JPH044930Y2 - - Google Patents

Description

[Detailed Description of the Invention] <Industrial Field of Application> This invention relates to a variable load device that detects the load of a railway vehicle in order to perform brake control and power running control in accordance with the load.

<Prior art> Conventionally, in railway vehicles, from the perspective of placing emphasis on brake response performance, each vehicle has a brake device, a control unit to control the brake device, and a variable load controller to detect the load on the vehicle. Some were equipped with equipment. The control unit controls the brake device according to the load detected by the load adjustment device and a brake electric command supplied from a brake control unit provided at a driver's seat or the like.

However, the brake devices in recent electric cars are
In order to make effective use of electric brakes, a system is being adopted in which the electric brake is controlled as a unit consisting of a motor vehicle and a trailer vehicle. In such vehicles, instead of each vehicle being provided with a brake device, a control section, and a variable load device, each vehicle of one control unit is provided with a variable load device, but the control section is provided with a specific load device within one control unit. Now only one vehicle in the world is equipped with one.

An example of a variable load device used in such a case is shown in FIG. In this example, vehicles A to D have 1
Each vehicle A to D is provided with a pneumatic converter 10a to 10d. These pneumatic converters 10a to 10d input the air spring pressure of the front bogie and/or rear bogie of each vehicle and convert it into an electrical signal, and this electrical signal represents the load of each vehicle. . These electrical signals are each amplified by amplifiers 12a to 12d. These amplified signals are sent to a specific vehicle in which the control unit is installed, vehicle C in this example, through cables 14a, 14a', 14b, 14b', 14c,
14c', 14d, and 14d', where they are added by an adder 20 and supplied to the control section.

<Problem to be solved by the invention> However, in such a variable load device, one pair of cables must be laid from each vehicle to a specific vehicle through each vehicle in between, that is, one control unit It is necessary to lay the same number of logarithmic cables as the number of vehicles that make up the vehicle, and the cables must be laid through the vehicles between the specific vehicles, excluding the cables for specific vehicles. The problem was that it was troublesome. In particular, as the number of vehicles that make up one control unit increases, the number of cables increases.
The installation work becomes increasingly troublesome.

The purpose of this invention is to simplify the installation work by reducing the cables that must be laid for the load variable device to a pair of cables, which are the minimum unit.

<Means for Solving the Problems> In order to achieve the above object, this invention includes a load detection means that is provided in each of a plurality of connected vehicles and outputs a current representing the load of each vehicle, and a load detection means for each of the vehicles. A track is provided to run through the load detecting means, and each of the load detecting means is connected in parallel, and the output current of the load detecting means is respectively passed through the track, and a track is connected to the track in a specific vehicle among the above-mentioned vehicles, and the current flows through the track. The present invention further includes a converting section that converts the sum of the output currents of the respective load detecting means into a voltage.

<Function> According to this invention, the output current from each load detection means flows through the line. The number of load detection means is n, and the output current of each load detection means is i ₁ , i ₂ ...i _o
Then, the total value of the current flowing in this line I
becomes i ₁ +i ₂ ...+i _o . Therefore, when this total current value I is converted into a voltage by a converter provided in a particular vehicle, this voltage represents the total value of the loads detected by each load detection means.

<Example> Fig. 1 shows a brake device in which a load variable device according to this invention is implemented. In this example as well, 4
One control unit is constituted by the vehicles A to D, and each vehicle A to D has a pneumatic converter 22a to 2
2d are provided respectively. These pneumatic converters 22a to 22d are connected to the air spring pressure AS1 of the front bogie and/or the air spring pressure AS1 of the rear bogie of each vehicle.
AS2 is input and these air spring pressures, that is, the loads of each vehicle A to D are converted into electrical signals. These electrical signals are transmitted through amplifiers 24a to 24
The current is amplified at d. Therefore, if the output currents of the amplifiers 24a to 24d are respectively _ia , _ib , _ic , and _id , these represent the loads of the vehicles A to D. Pneumatic converters 22a to 22d and amplifier 24a
24d to 24d constitute a load detection means.

A pair of cables 26 are laid between each vehicle A to D. To this cable 26,
Amplification currents i _a , i _b ,
i _c and i _d are flowing respectively. Therefore, the total value I of the current flowing through the cable 26 is i _a + i _b +
It becomes i _c + i _d .

A specific vehicle (vehicle B in this embodiment) among the vehicles A to D is provided with a converter 28 , and its input side is connected to the cable 26 . This conversion section 28 has a receiving resistor 30 connected between the cables 26, as shown in FIG. 2, for example. A voltage V proportional to the total current I mentioned above is generated across the receiving resistor 30. This voltage V is amplified by an inverting amplifier composed of resistors 32 and 34 and an operational amplifier 36. Therefore, on the output side of the operational amplifier 36, a voltage _V0 , which is obtained by inverting and amplifying the voltage V, is generated. As mentioned above, the voltage V is the sum of the currents i _a , i _b , i _c , i _d proportional to the load of each vehicle.
Therefore, the voltage V ₀ is also proportional to the total value of the loads of each vehicle.

