JP2000071964A - Brake control device for electropneumatic brake type electric rolling stock and method of controlling brake therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake control device for an electropneumatic brake type electric rolling stock and a method of controlling a brake therefor, which can be rapidly returned into an adhesively running condition even from a slipping condition. SOLUTION: A rotational speed sensor 8 and a main control part 3 detect whether a wheel 7 slips or not, and an air pressure sensor 19 and the main control part 3 detect a pneumatic brake force while an inverter 12a delivers an electric brake enable signal which indicates that electric braking is effective. If the electric brake enable signal is delivered while occurrence of slipping is detected, the main control part 3 controls an air brake device B1 in order to prevent the air brake force from being assisted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control for an electric / pneumatic brake type electric vehicle, in which an electric / pneumatic brake type electric vehicle using both an air brake device and an electric brake device is operated in cooperation with each other. The present invention relates to a device and a braking control method for an electric / pneumatic brake type electric vehicle.

[0002]

2. Description of the Related Art Railroad vehicles run on rails,
It performs deceleration, stop, or braking for suppressing acceleration in a downhill section. In order to perform this braking, the railway vehicle is provided with a braking device. An air brake device is used as a general brake device for railway vehicles. Although not shown, the air brake device sends compressed air generated by an air compressor to a brake cylinder through an air pipe and a control valve to generate a driving force, and the driving force drives a brake shoe and the like. Then, braking is performed by sliding friction between the brake shoe and the wheel or the like by pressing the brake shoe directly against the wheel or pressing against a disk rotating in conjunction with the wheel shaft of the railway vehicle.

[0003] Among railway vehicles, electric trains and electric locomotives (hereinafter referred to as "electric railway vehicles") are provided with an electric brake device in addition to the air brake device described above. Although not shown, the electric brake device causes an electric motor, which is a drive source of a railway electric car, to function as a generator,
The rotational kinetic energy of the electric motor shaft linked to the wheel shaft that rotates with the travel of the railway electric vehicle is converted into electric energy (hereinafter referred to as “electric energy generated during braking”) to reduce the rotational speed of the electric motor shaft. Thus, braking is performed. The electric brake device includes a “power generation brake device” that consumes electric energy generated during braking as heat by a resistor, a method that returns electric energy generated during braking to a trolley wire (hereinafter, referred to as “regeneration”), and the like. There is a "regenerative brake device" that can be used in electric railway cars or returned to substations.

[0004] In an electric railway vehicle equipped with such an air brake device and an electric brake device, a method of using both the air brake device and the electric brake device in combination and performing braking while coordinating the two (hereinafter referred to as "electric brake device"). This method is referred to as "cooperative braking control method." Hereinafter, a railway electric vehicle that uses both an air brake device and an electric brake device and performs braking by an electropneumatic cooperative braking control method is referred to as an “electroelectric / pneumatic brake type electric vehicle”. As one of the electropneumatic cooperative braking control methods, there is known a method of controlling both brake devices such that the sum of the braking forces of the electric brake and the air brake becomes a predetermined value.

In this method, when the braking force of the electric brake device (hereinafter referred to as "electric braking force") is small, the air brake device is operated, and the braking force of the air brake device (hereinafter referred to as "air braking force"). Is controlled so as to maintain the entire braking force at a predetermined value.

[0006]

However, the above-described conventional electropneumatic cooperative braking control method has a problem when "sliding" occurs between the wheel and the rail.

First, the sliding phenomenon of the wheels will be described. As shown in FIG. 3 (A), at the contact point P between the drive wheel D of the railway vehicle and the rail R, the wheel axle acting vertically on the rail R is W, and the tread surface of the drive wheel D (conical surface) When the coefficient of friction between the surface of the rail R and the top surface of the rail R is μ, a force F acting on the drive wheel D in parallel with the rail R (hereinafter referred to as “drive wheel circumferential force”) F.
However, when the relationship of F ≦ μ × W is satisfied, the driving wheel circumferential force F is reliably transmitted to the rail R, the driving wheel D rolls without sliding on the rail R, and the railway vehicle runs smoothly. can do. Such a running state is called an "adhesive running state". The above-described driving wheel circumferential force F is a “braking force (braking force)” during braking.

