JP7248980B2 - Injection control device and injection control method - Google Patents

Description

TECHNICAL FIELD The present invention relates to an injection control device and the like for controlling the injection of an adhesive agent between the wheels and rails of a train.

An injection device that injects an adhesive material between the wheels and rails of a railway vehicle to increase the adhesion of the wheels to the rails and prevent the wheels from slipping or skidding (hereinafter collectively referred to as "slipping"). is known (see, for example, Patent Document 1).

JP 2009-179167 A

The injection control of the adhesion increasing material in the conventional injection device has been such that injection is started upon detection of a slip and skid and injection is terminated when the slip and skid has settled, or injection is carried out in a climbing section. In addition, the injection control at the time of skidding is the same uniform injection control regardless of where the slipping shaft is located in the train. It was a uniform injection control as a whole.

However, depending on the number of cars in the train, the susceptibility of skidding to occur differs depending on the position in the train, such as whether it is the leading axle or the trailing axle of the train. In addition, the susceptibility of slipping and skidding to occur differs for each shaft, depending on various factors such as the number of vehicles in the composition and the relative positional relationship with other drive shafts. For this reason, it is desirable to perform individual injection control according to the position of each shaft, instead of uniform injection control, as efficient injection control of the adhesive agent for the purpose of suppressing slipping and skidding. it is conceivable that.

The present invention has been made in view of the above circumstances, and its object is to provide more appropriate injection control for an injection device that injects an adhesive agent between the wheels and rails of a train. It is to be able to do it.

A first invention for solving the above problems is
In a train composed of one or more cars, an injection control device that controls the injection control of adhesive increasing material between the wheels and rails in each injection control unit, with axles, bogies, or cars as injection control units. and
detection means (for example, the candidate point detection unit 104 in FIG. 9) for detecting that the candidate point where the injection control may be performed is approached based on the running position of the train;
Using at least the relative position in the train of the injection control unit to be controlled (hereinafter referred to as the "target injection control unit"), it is determined whether or not to inject the target injection control unit, and detection by the detection means. injection control means (e.g., injection control unit 110 in FIG. 9) for controlling whether or not to perform injection according to
is an injection control device (for example, the injection control device 1 in FIG. 9).

Another invention is
In a train composed of one or more cars, an injection control method for controlling the injection of an adhesive increasing material between wheels and rails in injection control units in which axles, bogies, or cars are used as injection control units. and
Detecting, based on the running position of the train, that the vehicle is approaching a candidate point where the injection control may be performed (for example, step S9 in FIG. 10);
Using at least the relative position in the train of the injection control unit to be controlled (hereinafter referred to as the "target injection control unit"), it is determined whether or not to inject the target injection control unit, and in response to the detection, controlling whether or not to perform injection (for example, steps S11 and S13 in FIG. 10);
You may configure an injection control method including

According to the first invention and the like, in a train composed of one or more cars, it is determined whether or not to inject by using at least the relative position in the train for each injection control unit, which is an axle, a bogie or a car. Then, it is possible to control whether or not to perform injection according to the fact that the train has approached the candidate point. As a result, it is possible to achieve more appropriate injection control to prevent slipping and skidding. This is because in a train, the susceptibility to slip and skid may differ depending on the relative position in the train, for example, the head side is more likely to slip than the tail side. . In addition, since at least the relative position in the train of the injection control unit is used, it is possible to flexibly cope with changes in the number of running lines and the number of trains due to relocation of vehicles, etc., and appropriate injection control can be realized.

A second invention is based on the first invention,
The injection control means further uses the running speed of the train to determine whether or not to inject the target injection control unit.
It is an injection control device.

According to the second invention, it is possible to determine whether to inject the target injection control unit by further using the running speed of the train. Appropriate injection control is possible with respect to the likelihood of occurrence of skidding depending on whether the running speed of the train is fast or slow.

A third invention is the first or second invention,
The target injection control selects a segment (hereinafter referred to as "adopted segment") as a determination timing for determining whether or not to inject for the target injection control unit from among the segment of the determined candidate point group with different sparseness and density. Segment selection means (eg, segment selection unit 108 in FIG. 9) that selects using at least the relative position of units in the train;
The detection means detects that a candidate point included in the group of candidate points in the adopted section is approached.
It is an injection control device.

According to the third aspect, it is possible to select, from among a group of candidate points having different sparseness of candidate points, a section to be used as the determination timing by using at least the relative position in the train of the target injection control unit. More appropriate injection control is possible for the likelihood of occurrence of skidding according to the relative position of the injection control unit in the train. For example, for injection control units whose relative positions in the train are likely to cause slipping or skidding, by selecting a group of candidate points with a high density of candidate points, the timing for judging whether or not to inject is determined. can be increased, and more appropriate injection control becomes possible.

A fourth invention is, in the third invention,
The section selecting means selects the adopted section by further using the running speed of the train.
It is an injection control device.

According to the fourth invention, the running speed of the train can be further used to select the adoption category of the target injection control unit. More appropriate injection control can be performed for the likelihood of occurrence of skidding according to the running speed of the train. For example, when the traveling speed is low (slow), compared to when the traveling speed is high (fast), by selecting a group of candidate points with a higher density of candidate points, the number of determination timings for determining whether or not to inject fuel can be reduced. can be increased, and more appropriate injection control becomes possible.

A fifth invention is the third or fourth invention,
When the train is running, the section selection means prohibits selection of a group of candidate points with a lower density than the group of candidate points of the previously selected adopted section as the currently adopted section.
It is an injection control device.

According to the fifth invention, when the train is running, it is possible to prevent the density of the group of candidate points to be selected as the adoption section from becoming low. The number of candidate points in the candidate point group is the number of timings for judging whether or not to inject. As a result, while the train is running, it is possible to perform more appropriate injection control by not reducing the number of determination timings until the next stop.

