JP2009248714A - Constant low-speed operation control system in rail transportation vehicle of motive power dispersion system - Google Patents

Abstract

Provided is a technique for stably maintaining a constant low speed operation for a long time while synchronizing a plurality of power vehicles in a power distribution system rail transport vehicle capable of transporting a rail such as a long rail.
In the control device 12 mounted on the first car, transmission data of a control command in which the frequency is set larger as the difference between the set rotational speed and the rotational speed on the output side of the liquid transmission 15 becomes larger. In order to adjust the hydraulic pressure of the proportional solenoid valve of the liquid transmission 15, the control device 12 of each car including the control device 12 that has transmitted the control command 12 and generated the transmission data of the control command is based on the control command to itself. Is sent to the liquid transmission 15. The liquid transmission 15 outputs a hydraulic pressure adjustment signal set to increase the hydraulic pressure of the proportional solenoid valve to the proportional solenoid valve as the frequency of the transmission data of the control command increases based on the control command to itself. By controlling the hydraulic pressure of the valve, control is performed so that the rotation speed of the output shaft is maintained at the set rotation speed.
[Selection] Figure 1

Description

  The present invention relates to a technology for stably maintaining a constant low speed operation for a long time while synchronizing a plurality of power vehicles in a power distribution system rail transport vehicle capable of transporting a rail such as a long rail.

  The installed long rails are regularly replaced. For this purpose, a large number of freight cars are connected to the locomotive, and the new long rails are loaded on the loading platform and transported to the place to be exchanged. Centralized long rail vehicles are used.

In this type of long rail transport vehicle, a locomotive is adopted as a motor vehicle so that it can be put on a track where no overhead line is installed, and the locomotive pulls many freight cars from the front or from behind to concentrate power. The method has been adopted. During the long rail lowering operation, the locomotive is manually controlled by the driver's technique, and a constant low speed operation is performed at about 2 to 6 km / h.
Japanese Patent No. 3933510

  By the way, because there are many curves and slopes in Japan and the ground is weak, passenger cars are adopting a power distribution system that uses a pneumatic vehicle that is lighter than a locomotive and does not place a heavy burden on the track. Even for long-rail vehicles, the power distribution method that uses multiple power vehicles is used instead of the power concentration method that uses locomotives in order to make the vehicle specifications common and to further improve the efficiency and workability of rail transportation. Has been studied.

  In addition, when adopting a power distribution method for a long rail transport vehicle, it is preferable to employ a pneumatic vehicle as the power vehicle so that the vehicle can be placed on a track on which no overhead wire is installed.

Incidentally, the power distribution type train has the following advantages more specifically, and is effective even when the power distribution method is adopted for the long rail transport vehicle.
(1) Since the tensile force applied to the vehicle is smaller than when the locomotive is towed, the vehicle parts can be shared with the passenger vehicle.

  (2) The higher the proportion of the motor vehicle in the train, the better the acceleration / deceleration performance and braking performance, the higher the speed and the constant speed traveling on the uphill, the more curved sections, and the frequent acceleration / deceleration required It is also effective in the line section.

(3) The operation can be continued even if a part of the motor vehicle breaks down.
However, when the power distribution method using a plurality of power vehicles as described above is employed in a long rail transport vehicle, it is necessary to perform a constant low speed operation while synchronizing the plurality of power vehicles when performing a long rail lowering operation. .

  The main factors related to the speed control of a pneumatic vehicle as a powered vehicle are engine output, load state of auxiliary equipment, detection of actual vehicle speed, output of proportional solenoid valve in transmission, brake clutch plate friction coefficient in transmission The PID calculation value of the control device, etc. can be mentioned, but since there are variations in characteristics statically and dynamically, it is difficult to perform constant speed operation while synchronizing a plurality of power vehicles in the power distribution system. Met.