However, when the driving wheel circumferential force F is F> μ ×
In the case of the relationship of W, the driving wheel D slides on the rail R without rolling. When this "slip" occurs during braking of the vehicle, it is called a skid, and in a severe case, as shown in FIG. 3B, a state in which the drive wheels D are stopped during traveling (hereinafter, "wheels"). Since the vehicle slides on the rail R in the “fixed state” or the “wheel locked state”), the portion A of the tread surface of the drive wheel D is locally flatly worn, resulting in wear called “flat”. When this flat wear occurs on the wheels, the ride quality of the vehicle is deteriorated, and in severe cases, both the vehicle and the track are adversely affected.
For this reason, various measures have been taken in railway vehicles to detect gliding by a method such as detecting the rotation speed of the wheel axle, and to return to a sticky running state (hereinafter referred to as “re-sticking”). .

In the above-described conventional electropneumatic cooperative braking control method, control is performed so as to reduce the electric braking force when the vehicle enters a sliding state. However, in a conventional electric / pneumatic brake type electric vehicle, the same electropneumatic braking control as described above is performed even during this gliding,
The air brake device is activated, and the reduced amount of the electric braking force is supplemented, so that the entire braking force is maintained at a predetermined value. For this reason, there has been a problem that the sliding state is not solved and the wheel is often stuck.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to provide an electropneumatic brake capable of quickly returning to a sticky running state when a sliding state occurs. An object of the present invention is to provide a braking control device for an electric vehicle and a braking control method for an electric / pneumatic brake electric vehicle.

[0011]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a brake control device for an electric / pneumatic brake type electric vehicle according to the present invention is applied to a running railway electric vehicle in a deceleration or stop or downhill section. As a brake device for performing braking including suppression of acceleration of air, compressed air generated by an air compressor is sent to a brake cylinder via an air line and a control valve to drive braking means, and An air brake device that presses against a member to be braked that rotates in conjunction with a wheel shaft and performs the braking by sliding friction, and an electric motor that is a drive source of the electric vehicle for a railway functioning as a generator, the electric vehicle for a railway An electric brake that reduces the rotation speed of the wheel shaft by converting rotational kinetic energy of a motor shaft interlocked with the wheel shaft that rotates with traveling into electric energy to perform the braking. An electric brake device state determining means for determining a braking state of the electric brake device and outputting electric control effective information when braking in the electric brake device is valid; When the electric brake force is small based on the electric brake force information, provided in an electropneumatic brake type electric vehicle having electric brake force detection means for detecting electric brake force as power and outputting electric brake force information. In the braking control device for an electric / pneumatic brake type electric vehicle that performs cooperative control so as to supplement the air braking force that is the braking force of the air brake device, detecting that any of the wheels has slid, A skid detecting means for outputting skid occurrence information, and a skid for detecting the air brake force and outputting air brake force information. A brake force detecting means, in a case wherein the electrically controlled valid information is being output, and when the sliding occurrence information is outputted,
It is characterized by including a braking control means for controlling so as not to supplement the air braking force.

Further, a braking control method for an electric / pneumatic brake-type electric vehicle according to the present invention provides a method for performing braking including deceleration, stop, or suppression of acceleration in a downhill section on a running railway electric vehicle. As a brake device, a member to be braked that sends compressed air generated by an air compressor to a brake cylinder via an air line and a control valve to drive braking means, and rotates in conjunction with a wheel shaft of the electric train for railroad. An air brake device that performs the braking by pressing and sliding friction, and an electric motor that is a drive source of the electric train for railways functioning as a generator, and interlocked with the wheel shaft that rotates with the traveling of the electric railway cars. An electric brake device that converts the rotational kinetic energy of the motor shaft to electrical energy to reduce the rotational speed of the wheel shaft to perform the braking, and An electric brake device state determining unit that determines a braking state of the brake device and outputs electronically effective information when braking by the electric brake device is valid, and an electric brake force that is a braking force of the electric brake device. Based on the electric braking force information, the braking of the electric / pneumatic brake type electric vehicle having electric braking force detecting means for detecting and outputting electric braking force information,
When the electric braking force is small, in the braking control method for an electric / pneumatic braking type electric vehicle performed in cooperation to supplement the air braking force which is the braking force of the air brake device, Is provided, and a skid detecting means for outputting skid occurrence information and air brake force detecting means for detecting the air brake force and outputting the air brake force information are provided, and the electronic control effective information is output. In this case, when the gliding occurrence information is output, control is performed so as not to supplement the air braking force.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an embodiment of a railway vehicle braking control device according to the present invention will be described in detail with reference to the drawings.

