the load of each of the plurality of main motors is even.
The train control method according to claim 1, characterized by: A plurality of the drive units are provided in the train,
The main controller outputs a gate stop command to a drive unit that does not have a main motor to be operated among the plurality of drive units to stop energization.
The train control method according to claim 1, characterized by:

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