  A method of performing constant low speed control for each vehicle is also conceivable. For example, in Patent Document 1, the result of PID calculation of the deviation between the target vehicle speed and the measured vehicle speed is treated as the amount of operation of the proportional solenoid valve current, and the hydraulic pressure of the proportional solenoid valve is the brake clutch (the reverse clutch opposite to the traveling direction). ), A technique for performing constant low speed control by controlling the braking force is disclosed. However, when constant low-speed control is performed for each vehicle in this way, considering the transient state of the braking force for each vehicle, there is a state in which a vehicle with an increasing braking force and a vehicle with a decreasing braking force exist simultaneously. There is a problem that a mechanical loss and a time loss required to stabilize the entire knitting occur.

  Furthermore, when driving at constant low speed for a long time, when the error in braking force between vehicles increases, or when there is a vehicle that cannot be detected by the control device for some reason, the braking force of the transmission of that vehicle However, there is a problem in that the operation is always the maximum and the operation differs from that of other vehicles, and a mechanical load is applied.

Note that the above-described problem becomes conspicuous in the case of a train having a large number of vehicles included in one train such as a rail transport vehicle that transports a long rail.
The present invention has been made in view of such a problem, and an object of the present invention is to maintain a constant low speed while synchronizing a plurality of power vehicles in a rail transport vehicle of a power distribution system capable of transporting a rail such as a long rail. The purpose is to provide a technique for stably continuing the operation for a long time.

  According to a first aspect of the present invention, there is provided a constant speed operation control system for a power distribution type rail transport vehicle according to claim 1 provided in each of the plurality of power vehicles in the power distribution type rail transport vehicle capable of transporting the rail. And a control device for controlling the rotational speed on the output side of the liquid transmission that transmits the rotational energy output from the engine as a power source mounted on the power vehicle provided to the wheels. The plurality of control devices are connected to each other so as to communicate with each other by passing through a control transmission line.

  The above-described liquid transmission includes a wet multi-plate forward rotation clutch, a wet multi-plate reverse rotation clutch, and a wet multi-plate speed stage clutch, and a gear speed reduction mechanism including gears that are always meshed. Is a power transmission device configured to switch between the rotation direction and the rotation speed of the output shaft, and when either the forward rotation clutch or the reverse rotation clutch and one of the speed stage clutches are completely connected, they are not connected. A speed suppressing means for slip-coupling the driving side clutch plate and the driven side clutch plate of either the other forward rotation clutch or the reverse rotation clutch that is idle in a state so as to have a rotational speed difference therebetween, is provided; Pressure oil adjusted to the slip coupling pressure is supplied to the pressure receiving chamber of the piston that presses the clutch plate of each clutch. The speed control means further includes a proportional solenoid valve that adjusts the pressure oil to the slip coupling pressure, a rotation detection sensor that detects the rotational speed on the output side, and a hydraulic pressure adjustment signal that is output to the proportional solenoid valve. And a controller.

Each of the plurality of control devices can generate transmission data of a control command for controlling the rotational speed on the output side of the liquid transmission and output the data to other control devices.
First, the rotation speed setting means of the control device sets a set rotation speed. This set rotational speed is the rotational speed on the output side of the liquid transmission that transmits the rotational energy output from the engine that is the power source of the power vehicle provided to the wheels, and is a constant for performing the rail lowering work. It is set so as to correspond to the traveling speed when executing the low-speed operation. The rotational speed detecting means detects the rotational speed on the output side of the liquid transmission based on the output signal from the rotation detection sensor of the liquid transmission. Further, the difference calculating means calculates the difference between the set rotational speed set by the rotational speed setting means and the rotational speed detected by the rotational speed detecting means. Then, the control command output means generates control command transmission data for controlling the rotation speed on the output side of the liquid transmission at a frequency corresponding to the difference calculated by the difference calculation means, and the generated The control command transmission data is output to another control device via the control transmission line.

Any one of the plurality of control devices is configured to generate and output transmission data of the control command.
Then, the plurality of control devices including the control device that has generated the transmission data of the control command controls the controller of the liquid transmission mounted on the power vehicle provided based on the control command to itself, and transmits the control command. The hydraulic pressure adjustment signal, which is set to increase the proportional solenoid valve's hydraulic pressure as the data frequency increases, is output to the proportional solenoid valve, and the proportional solenoid valve's hydraulic pressure is adjusted to adjust the output shaft rotation speed to the set rotation speed. Hold.