A sixth invention is the first or second invention,
Index value calculating means (for example, the index in FIG. 9) for calculating an index value that serves as a determination index for determining whether or not to inject for the target injection control unit, using at least the relative position of the target injection control unit in the train. value calculator 106),
further comprising
The injection control means determines whether or not to inject the target injection control unit based on the index value.
It is an injection control device.

According to the sixth aspect, it is possible to determine whether or not to inject for the target injection control unit based on the index value calculated using at least the relative position in the train of the target injection control unit.

A seventh invention is, in any one of the third to fifth inventions,
Index value calculating means (for example, the index in FIG. 9) for calculating an index value that serves as a determination index for determining whether or not to inject for the target injection control unit, using at least the relative position of the target injection control unit in the train. value calculator 106),
further comprising
The category selection means selects the adoption category based on the index value,
The injection control means determines whether or not to inject the target injection control unit based on the index value.
It is an injection control device.

According to the seventh invention, based on the index value calculated by using at least the relative position of the target injection control unit in the train, the adoption classification for the target injection control unit is selected and whether or not to inject. can be determined.

An eighth invention is the sixth or seventh invention,
The injection control means variably determines an injection control threshold based on the operating state of the train, and based on the relative relationship between the determined injection control threshold and the index value, injects the target injection control unit. determine whether to let
It is an injection control device.

According to the eighth invention, whether or not to inject the target injection control unit can be determined based on the relative relationship between the injection control threshold variably determined based on the operating state of the train and the index value. can. The operating state of the train is acceleration, rolling or braking. Slippage may occur during acceleration, and skidding may occur during braking, but the likelihood of slippage and skidding differs. Therefore, by variably determining the injection control threshold based on the operating conditions of the train, it is possible to appropriately determine whether or not to inject according to the operating conditions of the train even if the index value is the same. Become.

A ninth invention is based on the seventh invention,
The classification selection means variably determines a classification determination threshold based on the operating state of the train, and selects the adoption classification based on the relative relationship between the determined classification determination threshold and the index value.
It is an injection control device.

According to the ninth invention, the adoption classification for the target injection control unit can be selected based on the relative relationship between the classification determination threshold value variably determined based on the operating state of the train and the index value. The operating state of the train is acceleration, rolling or braking. Slippage may occur during acceleration, and skidding may occur during braking, but the likelihood of slippage and skidding differs. Therefore, by setting the classification determination threshold variably according to the driving state, it is possible to appropriately select a group of candidate points to be adopted classification even if the index value is the same.

A tenth invention is, in any one of the sixth to ninth inventions,
The index value calculating means is configured to increase the possibility of injection when the target injection control unit is the head of the injection control units of the train compared to when it is the tail. calculate the index value,
It is an injection control device.

According to the tenth invention, when the relative position of the injection control unit in the train is at the head of the train, the index value is set so that the possibility of jetting is higher than when it is at the tail end of the train. By calculating, it is possible to realize more appropriate injection control for deterring slipping and skidding.

An eleventh invention is any one of the sixth to tenth inventions,
The train is of a composition that allows for the opening of units related to braking or vehicle drive,
The index value calculation means calculates the index value such that the possibility of injection is higher when the opening is performed than when the opening is not performed.
It is an injection control device.

According to the eleventh invention, the index value is calculated such that the possibility of injection is higher when the unit related to braking or vehicle driving is opened than when the unit is not opened. , more suitable injection control can be realized for deterring slipping. When the units related to braking or vehicle drive are opened, appropriate injection control is performed in response to the fact that the number of injection control units that cover the driving force necessary for the train as a whole is smaller than when the units are not opened. can be realized. A unit related to braking or vehicle driving is a unit equipped with a device related to braking or vehicle driving, such as a motor for an electric vehicle, an engine, transmission, and motor for a railcar, and a storage battery or motor for a storage battery train. is.

A twelfth invention is based on the eleventh invention,
The index value calculating means calculates the provisional index value when the train is composed and stores it as a composition-time index value, calculates the provisional index value at a given calculation timing as a current index value, and determining the index value by performing a predetermined calculation based on the index value at the time of composition and the current index value;
It is an injection control device.

According to the twelfth invention, the index value can be determined by performing a predetermined calculation based on the index value at the time of composition and the current index value. The relative positions of the injection control units in the train may change, for example, due to splits and merges at intermediate stations. According to the present invention, it is possible to determine whether or not to inject using both index values based on relative positions at the time of composition and at present.

A thirteenth invention is any one of the sixth to twelfth inventions,
The index value calculation means calculates the index value so that the possibility of injection is higher when the number of vehicles constituting the train is less than a predetermined number of vehicles, compared to when the number of vehicles is equal to or greater than the predetermined number of vehicles.
It is an injection control device.

According to the thirteenth invention, it is possible to calculate the index value such that the possibility of injection is higher when the number of vehicles in the composition vehicle is less than the predetermined number of vehicles, compared to when the number of vehicles is equal to or greater than the predetermined number of vehicles. . When the number of vehicles in the composition is small, it is possible to realize appropriate injection control corresponding to the fact that skidding that occurs in one injection control unit is more likely to be linked to other injection control units than when the number of vehicles is large.

Application example of the injection control device. An example of a candidate site. An example of a segment selection table. An example of an injection determination table. An example of an index value calculation table. An example of an index value calculation table. An example of an index value calculation table. An example of an injection method table. The block diagram of an injection control apparatus. 4 is a flowchart of injection control processing;

Preferred embodiments of the present invention will be described below with reference to the drawings. In addition, the present invention is not limited by the embodiments described below, and the forms to which the present invention can be applied are not limited to the following embodiments. Also, in the description of the drawings, the same reference numerals are given to the same elements.