FIG. 1 is a conceptual block diagram showing a configuration of a train which is an embodiment of a railway electric car according to the present invention.

As shown in FIG. 1, the electric train 100 includes an electric motor 11, a power transmission mechanism 10, a wheel shaft 9 and wheels 7, and includes an air brake device B1 and an electric brake device B.
2, a brake operating device 1 for controlling these brake devices, a command line 2, and a main control unit 3. Although not shown, the main control unit 3 includes a part called “brake control unit” or “anti-skid valve control unit”.

The air brake device B1 includes an air compressor 14
, A source air tank 16, a check valve 17, a supply air tank 18, a control valve 4, an air pressure sensor 19, a brake cylinder 5, an air line 15 connecting them, a piston rod 21, a lever 22, brake shoe 6, and release valve 4
One.

Further, a piston 20 configured to be able to reciprocate linearly is accommodated inside the brake cylinder 5, and one end of a piston rod 21 is connected to the piston 20. The other end of the piston rod 21 is provided with a rotating hinge 23, which allows the piston rod 21 and the lever 22 to bend and deform with respect to each other. A rotation hinge 24 is provided at an intermediate portion of the lever 22.
The lever 22 is swingable at a fixed fulcrum 26 by the rotating hinge 24. A rotating hinge 25 is provided at the other end of the lever 22 opposite to the piston rod 21, and the rotating hinge 25 allows the brake shoe 6 to approach and separate from the tread surface of the wheel 7.

The electric brake device B2 has a motor control unit 12, a rotation speed sensor 8, and a pantograph 13. Further, an inverter 12 a is provided in the motor control unit 12, and a dedicated rotation speed sensor 8 ′ for controlling the motor 11 is provided in the motor 11.

The brake operating device 1 usually includes a so-called "notch" provided on the driver's cab of the vehicle. The brake operating device 1 is connected to the main control section 3 by a command line 2 and a control valve 4 is connected to a control line. The group 31 is connected to the main control unit 3, the release valve 41 is connected to the main control unit 3 by a control line group 36, and the motor control unit 12 is connected to the control line group 32 and the data line group 35.
The air pressure sensor 19 is connected to the main control unit 3 by a data line group 33, and the rotation speed sensor 8 is connected to the main control unit 3 by a data line group 34. The electric motor 11 is connected to the electric motor control unit 12, and the pantograph 13 is also connected to the electric motor control unit 12.

The main control section 3 is constituted by a computer, for example, a CPU (Central Processing
Unit: Central processing unit) and ROM (not shown)
ad Only Memory) and R not shown
It has an AM (Random Access Memory).

The CPU controls the ROM, the RAM, and the like, and executes various operations and processes such as program execution. The ROM is a storage device that stores programs executed by the CPU, preset information, and the like. RA
M is a storage device for temporarily storing intermediate result data and the like calculated by the CPU. With such a configuration, the CP
U reads the operation program stored in the ROM,
After obtaining the calculation result by executing the calculation program based on the data value given from ROM or RAM or external,
This calculation result is temporarily stored in the RAM and output to the outside, or another calculation program is executed based on the primary storage value of the RAM.

Next, the method of "sliding detection" in the train 100 of this embodiment and the configuration and operation of a mechanism relating to the sliding detection will be described.

The above-mentioned rotation speed sensor 8 is connected to the motor 11
(Hereinafter referred to as “driving wheel”)
Not only the wheel shaft 9 but also the wheel shaft of a wheel (not shown; hereinafter, referred to as a "driven wheel") which is not driven by the electric motor 11 and rotates accompanying the running of the vehicle. I have. The rotation speed sensor 8 includes a wheel shaft 9
And the rotational speed of the driven wheel is converted to a wheel speed data signal and output to the main control unit 3. The main control unit 3 monitors the rotation speeds of the wheel shaft 9 and the driven wheels. The rotation speed of the drive wheel shaft may be measured by a dedicated rotation speed sensor 8 ′ for controlling the electric motor 11.
As the rotation speed sensor 8 or 8 ', for example, a rotary encoder or the like is used.

