JP7629828B2 - Railway vehicle test device and test method - Google Patents

Description

The present invention relates to a test device and a test method for a train drive system.

To test automotive motor drive systems, automotive dynamometer systems and dynamometers have been proposed that control the load generator to perform electrical inertia control. These are devices for testing automotive drive trains, engines, etc.

For example, Patent Document 1 proposes a control system that uses a dynamometer system to rotate the front and rear wheels at synchronous speeds. Patent Document 2 proposes a control system that uses load control to simulate tire inertia and vehicle body inertia using a dynamometer to simulate the running conditions of an actual vehicle.

Patent No. 6525076 Patent No. 6737363

The above-mentioned publicly known technologies are technologies for testing equipment used in automobile testing, and therefore do not simulate various disturbances specific to railways, such as the wheel diameters inside the cars and between the cars in the train, running resistance due to gradients and curves, and wheel-slippage.

In addition, in railway vehicles, multiple axles are driven by a single drive unit and operated in a train configuration, so the multiple axles are linked in various ways, necessitating a load test device in which multiple axles are linked; however, this is not simulated in automotive test equipment. As a result, railway drive units cannot be properly evaluated.

In order to solve the above problems, one representative railway vehicle testing device of the present invention has multiple combinations of load generators connected to the test equipment via joints and load controllers that control the load generators , and an overall control device that overall controls the multiple load controllers , and the overall control device calculates a control command for the load generator based on the friction force between the wheels of the railway vehicle and the road surface, which are set as vehicle parameters representing the railway vehicle to be tested and its running state, and test control information of the multiple test equipment input from the outside , and outputs the control command to each load controller , and each of the multiple load controllers controls the corresponding load generator using the control command to simulate wheel-by-wheel skid of the railway vehicle.

According to the present invention, it is possible to provide a test device for a railway vehicle drive unit that faithfully takes into account various disturbances and behaviors of railway vehicles, such as the gradient of the route on which an actual railway vehicle runs, curves, running resistance in tunnel sections and lighted sections, load fluctuations due to rail joints, wheel diameters within a vehicle and between cars that make up a train, and wheel-by-wheel variations in the slippage and sliding behavior of a vehicle.
Problems, configurations and effects other than those described above will become apparent from the description of the following embodiments.

1 is a diagram showing an overall configuration of a railway vehicle testing device having a plurality of driving sources according to a first embodiment of the present invention; FIG. 2 is a diagram showing a control block constituting the load drive control system of the first embodiment. FIG. 4 is a diagram showing the relationship between the torque of a load generator and the torque of a test motor. FIG. 11 is a diagram showing a control block constituting a load drive control system according to a second embodiment. FIG. 11 is a diagram showing a control block constituting a load drive control system according to a third embodiment. FIG. 13 is a diagram showing control blocks constituting a load drive control system according to a fourth embodiment. FIG. 13 is a diagram showing control blocks constituting a load drive control system according to a fifth embodiment. FIG. 13 is a diagram showing control blocks constituting a load drive control system according to a sixth embodiment.

Below, examples 1 to 6 of the present invention will be described with reference to the drawings. Note that the present invention is not limited to these examples 1 to 6. In addition, in the drawings, the same parts are denoted by the same reference numerals.

In addition, in the following explanation, examples of four or two axles are shown, but this is not limited to this and five or more axles can also be used.

Furthermore, in the following explanation, an example of a combination of a three-phase AC machine and an inverter is shown as the load machine, but a DC machine and a chopper, or a single-phase AC machine and an inverter, may also be used. On the other hand, a three-phase induction motor is shown as an example of the test machine, but it may also be a synchronous motor, a DC motor, or an engine.

Figure 1 is a diagram showing an example of the overall configuration of a railway vehicle test device having multiple drive sources according to a first embodiment of the present invention. The railway vehicle test device is composed of a test drive system 1, which is the subject of the test, and a load drive system 2, which applies a load to the test drive system 1. It is desirable to configure this test device in a form that closely resembles the composition of an actual vehicle as much as possible.

The test drive system 1 is composed of a test inverter 11, a test controller 12, and a test motor 13. The test inverter 11 is supplied with DC power from the overhead power line or the DC power source of the facility, and drives the test motor 13 with AC power converted from DC to AC power. At this time, the torque, which is the force that drives the test motor 13, is calculated by the test controller 12.

Each test motor 13 is connected to each load generator 21 of the load drive system 2 via a coupling 14 and a shaft 15.