[Application example]
FIG. 1 shows an application example of the injection control device of this embodiment. The injection control device 1 of this embodiment is a device that performs injection control of an injection device 10 that injects an adhesive agent between a wheel 20 and a rail 22 in a train composed of one or more cars. By injecting the adhesion-increasing material between the wheels 20 and the rails 22, the adhesion of the wheels 20 to the rails 22 can be increased to suppress the wheels 20 from slipping or skidding (skidding). The adhesion-increasing material is, for example, ceramic particles such as alumina particles or silica sand particles, but other materials may be used as long as they exhibit the effect of increasing the adhesion coefficient (friction coefficient).

The injection device 10 includes an adhesion increasing material tank 11 containing the adhesion increasing material, an air tank 12 containing compressed air, a nozzle 13 for injecting the adhesion increasing material between the wheel 20 and the rail 22, and the air tank 12. and a solenoid valve 14 for supplying and stopping the supply of compressed air from the tank 11 to the adhesive increasing material tank 11 . When the solenoid valve 14 is opened by a control signal from the injection control device 1, the compressed air in the air tank 12 is supplied to the adhesion increasing material tank 11, and the adhesion increasing material in the adhesion increasing material tank 11 is injected from the nozzle 13. It has become so. In this embodiment, the compressed air in the air tank 12 is appropriately supplied from the original air reservoir.

A train in this embodiment is composed of one or more cars, and an injector 10 is attached to each axle of each car. The injection control device 1 performs injection control of the adhesion increasing material by the injection device 10 for each axle, which is an injection control unit, with one axle (shaft) as an injection control unit.

[Injection control]
Injection control by the injection control device 1 will be described. When a train approaches a predetermined candidate point where injection control may be performed, the injection control device 1 determines whether or not to perform injection control for each axle, which is a unit of injection control, and performs injection control. I do. Whether or not the train has approached the candidate point is determined based on the train position.

(A) Candidate Points FIG. 2 is a diagram for explaining candidate points. FIG. 2 shows an example of candidate points between certain stations (between A station and B station). In FIG. 2, the horizontal direction is the position along the railroad track, the center railroad track between stations is shown, the upper side shows the structure of the railroad track that is the determinant of the candidate point, and the lower side shows the candidate point. As shown in FIG. 2, between stations, a candidate point group, which is a set of a plurality of candidate points with different sparseness, is defined.

In the example of FIG. 2, four candidate point groups associated with sections 0, 1, 2, and 3 are defined, and the candidate points are arranged densely ( high density). That is, section 0 has the coarsest density (lowest density), and only the stop positions of two stations, the departure station and the arrival station, are determined as candidate points. In Section 1, in addition to the candidate points of Section 0 described above, candidate points are determined at predetermined intervals along the track from the departure station. In Section 2, in addition to the candidate points of Section 1 described above, the start point and end point of the curved portion of the track are determined as candidate points. Section 3 has the highest density (highest density), and in addition to the candidate points of Section 2 mentioned above, the start and end points of slope change portions, tunnels (tunnels) and bridges are used as candidate points. It is defined.

Here, the size of the division shall correspond to the density of the corresponding candidate point group. That is, section 0 with the lowest density of the corresponding candidate point group is set as the "smallest" section, section 3 with the highest density of the corresponding candidate point group is set as the highest "large" number, and sections 0 and 1 , 2 and 3, the division becomes “larger”.

It should be noted that by integrating a plurality of candidate points close to each other into one candidate point, the timing for determining whether or not to perform injection control may be prevented from occurring frequently. A group of candidate points in a certain section is determined by adding a group of candidate points in a smaller section to a group of candidate points in a smaller section and adding new candidate points according to the track structure and the like according to the section. For example, as candidate points included in a group of candidate points in a certain section, if a candidate point newly added in the section and a candidate point in a smaller section are adjacent to each other within a predetermined reference distance, By integrating the candidate points of the smaller section with the candidate points of the relevant section, even if the train approaches the candidate points of the smaller section, it is possible to avoid determining whether or not to perform the injection control (example of integration in FIG. 2). Part 1). In addition, when three candidate points newly added to a certain section are determined adjacent to each other within a predetermined reference distance as a group of candidate points included in a group of candidate points in a certain section, three candidate points By integrating the candidate point in the middle with one of the other two candidate points, even if the train approaches the candidate point in the middle, it is not determined whether or not to perform injection control ( Integration example 2) in Fig. 2). Here, the reference distance can be determined based on, for example, the calculation time and calculation period of the injection control device 1, the train length, and the train speed (maximum speed, etc.). The reference distance may be the same distance for all trains, or may be a different distance for each train. If different reference distances are used for each train, the injection control device 1 determines candidate points to be integrated according to the performance of the own train. This determination can be made, for example, before the own train departs from the starting station (before step S1 in FIG. 10, which will be described later).

The injection control device 1 selects a segment (employed segment), which is a target injection control unit, from segments 0, 1, 2, and 3 of the four candidate point groups, and determines whether or not to perform injection. Each time, the selection is made based on the index value and the running speed and operating conditions of the train. Then, for each axle, which is the target injection control unit, it is determined whether or not to inject for each axle, using the time when the train approaches each candidate point of the candidate point group corresponding to the selected adoption division as the determination timing. . The index value includes four values of La, Lb, Lc, and Bb, although details of the calculation method will be described later. The operating state of the train is any of acceleration (powering), deceleration, and braking (braking). It is one of information. Information on the traveling speed is also one of the on-board information, and the injection control device 1 acquires it from means such as circuits and devices for transmitting on-board information (hereinafter collectively referred to as "on-board information monitor"). .

The injection control device 1 selects the adoption section of the candidate point group according to a section selection table 204, an example of which is shown in FIG. FIG. 3 is an example of the section selection table 204. As shown in FIG. As shown in FIG. 3, the classification selection table 204 includes a classification selection table 204a used when the driving state is acceleration (powering) and a classification selection table 204b used when the driving state is braking (brake). In the segment selection tables 204a and 204b, Q1, Q2, R1, and R2 are threshold values for the index value Bb, α1 and α2 are threshold values for the index value La, and Va1 and Va2 are the running speed V of the train. is a threshold for

The segment selection table 204 associates one of segments 0, 1, 2, and 3 with a combination of magnitude relationships between the index values La and Bb and the respective threshold values of the running speed V of the train. In other words, it can be said that, in addition to the operating state of the train, the running speed of the train is also used to select the adoption category. In addition, since the classification selection table 204 uses a table having different threshold values depending on the operating conditions, the threshold values for classification determination are variably determined based on the operating conditions of the train. It can be said that the employment category is selected based on the relative relationship.