The main controller 3 calculates a speed difference V from the wheel speed VD input from the rotation speed sensor 8 and the reference wheel speed VT.
S (= VT−VD) is calculated. In this case, when each vehicle has n (n: an integer of 2 or more) axles, for example, the average value of the wheel speeds of each axle is used as the reference wheel speed VT. As the reference wheel speed at the time of braking, for example, the maximum value of the wheel speed of each axle is used. This reference wheel speed is
It can be considered equal to the moving speed of the vehicle itself. Therefore, the speed difference VS is a value that serves as an index of the "slip" of the wheel. When the speed difference VS increases, the wheel enters a sliding state. Becomes From this, the main controller 3 sets the speed difference VS to a predetermined cycle time (for example, 1/100 second)
It is calculated every time, and it is determined whether the wheel is in the sticky running state or the sliding state. Alternatively, it is determined whether or not the vehicle is in the sliding transition state in consideration of the values of the wheel rotational acceleration and the acceleration change rate (jerk). Here, the rotation speed sensor 8 'provided on the motor shaft and the rotation speed sensor 8 provided on the wheel shaft, and the main control unit 3 constitute a sliding detection means.

Next, a more detailed configuration of the train 100 and the operation of each brake device will be described.

First, a more detailed configuration of the air brake device B1 and the operation of the air brake device B1 will be described. The air compressor (compressor) 14 is driven by an electric motor (not shown) or the like, compresses air taken in from the outside, generates compressed air, and stores the compressed air in the original air tank 16 through the air pipe 15. The compressed air in the source air tank 16 is sent to and stored in the supply air tank 18 of each vehicle via the air line 15 and the check valve 17. The compressed air in the original air tank 16 is also sent to the supply air tank 18 of another vehicle by the jumper coupler 40 between the vehicles.

When a train driver (not shown) operates the brake operating device 1 (for example, a notch) of the train 100, the operation content is converted into an electric signal (hereinafter, referred to as a "total brake command signal"). Main control unit 3 via command line 2
Is output to The main controller 3 outputs a valve control signal to the control valve 4 for sending compressed air having a predetermined air pressure to the brake cylinder 5 based on the content of the input total brake command signal.

In this case, the main control unit 3 controls both the electric brake and the air brake so that the sum of the brake forces of the electric brake and the air brake becomes a predetermined value which is the content of the total brake command signal (hereinafter, referred to as “total brake force”). Control the braking device. Further, the electric braking force to be provided by the electric brake device B2 is determined by a pattern corresponding to the current state of the brake operating device 1 (for example, a notch position) and the speed of the train 100. Therefore, the total braking force (determined by the above-described total braking command signal) is C, and the electric braking force (determined by the state of the train at that time) to be assigned by the electric braking device B2 is K2. At this time, the main control unit 3 calculates the air braking force K1 to be held by the air brake device B1 by the calculation of the following equation (1) K1 = C−K2 (1), and the air braking force value is K1. Is output to the control valve 4.

The control valve 4 is provided in the middle of the air line 15 connecting the supply air tank 18 and the brake cylinder 5. As the control valve 4, an electromagnetic valve (not shown) or the like that opens or closes the air line 15 using an electromagnetic force when an electromagnetic coil (not shown) is energized is used. Also, the control valve 4
Is the opening degree (area ratio to the open cross-sectional area of the air line 15)
Can be changed according to the valve control signal.

Therefore, the control valve 4 sets the opening of the air pipe 15 in accordance with a valve control signal from the main control unit 3. As a result, compressed air having a predetermined air pressure flows into the brake cylinder 5. At this time, the air pressure sensor 19 measures the air pressure of the compressed air sent to the brake cylinder 5, converts the air pressure into an air pressure data signal, and outputs the data signal to the main control unit 3. The main controller 3 monitors the air braking force in the air brake device B1. Here, the air pressure sensor 19 and the main control unit 3 constitute an air brake force detecting means, and the air pressure data signal indicating the air pressure corresponds to the air brake force information.

