Railway vehicle test device and test method

Abstract

To simulate various disturbances unique to railways, in railway vehicles, multiple axles are driven by a single drive unit and operated in a train set, therefore, a load testing device that interlocks multiple axles is required, and it is also possible.SOLUTION: As a test device for railway vehicles, it has a plurality of combinations of load generators connected to the device under test via joints and load controllers that control the load generators, the load controllers calculate control command for the load generator based on vehicle body information and running conditions of the railway vehicle to be tested, and each of the plurality of load controllers controls the corresponding load generator according to the control command to simulate the running state of the railway vehicle.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a testing device and a testing method for a rail vehicle drive device. [Background technology]

[0002] In order to test the motor drive system of an automobile, an automobile dynamometer system or a dynamometer that controls the load generator to perform electric inertia control has been proposed. These are devices for testing the drive train, engine, etc. of an automobile.

[0003] For example, Patent Document 1 proposes a control system that uses a dynamometer system to rotate the front and rear wheels at a synchronous speed. Patent Document 2 proposes a control system that uses a load control system that uses a dynamometer to simulate the tire inertia and vehicle body inertia to simulate the running conditions of an actual vehicle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6525076 [Patent Document 2] Patent No. 6737363 Summary of the Invention [Problem to be solved by the invention]

[0005] The above-mentioned known techniques are techniques for testing equipment used in testing automobiles, and therefore do not simulate various disturbances specific to railways, such as the wheel diameters inside cars or between cars in a train, running resistance due to gradients or curves, or wheel slippage, which are desired to be simulated in railways.

[0006] In addition, in the case of railway vehicles, one drive unit drives multiple axles and they are operated in a train configuration, so the multiple axles are linked in various ways, and a load test device that links multiple axles is required, but this is not simulated in automotive test devices, so railway drive units cannot be properly evaluated. [Means for solving the problem]

[0007] In order to solve the above problems, one of the representative railway vehicle test devices of the present invention is a test device that includes a plurality of combinations of a load generator connected to a test device via a joint and a load controller that controls the load generator. and a general control device that controls a plurality of load controllers in a general manner. Has Overall control device The railcar to be tested Both Call and run A frictional force between the wheels of the railway vehicle and the road surface, which is set as a vehicle parameter representing a state, and test control information of a plurality of test devices input from the outside, Calculates control commands for the load generator based on Then, the control command is output to each load controller. Each of the load controllers controls the corresponding load generator by a control command to control the load of the railcar. Wheel-by-wheel slippage This is to simulate the above. Effect of the Invention

[0008] 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. [Brief description of the drawings]

[0009] [Figure 1] 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. [Diagram 2] FIG. 2 is a diagram showing a control block constituting the load drive control system of the first embodiment. [Diagram 3]FIG. 4 is a diagram showing the relationship between the torque of a load generator and the torque of a test motor. [Figure 4] FIG. 11 is a diagram showing control blocks constituting a load drive control system according to a second embodiment. [Diagram 5] FIG. 11 is a diagram showing control blocks constituting a load drive control system according to a third embodiment. [Figure 6] FIG. 13 is a diagram showing control blocks constituting a load drive control system according to a fourth embodiment. [Figure 7] FIG. 13 is a diagram showing control blocks constituting a load drive control system according to a fifth embodiment. [Figure 8] FIG. 13 is a diagram showing control blocks constituting a load drive control system according to a sixth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, with reference to the drawings, a description will be given of Examples 1 to 6 of the present invention. Note that the present invention is not limited to Examples 1 to 6. In addition, in the description of the drawings, the same parts are denoted by the same reference numerals.

[0011] In addition, in the following description, examples of four or two axles are shown, but the present invention is not limited to this and can also be applied to five or more axles.

[0012] Furthermore, in the following description, a combination of a three-phase AC machine and an inverter is shown as an example of the load machine, but a combination of a DC machine and a chopper, or a combination of 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 a synchronous motor, a DC motor, or an engine may also be used. EXAMPLES

[0013] 1 is a diagram showing an example of the overall configuration of a railway vehicle testing device having multiple drive sources according to a first embodiment of the present invention. The railway vehicle testing device is composed of a test drive system 1, which is the subject of the test, and a load drive system 2 that applies a load to the test drive system 1. It is desirable to configure this testing device in a form that closely resembles the composition of an actual vehicle as much as possible.