In FIG. 1, four test motors 13 and four load generators 21 are shown as an example, but this is not limited to four. Furthermore, the multiple test motors 13 are not limited to being the same type of motor, and different types of motors may be mixed. This also applies to the multiple load generators 21.

The load drive system 2 is composed of a load generator 21, a load inverter 22, a load controller 23, and a load general control device 24.

The load inverter 22 is also supplied with DC power from the overhead power line or the DC power source of the facility, and drives the load generator 21 with AC power converted from DC to AC power. At this time, the torque that drives the load generator 21 is controlled by the load controller 23. The torque command for generating this torque is calculated by the load general control device 24.

Figure 2 is a diagram showing the control blocks constituting the load drive control system 31 of the first embodiment. The load drive control system 31 is composed of a load general control device 24 and a load controller 23. Although Figure 2 shows a case where there are two load controllers 23, two or more may be used depending on the test subject. This also applies to the number of load controllers 23 in the second to sixth embodiments.

The load general control device 24 has a vehicle model 51, which has internal vehicle parameters that represent the vehicle and its driving state. Using these vehicle parameters, it calculates a torque command or a speed command according to the vehicle's driving conditions and driving state, and outputs the torque command or the speed command to the load controller 23.

FIG. 3 is a diagram showing the relationship between the torque of the load generator 21 (load torque shown by a dotted line in FIG. 3) and the torque of the test motor 13 (test torque shown by a solid line in FIG. 3).
The load generator 21 outputs torque in opposition to the torque output of the test motor 13 that is the test subject. The difference between the two becomes the torque for accelerating or decelerating the vehicle (for example, the acceleration torque due to the difference between the two as shown in FIG. 3).

Even when an actual vehicle is operated with the same test torque, the vehicle acceleration varies depending on the weight of the vehicle body and the load of passengers. Therefore, the load control device 24 uses the vehicle model 51 to calculate the acceleration obtained according to the vehicle parameters, and calculates the torque that reproduces this acceleration, thereby realizing a test that simulates the state of the vehicle and the route on which it is traveling.

As described above, a method for simulating the behavior of a vehicle in which the command output by the load controller 23 becomes torque has been described. In addition, if the parameter controls the motor, such as speed, it is possible to simulate the behavior of the vehicle, and in the first embodiment, this corresponds to the case described as a speed command.

Figure 4 is a diagram showing the control blocks constituting the load drive control system 31 of the second embodiment. The difference from the load drive control system 31 of the first embodiment is that the vehicle model 51 performs command calculations using not only vehicle parameters but also test control information input from the outside. Here, the test control information is information related to the test drive system 1, such as test torque and test machine speed information.

The vehicle model 51 in the load general control device 24 has internal vehicle parameters for simulating the vehicle's driving conditions and driving state. This vehicle model 51 calculates the load generator control command (torque command or speed command) based on the vehicle parameters and test control information input from the outside.

The load general control device 24 outputs the calculated load generator control command (torque command or speed command) to the load controller 23.

Figure 5 is a diagram showing the control blocks constituting the load drive control system 31 of the third embodiment. The load general control device 24 has a vehicle model 51 and a train set model 61.

The train formation model 61 has data on the train formation, such as the number of cars in the train and the position of each car, and uses this data stored within the train formation model 61 to calculate the state of the train formation and set it as train formation parameters. The train formation model 61 also transmits the calculated train formation parameters to the vehicle model 51.

The vehicle model 51 calculates the load generator control command (torque command or speed command) based on the train configuration parameters.

The load general control device 24 outputs the calculated load generator control command (torque command or speed command) to the load controller 23.

Here, FIG. 5 shows two vehicle models 51. For example, the upper vehicle model 51 corresponds to the first car in the vehicle formation, receives formation parameter 1 for the first car from formation model 61, and outputs torque command 1 or speed command 1 to the top load controller 23 corresponding to the first axle of the first car, and outputs torque command 2 or speed command 2 to the second load controller 23 from the top corresponding to the second axle of the first car.

The lower vehicle model 51 corresponds to the second vehicle in the vehicle formation, receives formation parameters 2 for the second vehicle from the formation model 61, and outputs a torque command 3 or a speed command 3 to the second load controller 23 from the bottom corresponding to the first axle of the second vehicle, and a torque command 4 or a speed command 4 to the bottommost load controller 23 corresponding to the second axle of the second vehicle.