  Therefore, the constant low speed operation can be continued stably for a long time while synchronizing a plurality of power vehicles in a power distribution system rail transport vehicle capable of transporting a rail such as a long rail.

  In this case, as in claim 2, only the control device closest to the head of the knitting among the control devices provided in the power vehicle in which the engine and the liquid transmission are normally operated transmits the transmission data of the control command. It can be configured to output. In this way, even if the engine or liquid transmission of the power vehicle on which the control device that outputs the transmission data of the control command is mounted fails, the power vehicle (control device) that outputs the control command is formed as much as possible. It is possible to change to a power vehicle (control device) close to the head of the vehicle, and it is possible to continue constant low speed operation control.

  Further, as described in claim 3, only the control device having the highest priority among the control devices provided in a power vehicle in which no failure has occurred in the mounted engine or the liquid transmission, transmits the transmission data of the control command. It can be configured to output. In this way, even if the engine or liquid transmission of the power vehicle equipped with the control device that outputs the transmission data of the control command fails, the power that outputs the control command according to the preset priority order. The vehicle (control device) can be changed, and constant low speed operation control can be continued.

Embodiments of the present invention will be described below with reference to the drawings.
[First embodiment]
FIG. 1 is an explanatory diagram showing a schematic configuration of a control system of the present embodiment. This control system is provided with the control apparatus 12 provided in each each car of the rail vehicle of 13-car train, for example.

The control device 12 is configured by a microcomputer, a signal input / output unit, and the like, and the control devices 12 of each car are connected to each other so as to communicate with each other by passing through a control transmission line.
In addition, the control device 12 has a function of setting, as the set rotational speed, the rotational speed on the output side of the liquid transmission 15 corresponding to the traveling speed when performing the constant low speed operation for performing the long rail lowering operation. .

  Moreover, as shown in FIG. 2, the rail vehicle on which the present control system is mounted is a power distribution type train that is composed of 13 vehicles including 8 power vehicles and 5 accompanying vehicles. The long rail can be transported. Specifically, No. 1, No. 3, No. 4, No. 5, No. 9, No. 9, No. 10, No. 11, and No. 13 cars are powered cars. No. 2, No. 6, No. 7, No. 7, No. 8 And car 12 is an accompanying car.

In addition, the engine 14 and the liquid type transmission 15 are mounted in the pneumatic vehicle which is a motor vehicle among the vehicles which comprise a rail vehicle (refer FIG. 1).
The engine 14 burns fuel, converts the thermal energy into mechanical rotational energy, and drives the wheels 16 via the liquid transmission 15. In the present embodiment, a diesel engine is employed as the engine 14.

  The liquid transmission 15 transmits the rotational energy output from the engine 14 to the wheels 16 and secures the traction performance in the low speed range by the torque amplification function of the torque converter, and wide by the shift in the direct connection stage. The engine performance of the engine 14 can be effectively utilized in the speed region.

  More specifically, as disclosed in the above-mentioned Patent Document 1 (Patent No. 3933510), the liquid transmission 15 includes a wet multi-plate forward rotation clutch, a wet multi-plate reverse rotation clutch, and a wet multi-plate type It is a power transmission device that includes each speed stage clutch and a gear speed reduction mechanism that is a gear that is always meshed, and is configured to switch between the rotation direction and the rotation speed of the output shaft by the engagement and disengagement of each clutch.

  Further, the liquid transmission 15 includes the other forward rotation clutch that is idle in the non-coupled state when either the forward clutch or the reverse clutch and one of the speed stage clutches are completely coupled. Alternatively, there is provided speed suppressing means for slip-coupling the drive side clutch plate and the driven side clutch plate of either one of the reverse clutches so as to have a rotational speed difference therebetween.

  Further, the speed suppressing means is provided with means for supplying pressure oil adjusted to the slip coupling pressure to the pressure receiving chamber of the piston that presses the clutch plate of each clutch. The speed suppression means includes a proportional solenoid valve that adjusts the pressure oil to the slip coupling pressure, a rotation detection sensor that detects the rotational speed on the output side, and a controller that outputs a hydraulic pressure adjustment signal to the proportional solenoid valve. ing.