Further, as the converting section 28, for example, one shown in FIG. 3 can be used. This connects the non-inverting input terminal of the operational amplifier 36 to ground, and connects the cable 26 to the inverting input terminal of each amplifier 24a to 2.
A total value I of output current of 4d is applied to the operational amplifier 3.
A feedback resistor 38 is provided between the output side of 6 and the inverting input terminal side. In this case, between the inverting input terminal and the non-inverting input terminal of the operational amplifier 36,
Since it is imaginary, even though the current I flows through the inverting input terminal, it must be at ground potential. Therefore, a current of the same magnitude flows in the same direction as the current I through the feedback resistor 38 to the output side. Therefore, the output voltage V ₀ of the operational amplifier 36 is a value obtained by multiplying the resistance value of the feedback resistor 38 by the total current I. That is, the voltage V ₀ is the total value I of the currents i _a , i _b , i _c , i _d proportional to the load of each vehicle.
is proportional to.

The output voltage V ₀ of such a converter 28 is the first
As shown in the figure, the reference voltage is supplied to the brake force pattern generating section 40 of the brake receiver 39. The brake force pattern generating section 40 converts a 3-bit digital binary brake electric command signal from a brake control section 42 provided in the driver's seat into an analog electric signal, takes the reference voltage into consideration, and generates the electric brake as a brake force signal. When the total load of each vehicle A to D is large, the reference voltage that the conversion section 28 supplies to the brake force pattern generation section 40 becomes large; When the load is small, converter 2
The reference voltage that 8 applies to the brake force pattern generating section 40 becomes smaller. Therefore, even if the digital binary brake electric command signal is the same, if the total load of each vehicle A to D is large, the analog electric signal supplied to the electric brake control device 44 will be large, and each vehicle A When the total load from D to D is small, the analog electrical signal supplied to the electric brake control device 44 is small.

The electric brake control device 44 that has received the analog electric signal performs brake control on the motors 46, 46 provided in the vehicles B and C in accordance with the analog electric signal. Therefore, brake control is
This is done in response to the digital binary brake electric command signal and the detected total load of each vehicle.

At this time, a signal corresponding to the electric brake force actually being applied by the electric brake control device 44 is fed back to the supplementary calculation section 45 of the brake receiver 39. If the electric brake force is insufficient than the brake force commanded by the electric brake command signal, the supplementary calculation unit 45 calculates the shortfall and sends a supplementary brake command signal to each vehicle A according to the shortfall. It is supplied to the air brake application devices 50a to 50d. The air brake application devices 50a to 50d supply air pressure based on the supplementary brake command signal to the brake cylinders to apply a brake force. Further, in the above embodiment, the load variable device according to this invention was used for brake control, but it can of course also be used for power running control.

<Effects of the invention> As described above, according to the variable load detection device according to this invention, a current proportional to the load from each load detection means is passed through a track laid through each vehicle,
The total value of these currents is converted to voltage by a converter installed in a specific vehicle, so no matter how many vehicles there are, only one pair of tracks is required, making the installation process extremely simple. becomes.

In addition, as another technique for simplifying the cable installation work, for example, as shown in FIG. It is also conceivable that the signal is connected in series via a . However, in this case, for example, if the cable 54 is disconnected at a joint between the vehicles, no voltage will be generated in the receiving resistor 56, making it impossible to control the brakes and the like. The same applies when any one of the amplifiers 52a to 52d fails. Each amplifier 52a
In case of a failure in the bypass circuits 58a to 52d, as shown in FIG.
By providing bypass circuits 58a to 52d, respectively, control can be performed, although it is insufficient, but bypass circuits 58a to 58d must be provided, and the effect of simplifying the cable installation work is lost. Furthermore, if the cable is broken at a joint between vehicles, it becomes impossible to control the brakes, etc.

In contrast, in this invention, current is passed through the line from each load detection means, so even if there is a break in a part of the line, current flows through the converter and control can be performed. In the embodiment of FIG. 1, for example, vehicle B,
When the cable 26 is disconnected at the boundary of C, no current is supplied to the converter 28 from the amplifiers 24c and 24d, but current is supplied to the converter 28 from the amplifiers 24a and 24b. Therefore, brake control can be performed although it is insufficient. Furthermore, even if any of the amplifiers fails, current flows from the other amplifiers to the converter, so control can be performed. Therefore, there is no need to provide a bypass circuit or the like.

[Brief explanation of the drawing]

Figure 1 is a block diagram of an example of a brake system for railway vehicles that implements a load variable device according to this invention, Figure 2 is a block diagram of an example of a conversion section used in this example, and Figure 3 is a block diagram of an example of the same implementation. FIG. 4 is a block diagram of another example of the conversion unit used in the example, FIG. 4 is an explanatory diagram of another technical means for solving the conventional problem, and FIG. 5 is a block diagram of a conventional variable load device. {22a to 22d...Pneumatic converter, 24a to 24d...Amplifier} Load detection means, 26...Cable (line), 28...Conversion section.

Claims (1)

[Scope of utility model registration request] A load detection means provided in each of the plurality of connected vehicles and outputting a current representing the load of each vehicle; and a load detection means provided in each of the vehicles and connected in parallel with each other, and an output of the load detection means. A railway comprising: a track through which a current flows, and a conversion unit that converts into a voltage the sum of the output currents of the load detecting means connected to the track in a specific vehicle among the vehicles and flowing through the track. Variable load device for vehicles.