(B) Injection Determination When a train approaches a candidate point included in the candidate point group of the selected adoption category, the injection control device 1 determines index values La, Lb, and Based on Lc, Bb and the traveling speed and operating conditions of the train, it is determined whether or not to inject fuel for the axle in accordance with an injection determination table 208, an example of which is shown in FIG.

FIG. 4 is an example of the injection determination table 208. As shown in FIG. As shown in FIG. 4, the injection determination table 208 includes an injection determination table 208a used when the driving state is acceleration (power running), an injection determination table 208b used when the driving state is slowing, and a fuel injection determination table 208b used when the driving state is braking. and an injection determination table 208c. In the injection determination tables 208a, 208b, and 208c, P1 and P2 are threshold values for the index value Bb, β1, β2 and β3 are threshold values for the index value La, and Vb1 and Vb2 are threshold values for the running speed V of the train. is.

The injection determination table 208 defines whether or not to inject each combination of the index values La and Bb and the respective threshold values of the running speed V of the train in association with each other. In the present embodiment, it is determined that the greater the index values La and Bb, the higher the possibility of determining that the fuel should be injected. In other words, it can be said that the running speed of the train is used in addition to the operating state of the train to determine whether or not to inject the axle, which is the target injection control unit. Further, since the injection determination table 208 uses a table having different threshold values depending on the operating state, the threshold value for injection control is variably determined based on the operating state of the train, and the determined threshold value for classification determination and the index value are calculated. It can be said that the employment category is selected based on the relative relationship.

Further, in the injection determination table 208b used in the case of a dead row, whether or not to perform injection is determined in association with the presence or absence of preventive injection. A preventive injection is an injection that is performed in advance before approaching a specific point such as a slope where slipping or skidding is likely to occur. . The presence or absence of continuous injection, which will be described later, is determined according to the operating state of the train and the type of adoption, according to an injection method table, an example of which is shown in FIG.

(C) Calculation of index value The index value is a judgment index for determining whether or not to inject for the axle, which is the unit of injection control, and is calculated by the injection control device 1 based on the on-board information about the train that can be obtained on the vehicle. . The injection control device 1 calculates the index value using the time when the train approaches the candidate point of the candidate point group of the selected employment category for each axle, which is the unit of injection control, as the calculation timing. Then, based on this index value, as described above, for the axle in question, selection and updating of the adoption classification of the candidate point group and determination of whether or not to inject fuel are performed.

Specifically, the index values are calculated by calculating three index values La, Lb, and Lc according to the index value calculation tables shown in FIGS. calculate. Then, the sum of the three calculated index values La, Lb, and Lc is set as the index value Bb. The index value calculation table 206 includes an index value calculation table 206a for calculating the index value La, an example of which is shown in FIG. 5, and an index value calculation table 206b for calculating the index value Lb, an example of which is shown in FIG. , and an index value calculation table 206c for calculating the index value Lc, an example of which is shown in FIG.

The index value calculation table 206a of the index value La, as shown in FIG. With regard to the six items of , an additional value is associated with each of the possible item values divided into a plurality of ranges.

The open unit situation K is whether there is a unit in the train that no longer contributes to braking or vehicle drive (open unit). An additional value is determined for each type of device for braking or driving the vehicle, such as an engine, a transmission (in the case of a railcar), a motor, and a storage battery, installed on the train. Also, it is determined that the additional value is larger when there is an open unit than when there is no open unit. In addition, the added value differs depending on whether the open unit is on the head side (front side) or the tail side (rear side) of the train with respect to the control target axis, and the added value also varies depending on the total number of open units.

The open unit means that the unit related to braking or vehicle driving, such as an engine, a transmission, a motor, and a storage battery, is not used as a unit. Therefore, as described above, in the injection determination table 208, the greater the value of the index value La, the higher the possibility of determining that the injection is to be performed. It can be said that the index value is calculated so as to increase the possibility of injecting fuel compared to the case where the fuel injection is not performed.

The ordinal number N of the controlled axis is the number of the controlled axis counted from the head of the train. note that. The ordinal number N, for example, counts only the driving axis during power running, and counts all axes without distinction between the driving axis and the driven axis during braking, and excludes the driving axis by the unit when the unit is released. For example, the method of counting from the head of the train may be changed according to the operating conditions, the conditions of the open units, and the conditions of contribution to power running and braking. The smaller the ordinal number N, that is, the closer to the head of the train, the larger the additional value. The ordinal number N of the controlled axis corresponds to the relative position in the train of the axis, which is the injection control unit. As described above, the injection determination table 208 is defined such that the larger the value of the index value La, the higher the possibility of determining that injection should be performed. It can be said that the index value is calculated so that the possibility of injecting is higher when it is the head (first) of the axis that is the injection control unit of the injection control unit than when it is the tail.

The MR pressure P is the pressure of the main air reservoir (MR) of the own vehicle. The compressed air stored in the original air reservoir is supplied to all vehicle equipment that operates with air pressure, such as air brakes, and is also supplied to the air tank 12 of the injection device 10 and used to inject the adhesive agent. For this reason, the lower the MR pressure P, the smaller the additional value, which is determined to be a negative value.

The effective number ratio is the total number of controlled axes of the own vehicle and the total number of axes that no longer contribute to braking or vehicle driving in the own vehicle to the total number of controlled axes of the own vehicle (motor-equipped axes). is the percentage of the difference. For example, when the total number of controlled axes of the own vehicle is "2", and the total number of motor-disengaged axes (corresponding to no longer contributing to vehicle driving) is "1", the effective number ratio becomes "0.5 (less than 1)". When the effective number ratio is less than 1, that is, when there is an axis that no longer contributes to braking or driving the vehicle, the additional value is set to be larger than when there is no axis.