[0014] 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.

[0015] Each of the test motors 13 is connected to a respective load generator 21 of the load drive system 2 via a joint 14 and a shaft 15 .

[0016] 1, the number of test motors 13 and load generators 21 is four, but this is not limited to four. Furthermore, the multiple test motors 13 are not limited to the same type of motor, and different types of motors may be mixed. This also applies to the multiple load generators 21.

[0017] The load driving system 2 comprises a load generator 21, a load inverter 22, a load controller 23, and a load general control device 24.

[0018] 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.

[0019] Fig. 2 is a diagram showing 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. Fig. 2 shows a case where there are two load controllers 23, but 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.

[0020] The load general control device 24 has a vehicle model 51, and this vehicle model 51 has internal vehicle parameters that represent the vehicle and the running state. Using these vehicle parameters, a torque command or a speed command according to the running conditions and running state of the vehicle is calculated and output to the load controller 23.

[0021] 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 to counter 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).

[0022] For an actual vehicle, even if it is operated with the same test torque, the acceleration of the vehicle varies depending on the weight of the vehicle body and the load of passengers. Therefore, the load general 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.

[0023] As described above, the method of simulating the behavior of the vehicle by using the command output by the load controller 23 as torque has been described. Also, if the command is a parameter for controlling the motor such as speed, it is possible to simulate the behavior of the vehicle, and this corresponds to the case described as the speed command in the first embodiment. EXAMPLES

[0024] 4 is a diagram showing control blocks constituting a load drive control system 31 of the second embodiment. The difference from the load drive control system 31 of the first embodiment is that a vehicle model 51 performs command calculations using not only vehicle parameters but also sample control information input from the outside. Here, the sample control information is information related to the sample drive system 1, such as a sample torque and speed information of a sample machine.

[0025] The vehicle model 51 of the load general control device 24 has internal vehicle parameters for simulating the running conditions and running state of the vehicle. This vehicle model 51 calculates a load generator control command (torque command or speed command) based on the vehicle parameters and sample control information input from the outside.

[0026] The load general control device 24 outputs the calculated load generator control command (torque command or speed command) to the load controller 23. EXAMPLES

[0027] 5 is a diagram showing control blocks constituting a 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.

[0028] The train composition model 61 has data related to the train composition, such as the number of cars in the train and the position of each car, and calculates the state of the train composition using this data stored in the train composition model 61 to obtain train composition parameters. The train composition model 61 also transmits the calculated train composition parameters to the vehicle model 51.

[0029] The vehicle model 51 calculates a load generator control command (torque command or speed command) based on the train configuration parameters.

[0030] The load general control device 24 outputs the calculated load generator control command (torque command or speed command) to the load controller 23.

[0031] Here, Figure 5 shows two vehicle models 51, and 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 topmost 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.

[0032] In addition, the lower vehicle model 51 corresponds to the second car in the vehicle formation, receives formation parameters 2 for the second car from the formation model 61, and outputs a torque command 3 or a speed command 3 to the second-from-the-bottom load controller 23 corresponding to the first axle of the second car, and outputs a torque command 4 or a speed command 4 to the bottommost load controller 23 corresponding to the second axle of the second car. EXAMPLES

[0033] 6 is a diagram showing control blocks constituting the load drive control system 31 of the embodiment 4. The difference from the load drive control system 31 of the embodiment 3 is that the composition model 61 also uses sample control information input from the outside to calculate the composition state.

[0034] The load control device 24 has a vehicle model 51 and a train set model 61, similar to the third embodiment.

[0035] 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 sample control information, such as sample torque, from the outside, 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.

[0036] The vehicle model 51 calculates a load generator control command (torque command or speed command) that simulates the running conditions and running state of each vehicle, based on the information on the composition and the test control information.

[0037] The load general control device 24 outputs the calculated load generator control command (torque command or speed command) to the load controller 23.

[0038] Here, the two vehicle models 51 shown in Figure 6 have the same input / output configuration as the vehicle model 51 of the third embodiment shown in Figure 5 above, but the train set model 61 receives test control information corresponding to each of the load controllers 23, for example.

[0039] As described above, in the fourth embodiment, by adding a train set model, it becomes possible to simulate the behavior of the train set and interference between cars in the train set. EXAMPLES

[0040] 7 is a diagram showing control blocks constituting a load drive control system 31 of the embodiment 5. The difference from the load drive control system 31 of the embodiment 1 is that the load drive control system does not include the load general control device 24, and information is transmitted between the load controllers 23 to share control information.