When compressed air flows into the brake cylinder 5, the piston 20 is pressed and driven. This force causes the piston rod 21 to press one end of the lever 22, whereby the brake shoe 6 attached to the other end of the lever 22 is pressed against the tread surface of the wheel 7, and the gap between the brake shoe 6 and the tread surface of the wheel 7 is formed. The braking by the air brake of the wheel 7 is performed by the sliding friction therebetween. Here, the piston 20, the piston rod 21, the lever 22, the fixed fulcrum 26, and the brake shoe 6
It constitutes braking means. The wheels 7 correspond to the members to be braked.

On the other hand, during the skiing, the air brake device B1
Performs an action different from the above. When the sliding of the train 100 is detected, the anti-skid valve control unit (not shown) in the main control unit 3 sends a valve control signal for closing the control valve 4 to the control valve 4 through the control line group 31. Output. At the same time, the anti-skid valve control unit (not shown) in the main control unit 3 sends a valve control signal for opening the release valve 41 to the outside to the control line group 3.
Output to the release valve 41 through 6. The release valve 41 is provided in the brake cylinder 5, and includes an electromagnetic valve (not shown) or the like that opens or closes to the outside using an electromagnetic force when an electromagnetic coil (not shown) is energized. Used.
Therefore, the control valve 4 is closed in response to a valve control signal from the anti-skid valve control unit (not shown) in the main control unit 3, whereby the supply of the compressed air to the brake cylinder 5 is stopped. . At the same time, the release valve 4 is controlled according to a valve control signal from a slide prevention valve control unit (not shown) in the main control unit 3.
1 opens to the outside, whereby the compressed air in the brake cylinder 5 is exhausted to the outside. By such an operation, the air brake B1 is controlled so as to reduce the air braking force during the skiing. Less than,
Such control is referred to as “flying control”. In the above description, the control valve 4 and the release valve 41 constitute a "slip prevention valve".

Next, a more detailed configuration of the electric brake device B2 and the operation of the electric brake device B2 will be described.

The motor control unit 12 has an inverter 12a. The inverter 12a is a device for converting a DC current to an AC current, and converts the trolley wire T into a pantograph 1
3 is converted into an AC current and output to the electric motor 11. The electric motor 11 is formed of, for example, an AC induction motor, and receives an AC from the inverter 12a to rotate an electric motor shaft (not shown), and transmits the torque of the electric motor shaft to the wheel shaft 9 via the power transmission mechanism 10. As a result, the wheels 7 rotate. The power transmission mechanism 10 is configured by a gear train or the like.

As mentioned above, the train driver (not shown)
When the user operates the brake operating device 1 of the train 100, the operation content is converted into an electric signal (total brake command signal) and output to the main control unit 3 via the command line 2. The main control unit 3 determines, based on the content of the input total brake command signal, the electric brake force (for example, K2) to be given by the electric brake device B2 to the brake actuator 1 at that time.
(For example, a notch position) and a pattern corresponding to the speed of the train 100, and output to the motor control unit 12 as an inverter control signal.

The inverter 12a of the motor control unit 12
When receiving the inverter control signal from the main control unit 3,
Control such as causing the motor 11 to function as a generator is performed.
As a result, the rotational kinetic energy of the motor shaft linked to the wheel shaft 9 that rotates as the train 100 travels is converted into electric energy (hereinafter referred to as “electrical energy generated during braking”), and is used as a motor current by the motor control unit. 12
Is output to If this motor current is returned (regenerated) from the pantograph 13 to the trolley wire T, the rotational kinetic energy of the wheel shaft 9 is converted into electric energy (motor current) generated during braking and decreases, so that the wheel shaft 9 can be reduced, whereby the braking by the electric brake is performed.

In this case, when braking (hereinafter, referred to as “electric brake”) in the electric brake device B2 is effective, the inverter 12a outputs an “electrically effective signal” indicating that, to the data line group 35. To the main control unit 3 through The inverter 12a is connected to the electric brake device B
If the electric brake in 2 is invalid, an “electric control invalidation signal” indicating that is invalid is output to the main control unit 3 through the data line group 35. Here, the inverter 12a corresponds to the electric brake device state detection means, and the electric power valid signal corresponds to electric power valid information.