The vehicle weight W is the weight of the own vehicle. In the case of a reserved-seat vehicle, the weight of the passengers according to the boarding rate may be added, or the weight of the passengers estimated from the air pressure of the air spring may be added. It is determined that the larger the vehicle weight W, the larger the additional value.

The remaining amount of adhesive increasing material is the remaining amount of adhesive increasing material in the adhesive increasing material tank 11 of the injection device 10 for the control target shaft. The smaller the remaining amount of the adhesive increasing agent, the smaller the additional value, which is determined to be a negative value.

The index value La is calculated as follows according to the index value calculation table 206a. That is, in the index value calculation table 206a, a provisional index value is calculated by summing all of the added values associated with the item values of each of these six items included in the on-board information at the time of composition of the train. It is assumed that the index value is La1. In addition, in the index value calculation table 206a, a provisional index value is calculated by totaling all the addition values associated with the item values of each of these six items included in the on-vehicle information at the timing of judging whether or not to inject. and the current index value La2. Then, an index value La is calculated by performing a predetermined calculation based on the at-composition index value La1 and the current index value La2. That is, the index value La is calculated according to a calculation method in which the index values La1 and La2 are weighted differently depending on the combination of the presence or absence of continuous injection and the presence or absence of preventive injection.

Here, continuous injection means that injection is performed continuously for a predetermined time from the start of injection or the detection of re-adhesion (convergence of idling skid), and the injection determined to be injected when approaching the candidate point is the object. is. A preventive injection is an injection that is performed in advance before approaching a specific point such as a slope where slipping or skidding is likely to occur. . The presence or absence of continuous injection and the presence or absence of preventive injection are determined according to the operating state of the train and the type of use according to an injection method table, an example of which is shown in FIG.

FIG. 8 is a diagram showing an example of the injection method table 210. As shown in FIG. As shown in FIG. 8, the injection method table 210 includes an injection method table 210a used when the driving state is acceleration (powering) and an injection method table 210b used when the driving state is braking. The injection method tables 210a and 210b define the presence/absence of preventive injection (yes/no) and the presence/absence of continuous injection (yes/no) in association with each of categories 0 to 3, respectively. The presence/absence of preventive injection indicates whether preventive injection is performed. The conditions for injection when continuous injection is "none" are, for example, to start injection when slipping is detected, and to end injection when re-adhesion is detected (convergence of slipping).

As shown in FIG. 6, the index value calculation table 206b of the index value Lb divides the possible item values into multiple ranges for the four items of the number of vehicles in the composition M, the control unit U, the wheel diameter R, and the gear ratio G. Each of them is defined in association with an additional value. In the index value calculation table 206b, the index value Lb is calculated by summing all the added values associated with the item values of these four items included in the on-board information. These four item values do not change while the train is running. For this reason, for example, the index value Lb can be calculated when the train is composed, and the previously calculated index value Lb can be used while the train is running.

The composition vehicle number M is the total number of vehicles constituting the train. It is determined that the smaller the number M of vehicles in the composition, the larger the additional value. As described above, the injection determination table 208 is defined such that the greater the value of the index value Bb, which is the total value of the index values La, Lb, and Lc, the higher the possibility of determining that the fuel should be injected. It can be said that the index value is calculated such that when the number of cars in a train is less than a predetermined number, the probability of injection is higher than when the number of cars is equal to or greater than the predetermined number.

A control unit U is a motor control unit in a train, and is the number of drive shafts (motors) controlled simultaneously by one inverter. It is determined that the larger the number of axes, the larger the additional value.

The wheel diameter R is the diameter of the wheel of the controlled shaft. It is determined that the larger the wheel diameter R, the larger the additional value.

A gear ratio G is a gear ratio of a gear that connects the controlled shaft and the motor. It is determined that the smaller the gear ratio, the larger the additional value.

The index value calculation table 206c of the index value Lc includes, as shown in FIG. With regard to the six items of , an additional value is associated with each of the possible item values divided into a plurality of ranges. In the index value calculation table 206c, the index value Lc is calculated by summing the item values of these six items included in the on-vehicle information and the associated additional values. Since these six item values change while the train is running, it is necessary to calculate each time a candidate point is approached.

The output increase command S indicates whether or not the driver of the train has given an acceleration command in response to the standard driving operation determined by the operation plan, for example, whether or not the high acceleration switch on the cab has been turned on. The additional value is determined to be larger when the output increase command S is present than when it is not.

The notch limit C is the difference between the actual notch determined by the train driver and the reference notch for each travel position determined by the operation plan or the like. It is determined that the smaller the actual notch with respect to the reference notch, the larger the additional value.

The delay is the delay time of the train, and can be, for example, the difference between the elapsed time on the train diagram from the previous departure station and the actual elapsed time. It is determined that the larger the delay, the larger the additional value.

The temperature rise protection is whether or not a predetermined protective operation against the temperature rise of the vehicle equipment such as the motor and engine of the vehicle having the target injection control unit (hereinafter referred to as "self-vehicle") has been performed. The added value is set to be larger when the protection operation is performed (with) than when the protection operation is not performed (absence).

Auxiliary machine operation is whether the auxiliary machine (mainly an air conditioner and a compressor) in the own vehicle is operating. The additional value is determined to be larger when the accessory is not operating (no) than when the accessory is operating (yes).

SOC/DOD is the state of the storage battery when the host vehicle has a storage battery for driving, and is the state of charge (SOC) or the depth of discharge (DOD). An additional value is defined for each of the SOC and DOD. Also, the closer the SOC or DOD to the lower limit range, the greater the additional value.