A signal indicating the rotation speed on the output side detected by the rotation detection sensor of the liquid transmission 15 is sent to the control device 12.
Next, the constant low speed operation control executed by the present control system will be described.

  First, in the control device 12 mounted on the first car, for example, by the driver's operation, the output side of the liquid transmission 15 corresponding to the traveling speed at the time of performing the constant low speed operation for performing the long rail lowering operation Is set as the set rotation speed. At the time of such a long rail lowering operation, constant speed operation is performed at about 2 to 6 km / h, so that the liquid transmission 15 mounted on each power vehicle is set to the first speed.

  Subsequently, the control device 12 calculates the difference between the previously set rotational speed and the output-side rotational speed detected by the rotation detection sensor of the liquid transmission 15, and at a frequency corresponding to the calculated difference. Generates transmission data for control commands. This control command is for instructing acceleration / deceleration control to each control device 12 mounted on each power vehicle. When the output side rotational speed is higher than the set rotational speed, the frequency increases as the difference increases. Is set so as to increase, and when the rotational speed on the output side is low with respect to the set rotational speed, the frequency is set to decrease as the difference increases. For this reason, the lower the frequency, the higher the tractive force (engine speed) and the lower the brake force (clutch pressure), and the higher the frequency, the lower the tractive force (engine speed) and the brake force (clutch pressure). Get higher.

  Subsequently, the control device 12 outputs the transmission data of the generated control command to the control device 12 of each car. In this embodiment, control command transmission data is output at a cycle of 50 ms. Since the control transmission terminal devices 12 of each car are connected to each other so as to communicate with each other as described above, control command transmission data from the control device 12 is sent to the control device 12 of each car.

  Although all the control devices 12 have the function of outputting control command transmission data as described above, the control device 12 provided in a motor vehicle in which the engine 14 and the liquid transmission 15 are normally operated. Only the control device 12 closest to the head of the knitting is configured to output the transmission data of the control command. Initially, only the control device 12 mounted on the first car is configured to output the transmission data of the control command. Therefore, when the engine 14 and the liquid transmission 15 fail, the engine 14 and the liquid transmission 15 output a signal indicating that to the control device 12 mounted on the same power vehicle, and the control device 12 outputs the engine based on the output signal. 14 or the liquid transmission 15 can be known to have failed. If a failure occurs in the engine 14 or the liquid transmission 15 that is mounted on the same power vehicle as the control device 12 that outputs the control command transmission data, the control device 12 next reports the fact to the head of the knitting. After that, the control device 12 mounted on the power vehicle close to is notified, and thereafter, the control device 12 that has received the communication outputs the transmission data of the control command as described above.

  On the other hand, the control device 12 of each car performs acceleration / deceleration control of the liquid transmission 15 based on a control command to itself. Specifically, the control device 12 sends a control command for hydraulically adjusting the proportional solenoid valve of the liquid transmission 15 to the controller of the liquid transmission 15 based on the control command to itself. This process is similarly executed in the control device 12 that has generated the transmission data of the control command.

  On the other hand, the controller of the liquid transmission 15 generates a hydraulic pressure adjustment signal for the proportional solenoid valve based on a control command from the control device 12. This hydraulic pressure adjustment signal is generated to a set value that increases the hydraulic pressure of the proportional solenoid valve as the frequency of the transmission data of the control command increases. Then, the controller of the liquid transmission 15 outputs the generated hydraulic pressure adjustment signal to the proportional solenoid valve.

[Effect of the first embodiment]
(1) As described above, according to the control system of the first embodiment, in the control device 12, the transmission data of the control command in which the frequency is set larger as the difference between the set rotational speed and the output-side rotational speed increases. Is transmitted to the control device 12 of each car, while the control device 12 of each car including the control device 12 that has generated the transmission data of the control command is based on the control command to itself, the proportional solenoid valve of the liquid transmission 15 Is sent to the controller of the liquid transmission 15. Based on the control command to itself, the controller of the liquid transmission 15 outputs a hydraulic pressure adjustment signal set to increase the hydraulic pressure of the proportional solenoid valve to the proportional solenoid valve as the frequency of the transmission data of the control command increases. By controlling the hydraulic pressure of the proportional solenoid valve, the rotation speed of the output shaft of the liquid transmission 15 is controlled to be maintained at the set rotation speed.