The case where the inverter 12a outputs the "electrical control invalidation signal" is, for example, in a state in which the voltage of the feeder line becomes zero or the like and the regeneration to the trolley wire T cannot be performed (hereinafter, referred to as "regeneration invalid state"). In some cases, or in a state in which no other electric vehicle is running in the section where the train is located, power regeneration is not possible (hereinafter, referred to as “regenerative load shortage state”).
, The motor current does not flow at all (when the motor circuit is open), and the like. In addition, except for the case of these electronically controlled invalidation signals, the inverter 12a outputs an electronically controlled enable signal. Therefore, in the case of electronically controlled sliding control described below, the electric braking force is extremely reduced and the electric brake is temporarily stopped. Even if the force goes to zero,
An electrical control valid signal is output.

The electric braking force in the electric braking device B2 is detected by the electric motor control unit 12 based on the electric current value of the electric motor from the inverter 12a, and is output to the main control unit 3 through the data line group 35 as an electric braking force data signal. The electric braking force data signal corresponds to electric braking force information. Further, the electric motor control unit 12 corresponds to an electric brake force detecting unit.

On the other hand, during the run, the electric brake device B2
Performs an action different from the above. When the sliding of the train 100 is detected, a signal indicating the sliding is sent to the inverter 12a in the motor control unit 12, and the inverter 12a is configured to reduce the electric braking force based on the signal. Hereinafter, such control is referred to as “electrically controlled sliding control”. In addition, when the power-sliding-side sliding control is being performed, the inverter 12a sets a flag = 1 indicating that the power-sliding-side sliding control is being performed (hereinafter, referred to as a “power-sliding-side sliding control flag”). , The main control unit 3 through the data line group 35.
To be transmitted.

The electric train 100 of this embodiment uses both the air brake device B1 and the electric brake device B2, and performs braking while cooperating with both. Therefore, the electric train 100 of the present embodiment is equivalent to an electric / pneumatic brake electric vehicle. Hereinafter, the electropneumatic cooperative braking control in the train 100 of the present embodiment will be described in detail with reference to FIG. FIG. 2 is a flowchart illustrating the electropneumatic cooperative braking control in the electric railway vehicle shown in FIG. 1.

First, the main control unit 3 determines whether or not the "power control valid signal" is output from the inverter 12a (step S1). If the result of this determination is that the power control invalidation signal has been output, the flow shifts to step S2 to determine whether or not the vehicle is in a sliding state. As a result of the determination in step S2, when the sliding detection means including the rotation speed sensor 8 and the main control unit 3 determines that the vehicle is not in the sliding state, the main control unit 3 performs normal braking control, that is, invalid braking control. The air brake device B1 performs braking so as to compensate for the insufficient braking force instead of the electric brake device B2 (step S3). That is, in this case, since the electric braking force K2 = 0 in the above equation (1), the air braking force K1 becomes the total braking force C according to the above equation (1).

On the other hand, as a result of the determination in step S2,
When the sliding detection means including the rotation speed sensor 8 and the main control unit 3 determines that the vehicle is in the sliding state, the anti-skid valve control unit (not shown) in the main control unit 3 performs the above-described operation. The above-mentioned gliding control is performed (step S4).

If the result of the determination in step S1 is that the power-control effective signal has been output, the flow shifts to step S5 to determine whether or not the vehicle is in a sliding state. Step S5
As a result of the determination in the above, when the sliding detection means including the rotation speed sensor 8 and the main control unit 3 determines that the vehicle is not in the sliding state, the main control unit 3 proceeds to step S6,
Based on the electric brake force data signal described above, it is determined whether or not the electric brake force in the electric brake device B2 is insufficient.

If the result of determination in step S6 is that there is no shortage in the electric braking force, no particular control is performed, but if there is a shortage in the electric braking force, the main control unit 3 performs the following processing based on the above equation (1). A valve control signal for supplementing the air brake force K1 is output to the control valve 4 (step S7).