[Device configuration]
FIG. 9 is a configuration diagram of the injection control device 1, and shows functional units for realizing the injection control of the present embodiment and information used in each functional unit. The injection control device 1 is implemented as a kind of computer system such as a so-called CPU board, and as shown in FIG. . The processing unit 100 is a processor realized by an arithmetic unit or an arithmetic circuit such as a CPU (Central Processing Unit) or an FPGA (Field Programmable Gate Array). It has a point detection unit 104 , an index value calculation unit 106 , a segment selection unit 108 , an injection control unit 110 , and a preventive injection instruction unit 112 . Each of these functional units can be realized in software by the processing unit 100 executing a program, or can be realized by a dedicated arithmetic circuit. The storage unit 200 is a memory that stores various types of information used for injection control, and includes candidate point group information 202, an index value calculation table 206, a category selection table 204, an injection determination table 208, an injection method table 210, It stores composition time index value information 212 , current index value information 214 , and adoption classification information 216 .

The on-board information acquisition unit 102 acquires on-board information, which is information about a train that can be acquired on the vehicle, from the on-board information monitor. On-board information includes the direction of travel of the train, the speed and position of the train, the operating conditions such as acceleration (powering), slowing, and braking, and whether or not there are units that no longer contribute to braking or vehicle driving. Unit status, MR pressure of each car, output increase command and number of notches according to driver's driving operation, train delay, temperature rise protection for car equipment, auxiliary machine operation of each car, remaining amount of adhesive material for each injection device 10 , the SOC and DOD of the storage battery, and the like. Depending on the type of information, the information may be acquired not from the on-board information monitor but from a control device mounted on each vehicle.

The candidate point detection unit 104 detects, based on the running position of the train, that the train is approaching a candidate point where injection control may be performed. Specifically, for each axle, which is a unit of injection control, it is detected that a train has approached a candidate point included in the candidate point group of the adoption section selected by the section selection unit 108 for that axle. The running position of the train is included in the on-board information acquired by the on-board information acquisition unit 102 . The adoption classification for each axle, which is the unit of injection control, selected by classification selection unit 108 is stored as adoption classification information 216 . Further, the correspondence relationship between the divisions 0 to 3 and the candidate point group, which is a set of a plurality of candidate points, is stored in advance as the candidate point group information 202 (see FIG. 2).

It should be noted that the candidate point detection unit 104 may detect the approaching of the candidate point at an earlier timing than the actual approaching of the candidate point. In order to realize this, in the candidate point group information 202, for each candidate point, a position a predetermined distance before the position of the actual candidate point is associated as a provisional candidate point. Then, the candidate point detection unit 104 detects that the temporary candidate point is approached as the corresponding candidate point is approached. The predetermined distance that determines the temporary candidate point is set in consideration of the calculation time of the injection control device 1 and the control delay time of the injection device 10 . As a result, when the train approaches a temporary candidate point before the train approaches the candidate point, the index calculation unit 106 calculates the index value, and the injection control unit 110 determines whether or not to inject the train. reaches the actual candidate point, the injection device 10 can start injection without any time delay.

The index value calculation unit 106 calculates an index value that serves as a determination index for determining whether or not to inject for the target injection control unit, using at least the relative position in the train of the target injection control unit. Specifically, the index values La, Calculate Lb, Lc, and Bb. Calculation of the index value for each axle, which is a unit of injection control, is performed by the candidate point detection unit 104 at a calculation timing when it is detected that the candidate point for the axle is approached. The index value calculated by the index value calculation unit 106, which is calculated using the on-board information at the time the train is composed, is stored as the index value information 212 at the time of composition, and the on-board information at the current calculation timing is stored. An index value calculated using the information is stored as current index value information 214 .

As described above, the index value calculation table 206a includes the item of the ordinal number N of the controlled axis, which indicates the number of the controlled axis counted from the head of the train. At least the relative position of an axle in the train is used to calculate the index value. Further, it is determined that the smaller the ordinal number N of the controlled axis, that is, the closer to the head of the train, the larger the additional value. The injection determination table 208 is defined such that the greater the value of the index value La, the higher the possibility of determining that the fuel should be injected. Therefore, when the controlled axis, which is the target injection control unit, is at the head (first) of the train's injection control units, compared to the case where it is at the end, the possibility of injecting is higher. The index value is calculated as follows.

The index value calculation table 206a also includes an open unit status K item indicating whether or not there are units (open units) that no longer contribute to braking or vehicle driving, and the number of such units. When there is an open unit, the additional value is set to be larger than when there is no open unit. The injection determination table 208 is defined such that the greater the value of the index value La, the higher the possibility of determining that the fuel should be injected. Therefore, the index value is calculated so that the possibility of injection is higher when the unit is opened than when the unit is not opened.

Then, the index value La is calculated as follows according to the index value calculation table 206a. That is, according to the index value calculation table 206a, a provisional index value is calculated using the on-board information at the time of composition of the train, and is set as the composition-time index value La1. Further, according to the index value calculation table 206a, a provisional index value is calculated using on-board information at the calculation timing, and is set as the current index value La2. Then, the index value La is calculated according to a calculation method in which the degree of priority (weight) of the index values La1 and La2 differs according to the combination of the presence or absence of continuous injection and the presence or absence of preventive injection. Therefore, a provisional index value is calculated when a train is composed and stored as a composition-time index value, a temporary index value at a given calculation timing is calculated and used as a current index value, and a composition-time index value and a current index value are calculated. A predetermined calculation based on is performed to determine the index value.

In addition, the index value calculation table 206b includes an item of the number M of vehicles in the train, and is defined such that the smaller the number M of vehicles in the train, the larger the additional value. The injection determination table 208 is defined such that the greater the index value Bb, which is the sum of the index values La, Lb, and Lc, the higher the possibility of determining that the fuel should be injected. Therefore, the index value is calculated so that when the number of cars in a train is less than a predetermined number, the possibility of injection is higher than when the number of cars is equal to or greater than the predetermined number.