[0041] The load drive control system 31 is composed of a plurality of load controllers 23. Each of the load controllers 23 has a vehicle model 51.

[0042] The load controllers 23 calculate load generator control commands (torque commands or speed commands) that simulate the state of the vehicle based on load generator control commands from the other load controllers 23 and information from the vehicle model 51 . EXAMPLES

[0043] 8 is a diagram showing control blocks constituting a load drive control system 31 of the embodiment 6. The load drive control system 31 of the embodiment 6 differs from the load drive control system 31 of the embodiment 5 in that a vehicle model 51 also performs calculations using sample control information input from the outside.

[0044] The load drive control system 31 is composed of a plurality of load controllers 23 , and each of the load controllers 23 has a vehicle model 51 .

[0045] 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 information about the vehicle model 51 from the other load controllers 23 and test control information from the outside.

[0046] 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 the first to sixth embodiments. 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.

[0047] (1) Friction between the wheel and the road surface When setting the frictional force between the wheels and the 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.

[0048] The greater the friction between the wheels and the road surface, the greater the torque command value is set. At this time, the position information of the section being traveled is calculated from the speed and elapsed time. The current value of friction is determined based on the calculated position information of the section.

[0049] This makes it possible to simulate changes in frictional force on each axle for each section, or to simulate phenomena such as vehicle skidding.

[0050] (2) Wheel diameter When wheel diameter is set 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.

[0051] This makes it possible to simulate the wheel diameter of each axle and to simulate the phenomenon that occurs when a difference in wheel diameter occurs between axles.

[0052] (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.

[0053] This makes it possible to simulate the timing at which the brakes are applied and the strength of the braking force when applied.

[0054] (4) Weight on the axle When setting the weight on the axles 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.

[0055] This makes it possible to simulate the weight placed on each axle, as well as changes in weight due to changes in occupancy rate and uneven weight distribution of cars within a train.

[0056] (5) Gradient resistance When setting gradient resistance as a vehicle parameter, 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 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.

[0057] This makes it possible to simulate the gradient resistance of each axle and to simulate the vehicle's running state on a gradient section and its start on a gradient section.

[0058] (6) Curved resistance When setting curve resistance 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 larger the curve resistance, the larger the torque command value is. At this time, position information of the traveling 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.

[0059] This makes it possible to simulate the curve resistance of each axle and the running conditions of the vehicle on a curved section.

[0060] (7) Rail joint resistance When setting resistance at 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 travel route, and information on the vehicle weight, and determines the timing at which resistance due to the rail joints occurs.

[0061] 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 train and the timing when the resistance of the rail joint is applied are calculated from the speed and elapsed time.

[0062] (8) Tunnel driving resistance When setting the tunnel running resistance as a vehicle parameter, the vehicle model 51 has information on the position 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.

[0063] This makes it possible to simulate the tunnel running resistance of each axle and to simulate the running conditions of a vehicle in a tunnel section.

[0064] (9) Starting resistance When setting the departure resistance as a vehicle parameter, the vehicle model 51 has information on the vehicle weight, occupancy rate, and static friction force due to the road surface condition on the travel route, and determines the magnitude of the departure resistance. At this time, the larger the departure resistance is, the larger the command value is set to simulate the departure resistance.

[0065] This makes it possible to simulate the starting resistance applied to the axle at start-up.

[0066] 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 gist of the present invention.

[0067] Furthermore, the above-mentioned nine items that can be set as vehicle parameters can of course be set not only individually but also in combination with each other. [Explanation of symbols]

[0068] 1: Test drive system, 2: Load drive system, 11: Test inverter, 12: test controller, 13: test motor, 14: coupling, 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: Formation model

Claims

1. 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; Each of the plurality of load controllers controls the corresponding load generator according to the control command to simulate wheel-by-wheel skid of the railroad vehicle. A railway vehicle test device comprising:

2. 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:

3. A test device for railway vehicles that combines a plurality of load generators connected to a test device via joints, 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; The load generator is controlled by the control command to simulate wheel-by-wheel slippage of the railroad vehicle. A railway vehicle testing method comprising:

4. 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 test control information, and information about the composition. A railway vehicle testing method comprising:

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