  (1-1) In this case, when the difference between the set rotational speed and the rotational speed on the output side of the liquid transmission 15 is positive and small, the rotational speed on the output side of the liquid transmission 15 is slightly smaller than the set rotational speed. It is judged that it is small and it is necessary to increase the rotational speed gently, and the brake force in the liquid transmission 15 is slightly reduced by slightly reducing the hydraulic pressure of the proportional solenoid valve, so that the rotational speed on the output side of the liquid transmission 15 is reduced. It is possible to approach the set rotational speed while gradually increasing.

  (1-2) When the difference between the set rotational speed and the rotational speed on the output side of the liquid transmission 15 is positive and large, the rotational speed on the output side of the liquid transmission 15 is considerably smaller than the set rotational speed. Therefore, it is determined that the rotational speed needs to be increased rapidly, and the brake force in the liquid transmission 15 is greatly reduced by greatly reducing the hydraulic pressure of the proportional solenoid valve, so that the rotational speed on the output side of the liquid transmission 15 is reduced. It is possible to approach the set rotational speed while increasing rapidly.

  If the difference between the set rotational speed and the rotational speed on the output side of the liquid transmission 15 is positive as described above, the fuel injection amount of the engine 14 is reduced in a situation where the set rotational speed is not reached even when the braking force is minimized. The traction force is increased and the rotational speed on the output side can be brought close to the set rotational speed. Specifically, the control device 12 outputs transmission data of a control command for increasing the fuel injection amount of the engine 14, and the engine 14 increases the fuel injection amount based on the control command to itself.

  (1-3) On the other hand, when the difference between the set rotational speed and the rotational speed on the output side of the liquid transmission 15 is negative and small, the rotational speed on the output side of the liquid transmission 15 is slightly higher than the set rotational speed. The rotational speed of the liquid transmission 15 is slightly increased by slightly increasing the hydraulic pressure of the proportional solenoid valve to slightly increase the braking force in the liquid transmission 15 and determining the rotational speed on the output side of the liquid transmission 15. It is possible to approach the set rotation speed while gradually decreasing.

  (1-4) When the difference between the set rotational speed and the rotational speed on the output side of the liquid transmission 15 is negative and large, the rotational speed on the output side of the liquid transmission 15 is considerably larger than the set rotational speed. Therefore, it is determined that the rotational speed needs to be drastically decreased, and the brake force in the liquid transmission 15 is greatly increased by greatly increasing the hydraulic pressure of the proportional solenoid valve, so that the rotational speed on the output side of the liquid transmission 15 is increased. It is possible to approach the set rotational speed while drastically decreasing.

  Therefore, the constant low speed operation can be continued stably for a long time while synchronizing a plurality of power vehicles in a power distribution system rail transport vehicle capable of transporting a rail such as a long rail.

  (2) Further, according to the present control system of the first embodiment, the control device closest to the head of the knitting among the control devices 12 provided in the power vehicle in which the engine 14 and the liquid transmission 15 are normally operated. 12 is configured to output the transmission data of the control command, so that the engine 14 or the liquid transmission 15 of the motor vehicle on which the control device 12 that outputs the transmission data of the control command is temporarily installed fails. However, the power vehicle (control device) that outputs the control command can be changed to the power vehicle (control device) as close to the head of the knitting as possible, and the constant low speed operation control can be continued.

[Other Embodiments]
As mentioned above, although one Embodiment of this invention was described, this invention is not limited to the said embodiment, It is possible to implement in the following various aspects.