The segment selection unit 108 selects the adoption segment, which is the determination timing of whether or not to inject for the target injection control unit, from among a group of candidate points with different sparseness of the determined candidate points, relative to the train of the target injection control unit. Select using at least the most suitable positions. Specifically, the on-board information acquired by the on-board information acquisition unit 102 is used to select the adoption category for each axle, which is the unit of injection control, according to the category selection table 204 (see FIG. 3). The selection of the adoption category for each axle, which is the unit of injection control, is performed at the timing when the candidate point detection unit 104 detects that the candidate point for the axle has been approached. It should be noted that if the operating state is low, since the classification selection table 204 is not defined, selection of the adoption classification is not performed, and the adoption classification (current adoption classification) that has been entirely selected is continued.

In addition, when the train is running, it is prohibited to select, as the current adopted division, a division of the candidate point group with a lower density than the candidate point group of the adopted division selected last time. In other words, if the category selected this time is "same" or "larger" than the previously selected hiring category, the category selected this time is updated as a new hiring category, and the category selected this time is "smaller" than the previously selected hiring category. ”, the hiring category is not updated and the previously selected hiring category remains unchanged. Also, when a train arrives at a station and the direction of travel of the train changes at that station, the adoption classification is initialized (updated to the smallest classification 0).

In addition, since the segment selection table 204 includes segment selection tables 204a and 204b with different threshold values, which are used when the train operating conditions are acceleration (powering) and braking (braking), respectively, The classification determination threshold value is variably determined, and the adopted classification is selected based on the relative relationship between the determined classification determination threshold value and the index value.

The injection control unit 110 uses at least the relative position in the train of the injection control unit to be controlled (the target injection control unit) to determine whether or not to inject the target injection control unit. It controls whether or not to perform injection according to the detection by 104 . Specifically, for each axle, which is a unit of injection control, whether or not to inject for that axle is determined according to the injection determination table 208 (see FIG. 7) using the on-board information acquired by the on-board information acquisition unit 102. judge. The determination of whether or not to inject fuel for each axle, which is the unit of injection control, is made by the candidate point detection unit 104 when it is detected that the candidate point included in the candidate point group of the adoption section for the axle is approaching. Do it on time. As described above, the index value is calculated according to the index value calculation table 206 including the item of the ordinal number N of the controlled axis indicating the number of the controlled axis counted from the head of the train. At least the relative position of the axle in the train, which is the unit of control, is used to determine whether or not to inject.

Further, the injection determination table 208 defines whether or not to inject each combination of the index values La and Bb and the respective threshold values of the running speed V of the train in association with each other. Therefore, the traveling speed of the train is further used to determine whether or not to inject the control target shaft, which is the target injection control unit. Furthermore, based on the index value calculated by the index value calculation unit 106, it is determined whether or not to inject the target injection control unit.

The injection determination table 208 also includes three types of injection determination tables 208a, 208b, and 208c with different threshold values, which are used when the train operating state is acceleration (powering), rolling, and braking (braking). Therefore, the injection control threshold value is variably determined based on the operating state of the train, and whether or not to inject for the target injection control unit is determined based on the relative relationship between the determined injection control threshold value and the index value. there is

Then, when the injection control device 1 determines that injection is to be performed for the controlled axle, it outputs an injection signal instructing injection to the injection device 10 of the axle. At this time, the injection method table 210 is referred to, and if the setting of continuous injection corresponding to the operating state of the train and the classification of the shaft to be controlled is "Yes", an injection signal instructing injection for a predetermined injection time. and

When the preventive injection instruction unit 112 detects that a predetermined start point of preventive injection has been reached, the preventive injection instruction unit 112 refers to the injection method table 210 and determines the preventive injection corresponding to the operating state of the train and the classification of the shaft to be controlled. Injection setting is determined, and if the preventive injection is "yes", an injection signal instructing injection is output to the injection device 10 of the controlled shaft. The preventive injection may be performed continuously for a predetermined period of time, or may be terminated by detecting that a predetermined end point of the preventive injection has been reached.

[Process flow]
FIG. 10 is a flowchart for explaining the flow of injection control processing. This processing is executed in parallel by the injection control device 1 with each axle of the train set as the control target axle. It also shows the processing until the train stopping at the starting station reaches the terminal station.

First, while the train is stopped at a station, the classification selection unit 108 initializes the adoption classification to the "smallest" classification 0 for the control target axis (step S1). Next, the index value calculation unit 106 calculates index values according to the index value calculation table 206 using on-board information (step S3). Based on the calculated index value, the category selection unit 108 selects and updates the adopted category according to the category selection table 204 (step S5).

When the train departs from the station (step S7), the candidate point detection unit 104 determines whether or not the control target axis has approached a candidate point included in the candidate point group corresponding to the selected adoption category. is detected (step S9: YES), the index value calculation unit 106 uses the current on-board information to calculate the index value according to the index value calculation table 206 (step S11). Subsequently, the injection control unit 110 determines whether or not to inject the control target axis according to the injection determination table 208 based on the calculated index value (step S13). If it is determined to inject (step S15: YES), the injection control unit 110 outputs an injection signal instructing injection to the injection device 10 of the injection target shaft (step S17).

Further, the segment selection unit 108 selects a segment for the control target axis according to the segment selection table 204 based on the calculated index value (step S19). Then, if the classification selected this time is "larger" than the classification selected last time (current adoption classification) (step S21: YES), the adoption classification is updated to the classification selected this time (step S23).

Subsequently, it is determined whether or not the traveling direction of the train has changed, and if it has changed (step S24: NO), it is further determined whether the change in the traveling direction is a switchback between stations. If there is a change in the traveling direction of the train due to switchback between stations (step S29: YES), the process returns to step S11. If there is no change in the traveling direction of the train due to switchback between stations (step S29: NO), the process returns to step S1. A change in the direction of travel of a train occurs when there is a switch within a station (track transfer) or a switchback between stations. , the index value is recalculated and the employment category is updated.