Figure 6 is a diagram showing the control blocks constituting the load drive control system 31 of the fourth embodiment. The difference from the load drive control system 31 of the third embodiment is that the formation model 61 also uses sample control information input from the outside to calculate the formation state.

The load management control device 24 has a vehicle model 51 and a train set model 61, similar to the third embodiment.

The train set model 61 has data on the train set, such as the number of cars in the train set and the position of each car body. The train set model 61 calculates the state of the train set based on external test control information, such as test torque, and transmits the calculated train set parameters to the vehicle model 51. The train set model 61 also observes the state of all axles and performs linked parameter calculations for each axle.

The vehicle model 51 calculates load generator control commands (torque commands or speed commands) that simulate the running conditions and running states of each vehicle based on the configuration information and test control information.

The load general control device 24 outputs the calculated load generator control command (torque command or speed command) to the load controller 23.

The two vehicle models 51 shown in FIG. 6 have the same input/output configuration as the vehicle model 51 of the third embodiment shown in FIG. 5, but the train set model 61 receives test control information corresponding to each of the load controllers 23, for example.

As described above, in Example 4, by adding a train set model, it is possible to simulate the behavior of the train set and the interference between cars in the train set.

Figure 7 is a diagram showing the control blocks constituting the load drive control system 31 of the fifth embodiment. The difference from the load drive control system 31 of the first embodiment is that it does not have a load general control device 24, and information is transmitted between the load controllers 23 to share control information.

The load drive control system 31 is composed of multiple load controllers 23. Each load controller 23 has a vehicle model 51.

The load controller 23 calculates a load generator control command (torque command or speed command) that simulates the state of the vehicle based on the load generator control commands from the other load controllers 23 and information from the vehicle model 51.

Figure 8 is a diagram showing the control blocks constituting the load drive control system 31 of the sixth embodiment. The difference from the load drive control system 31 of the fifth embodiment is that the vehicle model 51 also performs calculations using sample control information input from the outside.

The load drive control system 31 is composed of multiple load controllers 23, and each load controller 23 has a vehicle model 51.

The load controller 23 calculates a load generator control command (torque command or speed command) that simulates the state of the vehicle using its own vehicle model 51 based on vehicle model 51 information from other load controllers 23 and test control information from the outside.

Next, the vehicle parameters of the vehicle model 51 will be described.
For example, the following nine items can be set as vehicle parameters of the vehicle model 51 in Examples 1 to 6. The vehicle parameters are information that represents the vehicle and running state, and are information that represents the state of each vehicle in the formation and the state of the line (running line), as shown in the following nine items.

(1) Frictional force between wheels and road surface When setting the frictional force between the wheels and road surface as a vehicle parameter, this frictional force is determined based on information such as the section of the route on which the vehicle is traveling, the weight on the vehicle, and the position of the axles within the train or vehicle.

The greater the frictional force between the wheels and the road surface, the greater the torque command value is set. At this time, the position information of the traveling section is calculated from the speed and elapsed time. The current value of frictional force is determined based on the calculated position information of the section.

This makes it possible to simulate changes in friction on each axle for each section, or phenomena such as vehicle skidding.

(2) Wheel diameter When setting the wheel diameter as a vehicle parameter, the position of the axle in the train or vehicle and the wheel diameter of each axle are set. The degree of influence on the torque command is changed according to the positional relationship of each wheel, such as the wheel diameter difference between bogies, the wheel diameter difference between cars, and the wheel diameter difference between trains.

This allows us to simulate the wheel diameter of each axle and simulate the phenomenon that occurs when there is a difference in wheel diameter between axles.

(3) Air brake force When setting the air brake force as a vehicle parameter, the torque command value is increased as the air brake force increases. At this time, the vehicle model has information on the magnitude of the air brake force at each speed range and the distance between the axle and the compressor, etc. within the train.

This makes it possible to simulate the timing at which the brakes are applied and the strength of the braking force when applied.

(4) Weight on Axles When the weight on the axles is set as a vehicle parameter, the vehicle model has data such as the vehicle weight for each vehicle type, the occupancy rate of each vehicle in the formation, and the fluctuation of the occupancy rate between stations, and changes the weight of the vehicle on each axle. The greater the weight on the axle, the greater the torque command value is set.

This allows us to simulate the weight placed on each axle, as well as changes in weight due to changes in occupancy rate and uneven distribution of car weight within a train.

