Takemasa Furuya

Measurement of the tractive force and the new adhesion control by the newly developed tractive force measurement equipment

The acceleration and deceleration rate of the train depend on the tractive force. When the wheels of the train slip on the rails, the torque is decreased to avoid the continuous slipping. The reason is that the tractive coefficient between the wheels and the rails has a peak at a certain slip velocity. But this adhesive phenomenon is not clearly examined or analyzed. Thus we have developed a new adhesion test equipment. In this paper, we measured the tractive force with this equipment, and clarified the adhesive phenomenon. Then we proposed a new tractive force control and verified the effectiveness of the proposed control scheme.

Maximum adhesion control for Shinkansen using the tractive force tester

The acceleration and deceleration rate of the train depend on the tractive force. When the wheels of the train slip on the rails, the electric torque is decreased to avoid the continuous slipping. This reason is that the tractive coefficient between the wheels and the rails has a peak at a certain slip velocity and the over slipping should be avoided. But this adhesive phenomenon is not clearly examined or analyzed. Thus we have developed new adhesion test equipment, and we measured the tractive force with this equipment, and clarified the adhesive phenomenon. Then, we proposed a maximum tractive force control in the slip region and verified the validity of the proposed control scheme.

Adhesion control in low-speed region and experiment verification with considering low-resolution pulse generator

An adhesion control performance in low-speed region considering a low-resolution pulse generator (PG) and experiment results are reported. In the proposed adhesion control methods, the wheel speed is required. However, in the railway field, the PG used for the wheel speed measurement is attached on the main motor and with only 60 pulse-per-revolution (ppr). Therefore, in the low-speed region, the speed value cannot be obtained in each control period. To solve this problem, a disturbance-instantaneous speed observer is proposed in this paper. The effectiveness of the proposed adhesion control with instantaneous wheel speed estimation has been verified by simulations and experiments.

Measurement of tractive force during acceleration and deceleration periods

The acceleration and deceleration ability of the train depend on the tractive force. When the wheels of the train slip on the rails, the electric torque is decreased to avoid the continuous slipping. This reason is that the tractive coefficient between the wheels and the rails has a peak at a certain slip speed. But this adhesive phenomenon is not clearly examined or analyzed. Thus we have developed a new tractive test equipment. We measured the tractive force with this equipment, and clarified the adhesive phenomenon. In this paper, the measurement results of the tractive coefficient (during the acceleration and the deceleration periods) and a discussion on the experimental results of the maximum tractive force control are reported.

A stability analysis of the mechanical simulator for induction motor speed sensor-less control in ultra lower speed range

For the speed sensor-less control in the ultra lower speed range, the mechanical simulator method is applied to cope with the problems due to the extremely lower induced voltage. In the method, however, the mechanical parameterspsila error, such as the error of the inertia, affects the starting performance. To reveal the conditions for the stable starting, we carry out the phase plane analysis under the condition that the actual inertia J changes from the set inertia Js. Consequently, we find out Js ges J is the condition for the stable acceleration. The derived condition is useful as a design index of the mechanical simulator. Additionally, to cope with the large variation of the inertia, we carry out the phase plane analysis of the IM simulator method which compensates the estimation error of the rotor frequency. The analysis reveals that the method enables the stable acceleration while the estimation error of speed is remained in the case of inertia variation. Furthermore, we propose the modified IM simulator method which eliminates the deviation. By the phase plane analysis and experimental tests, we confirm the effectiveness of modified method.

Measurement of Tractive Force and the New Maximum Tractive Force Control by the Newly Developed Tractive Force Measurement Equipment

The acceleration and deceleration rate of the train depend on the tractive force. When the wheels of the train slip on the rails, the torque is decreased to avoid the continuous slipping. This reason is that the tractive coefficient between the wheels and the rails has a peak at a certain slip velocity. But this adhesive phenomenon is not clearly examined or analyzed.Thus we have developed a new tractive test equipment. In this paper, we measured the tractive force with this equipment, and clarified the adhesive phenomenon. Then we proposed a new tractive force control and verified theeffectiveness of the proposed control scheme.