If the traveling direction of the train has not changed (step S24: NO), then it is determined whether the train has stopped at the next stop station. If the train has not stopped (step S25: NO), step S9. back to If the train stops at the next stop station (step S25: YES) and the stop station is not the terminal station (step S27: NO), the process returns to step S3. If the stop station is the terminal station (step S27: YES), this process ends.

[Effect]
According to this embodiment, in a train composed of one or more cars, for each axle that is an injection control unit, it is determined whether or not to inject using at least the relative position in the train, and the train is a candidate. It is possible to control whether or not to perform injection according to approaching a point. As a result, it is possible to realize more appropriate injection control for suppressing or deterring idling. This is because in a train, the susceptibility to slip and skid may differ depending on the relative position in the train, for example, the head side is more likely to slip than the tail side. . In addition, since at least the relative position of the injection control unit in the train is used, it is possible to flexibly cope with changes in the number of running lines and the number of trains due to relocation of vehicles, and to realize appropriate injection control.

[Modification]
It goes without saying that the embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can be changed as appropriate without departing from the scope of the present invention.

(A) Unit of injection control For example, in the above-described embodiment, the unit of injection control is the axle, but it may be other than this, such as a truck or a vehicle. In that case, the above-described embodiment can be applied as it is, with only the target injection control unit being a truck or a vehicle.

(B) Injection control device In the above-described embodiment, one injection control device is installed in one train. The train may be equipped with a plurality of injection control devices. When an injection control device is installed in each unit, each injection control device performs injection control for each injection control unit of the unit in which the injection control device is installed. The control itself performed by each injection control device is the same as in the above-described embodiment. The same applies to the case where each vehicle is equipped with an injection control device.

DESCRIPTION OF SYMBOLS 1... Injection control apparatus 102... On-board information acquisition part 104... Candidate point detection part 106... Index value calculation part 108... Section selection part 110... Injection control part 112... Preventive injection instruction|indication part 202... Candidate point group information , 204... Category selection table 206... Index value calculation table 208... Injection determination table 210... Injection method table 212... Composition index value information 214... Current index value information 216... Employment category information 10... Injection device 11... Adhesive increasing material tank 12 Air tank 13 Nozzle 14 Solenoid valve 20 Wheel 22 Rail

Claims (14)

In a train composed of one or more cars, an injection control device that controls the injection control of adhesive increasing material between the wheels and rails in each injection control unit, with axles, bogies, or cars as injection control units. and
detection means for detecting that the train is approaching a candidate point where the injection control may be performed, based on the running position of the train;
Using at least the relative position in the train of the injection control unit to be controlled (hereinafter referred to as the "target injection control unit"), it is determined whether or not to inject the target injection control unit, and detection by the detection means. injection control means for controlling whether or not to perform injection according to
Injection control device with. The injection control means further uses the running speed of the train to determine whether or not to inject the target injection control unit.
The injection control device according to claim 1. The target injection control selects a segment (hereinafter referred to as "adopted segment") as a determination timing for determining whether or not to inject for the target injection control unit from among the segment of the determined candidate point group with different sparseness and density. segment selection means for selecting using at least relative positions of units on the train;
The detection means detects that a candidate point included in the group of candidate points in the adopted section is approached.
The injection control device according to claim 1 or 2. The section selecting means selects the adopted section by further using the running speed of the train.
The injection control device according to claim 3. When the train is running, the section selection means prohibits selection of a group of candidate points with a lower density than the group of candidate points of the previously selected adopted section as the currently adopted section.
The injection control device according to claim 3 or 4. index value calculation means for calculating an index value as a determination index for determining whether or not to inject for the target injection control unit, using at least the relative position of the target injection control unit in the train;
further comprising
The injection control means determines whether or not to inject the target injection control unit based on the index value.
The injection control device according to claim 1 or 2. index value calculation means for calculating an index value as a determination index for determining whether or not to inject for the target injection control unit, using at least the relative position of the target injection control unit in the train;
further comprising
The category selection means selects the adoption category based on the index value,
The injection control means determines whether or not to inject the target injection control unit based on the index value.
The injection control device according to any one of claims 3-5. The injection control means variably determines an injection control threshold based on the operating state of the train, and based on the relative relationship between the determined injection control threshold and the index value, injects the target injection control unit. determine whether to let
The injection control device according to claim 6 or 7. The classification selection means variably determines a classification determination threshold based on the operating state of the train, and selects the adoption classification based on the relative relationship between the determined classification determination threshold and the index value.
The injection control device according to claim 7. The index value calculating means is configured to increase the possibility of injection when the target injection control unit is the head of the injection control units of the train compared to when it is the tail. calculate the index value,
The injection control device according to any one of claims 6-9. The train is of a composition that allows for the opening of units related to braking or vehicle drive,
The index value calculation means calculates the index value such that the possibility of injection is higher when the opening is performed than when the opening is not performed.
The injection control device according to any one of claims 6-10. The index value calculating means calculates the provisional index value when the train is composed and stores it as a composition-time index value, calculates the provisional index value at a given calculation timing as a current index value, and determining the index value by performing a predetermined calculation based on the index value at the time of composition and the current index value;
The injection control device according to claim 11. The index value calculation means calculates the index value so that the possibility of injection is higher when the number of vehicles constituting the train is less than a predetermined number of vehicles, compared to when the number of vehicles is equal to or greater than the predetermined number of vehicles.
The injection control device according to any one of claims 6-12. In a train composed of one or more cars, an injection control method for controlling the injection of an adhesive increasing material between wheels and rails in injection control units in which axles, bogies, or cars are used as injection control units. and
Detecting, based on the running position of the train, approaching a candidate point at which the injection control may be performed;
Using at least the relative position in the train of the injection control unit to be controlled (hereinafter referred to as the "target injection control unit"), it is determined whether or not to inject the target injection control unit, and in response to the detection, controlling whether or not to perform injection;
Injection control method including.

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