(5) Gradient Resistance When gradient resistance is set as a vehicle parameter, the vehicle model 51 has data on the position of the gradient on the travel route, the magnitude of the gradient, the vehicle weight, and the occupancy rate of each vehicle, and determines the value of the gradient resistance from this data. The greater the gradient resistance, the greater the torque command value is. At this time, position information of the traveled section is calculated from the speed and elapsed time. The current gradient resistance value is determined based on the calculated position information of the section.

This makes it possible to simulate the gradient resistance of each axle, and to simulate the vehicle's running conditions on gradient sections and its start on gradient sections.

(6) Curve Resistance When curve resistance is set as a vehicle parameter, the vehicle model 51 has data on the position of the curve on the travel route, the curve radius, the weight of the car body, and the occupancy rate of each car, and determines the value of the curve resistance from this data. The greater the curve resistance, the greater the torque command value is. At this time, position information of the traveled section is calculated from the speed and elapsed time. The current value of the curve resistance is determined based on the calculated position information of the section.

This allows us to simulate the curve resistance of each axle and the running conditions of the vehicle on curved sections.

(7) Resistance of Rail Joints When setting resistance of rail joints as a vehicle parameter, the vehicle model 51 has information on the length of the rails and the distance between the joints on the traveling route, and information on the vehicle weight, and determines the timing at which resistance due to the rail joints occurs.

The resistance of the rail joint is simulated by increasing the torque command value when the train passes over the rail joint. At this time, the position of the vehicle and the timing when the resistance of the rail joint is applied are calculated from the speed and elapsed time.

(8) Tunnel running resistance When setting tunnel running resistance as a vehicle parameter, vehicle model 51 has position information of the tunnel on the travel route, and the relationship between the speed of the vehicle body under test and the tunnel running resistance, and determines the tunnel running resistance from these data. At this time, the larger the tunnel running resistance, the larger the torque command is set.

This allows us to simulate the tunnel running resistance of each axle and the running conditions of the vehicle in the tunnel section.

(9) Starting Resistance When setting the starting resistance as a vehicle parameter, the vehicle model 51 has information on the static friction force due to the vehicle weight, occupancy rate, and road surface condition on the traveling route, and determines the magnitude of the starting resistance. At this time, the starting resistance is simulated by increasing the command value as the starting resistance increases.

This allows us to simulate the starting resistance on the axle when starting up.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications are possible without departing from the spirit of the present invention.

In addition, the nine items mentioned above that can be set as vehicle parameters can of course be set not only individually, but also in combination with each other.

1: test drive system, 2: load drive system, 11: test inverter,
12: test controller, 13: test motor, 14: joint, 15: shaft,
21: load generator, 22: load inverter, 23: load controller,
24: Load overall control device, 31: Load drive control system, 51: Vehicle model,
61: Organization model

Claims (4)

A plurality of combinations of a load generator connected to the test device via a joint and a load controller for controlling the load generator ;
a general control device that controls the plurality of load controllers in a general manner;
having
the integrated control device calculates a control command for the load generator based on a frictional force between the wheels of the railway vehicle and a road surface, which is set as a vehicle parameter representing the railway vehicle to be tested and the running state of the railway vehicle, and test control information of the plurality of test devices input from an external source , and outputs the control command to each of the load controllers ;
A railway vehicle testing device characterized in that each of the plurality of load controllers controls the corresponding load generator by the control command to simulate wheel-by-wheel skid of the railway vehicle. 2. The railway vehicle test device according to claim 1,
The integrated control device includes a calculation unit that calculates information about a train configuration that includes the railway vehicles, calculates the control command based on the train parameters, the test control information, and information about the train configuration, and outputs the control command to each of the load controllers.
A railway vehicle test device comprising: For railway vehicle test equipment that combines multiple load generators connected to the test equipment via couplings,
Calculating a control command for the load generator based on a frictional force between the wheels of the railway vehicle and a road surface, which is set as a vehicle parameter representing the railway vehicle to be tested and the running state of the railway vehicle, and test control information of the plurality of test devices;
A railway vehicle testing method characterized in that the load generator is controlled by the control command to simulate wheel-by-wheel slippage of the railway vehicle . The railway vehicle testing method according to claim 3,
Calculating information regarding a train configuration made up of the railway vehicles;
The control command is calculated based on the vehicle parameters, the sample control information, and information about the train set.
A railway vehicle testing method comprising:

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