  (1) In the above embodiment, only the control device 12 closest to the head of the knitting among the control devices 12 provided in the power vehicle in which the engine 14 and the liquid transmission 15 that are mounted normally operate transmits the control command. Although it is configured to output data, the invention is not limited to this. For example, the highest priority is given to the control device 12 provided in a power vehicle in which no failure has occurred in the engine 14 or the liquid transmission 15 to be mounted. Only the control device 12 may be configured to output the transmission data of the control command. Specifically, when a failure occurs in the engine 14 or the liquid transmission 15 mounted on the same power vehicle as the control device 12 that outputs the transmission data of the control command, the control device 12 notifies the fact next. The control device 12 mounted on the motor vehicle having a higher priority is communicated, and thereafter, the control device 12 that has received the communication outputs the transmission data of the control command as described above. In this way, even if the engine 14 or the liquid transmission 15 of the motor vehicle on which the control device 12 that outputs the transmission data of the control command is mounted fails, the control command is issued according to the preset priority order. The output power vehicle (control device) can be changed, and constant low-speed operation control can be continued.

It is explanatory drawing which shows schematic structure of a control system. It is explanatory drawing which shows a rail carrier.

Explanation of symbols

DESCRIPTION OF SYMBOLS 12 ... Control apparatus, 14 ... Engine, 15 ... Liquid transmission, M ... Power vehicle, T ... Associated vehicle

Claims (3)

Liquid-type shift that is provided in each of a plurality of power vehicles in a power distribution type rail vehicle that can carry rails and that transmits rotational energy output from an engine as a power source mounted on the power vehicle provided to the wheels. Equipped with a control device for controlling the rotational speed of the output side of the machine,
The plurality of control devices are connected to be able to communicate with each other by passing a control transmission line,
The liquid transmission includes a wet multi-plate forward rotation clutch, a wet multi-plate reverse rotation clutch, and a wet multi-plate speed stage clutch, and a gear reduction mechanism composed of gears that are always meshed. A power transmission device configured to switch between the rotation direction and the rotation speed of the output shaft, and is in a non-coupled state when either the forward clutch or the reverse clutch and the one of the speed stage clutch are completely coupled. A speed suppressing means is provided for slip-coupling the drive side clutch plate and the driven side clutch plate of either the other forward rotation clutch or the reverse rotation clutch that is idle at a speed difference between them; For the speed suppression means, the pressure oil adjusted to the slip coupling pressure is supplied to the pressure receiving chamber of the piston that presses the clutch plate of each clutch. And a proportional solenoid valve that adjusts the pressure oil to the slip coupling pressure, a rotation detection sensor that detects the rotational speed on the output side, and a hydraulic pressure adjustment signal that is output to the proportional solenoid valve. A controller, and
Further, each of the plurality of control devices includes:
Rotational speed that sets the rotational speed on the output side of the liquid transmission mounted on the power vehicle provided as the set rotational speed, corresponding to the traveling speed when performing the constant low speed operation for performing the rail lowering operation Setting means;
A rotation speed detecting means for detecting a rotation speed on the output side of the liquid transmission based on an output signal from the rotation detection sensor of the liquid transmission;
Difference calculating means for calculating a difference between the set rotational speed set by the rotational speed setting means and the rotational speed detected by the rotational speed detecting means;
Transmission data of a control command for controlling the rotational speed on the output side of the liquid transmission is generated at a frequency corresponding to the difference calculated by the difference calculating means, and the generated transmission data of the control command is generated. Control command output means for outputting to another control device via the control transmission line,
Any one of the plurality of control devices is configured to generate and output transmission data of the control command,
A plurality of control devices including the control device that has generated the transmission data of the control command controls the controller of the liquid transmission mounted on the power vehicle provided based on the control command to itself, and transmits the transmission data of the control command. The proportional solenoid valve outputs a hydraulic pressure adjustment signal set to increase the proportional solenoid valve's hydraulic pressure as the frequency increases, and the proportional solenoid valve's hydraulic pressure is adjusted to maintain the output shaft rotation speed at the set rotational speed. A constant low-speed driving control system for a power distribution system rail transporter. In the constant low speed operation control system according to claim 1,
Of the control devices provided in the engine and the power vehicle in which the liquid transmission operates normally, only the control device closest to the head of the train is configured to output the transmission data of the control command. A constant low-speed operation control system for a rail vehicle with distributed power. In the constant low speed operation control system according to claim 1,
Only the control device having the highest priority among the control devices provided in the powered vehicle in which no failure has occurred in the engine or the liquid transmission to be mounted is configured to output the transmission data of the control command. A constant low-speed operation control system for a power distribution rail transport vehicle.

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