As a result of the discrimination in step S5, when the sliding detecting means including the rotational speed sensor 8 and the main control unit 3 determines that the vehicle is in the sliding state, a signal indicating that the sliding has been detected is output to the inverter 12a. Sent to Upon receiving this signal, the inverter 12a performs the power-control-side gliding control (Step S8).

At the same time as the above-mentioned power-sliding-side sliding control, the inverter 12a sends a power-sliding-side sliding control flag = 1, which indicates that the power-sliding-side sliding control is being performed, through the data line group 35 to the main control unit. Transmit to 3.

The main control unit 3 receiving the above-mentioned electronically controlled sliding control flag = 1 performs the supplement of the air braking force K1 based on the above equation (1) while the flag = 1 is set. Is controlled so as not to exist (step S9).

That is, while the flag = 1 is set, the power-supply-side gliding control is performed, and the inverter 1
By the control of 2a, the electric braking force K2 in the above equation (1) is reduced. Therefore, the value of the air brake force K1 which is the result of the calculation of the above equation (1) increases. However, while the flag = 1 is set, the main control unit 3 determines that the value of the calculation of the above equation (1) Regardless, the control is performed so as to maintain the value of the air brake force K1 immediately before the flag = 1 is set so as not to further increase the air brake force.

Therefore, the train 100 of this embodiment is
It has the following advantages.

As in the conventional electric / pneumatic brake type electric vehicle which performs the electro-pneumatic cooperative braking control, when the electric brake device B2 is operated for the slide control when the electric brake device B2 is operated for the slide control, the air brake device is used. B1 does not perform an operation of performing extra supplementation, the braking force can be quickly reduced, and the sliding can be quickly converged and re-adhered.

By determining whether the electric brake device B2 is valid or invalid in the logic of the braking control, in the case of the regeneration invalid state or the regenerative load shortage state, in steps S2 to S4 in FIG. It is possible to supplement the air brake force in the brake device B1.

In the above, the main control unit 3 corresponds to a braking control means.

The present invention is not limited to the above embodiment. The above embodiment is an exemplification, and has substantially the same configuration as the technical idea described in the scope of the claims of the present invention. It is included in the technical scope of the invention.

For example, in the above-described embodiment, an example has been described in which, as the air brake device, the member to be braked is the wheel itself, but the present invention is not limited to this, and the air brake device having another configuration, for example, Alternatively, a "disk brake" of a type in which a disk (not shown) that rotates in conjunction with a wheel shaft of a railway vehicle is used as a member to be braked and a brake shoe or the like is pressed against the disk.

Further, in the above-described embodiment, the regenerative braking type device for returning the electric energy generated during braking to the trolley wire has been described as an example of the electric brake device, but the present invention is not limited to this. Alternatively, an electric brake device having another configuration, for example, a power generation brake type device in which electric energy generated during braking is consumed as heat by a resistor may be used.

The present invention can be realized with other configurations. For example, in place of the above-mentioned under-power-side sliding control flag = 1, information indicating that the under-power-side sliding control is being performed may be superimposed on the power-control effective signal, or May be superimposed on the electric braking force data signal.

Further, in the above-described embodiment, an example in which the braking control means (for example, the main control unit 3) is constituted by a CPU, a ROM, a RAM (not shown), and the functions are realized by software such as a program to be executed. Although the present invention has been described, the present invention is not limited to this, and braking control means of another configuration, for example, an adder (addition circuit), a subtractor (subtraction circuit), a multiplier (multiplication circuit), and a divider (division circuit) ), And hardware such as a comparator (comparison circuit).

[0059]

As described above, according to the present invention,
In the case where the electronic control effective information is output, and when the slide detecting means detects the slide, the control is performed so as not to supplement the air braking force. In the event that the electric brake is activated, the air brake device does not perform extra supplementary operation while the electric brake is operating, it is possible to quickly loosen the braking force, quickly converge the sliding and re-adhesive Has the advantage of being able to

[Brief description of the drawings]

FIG. 1 is a conceptual block diagram showing a configuration of a train which is an embodiment of a railway electric vehicle according to the present invention.

FIG. 2 is a flowchart illustrating electropneumatic cooperative braking control in the electric railway vehicle shown in FIG. 1;

FIG. 3 is a conceptual diagram illustrating a sliding phenomenon in a railway vehicle.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Brake operating device 2 Command line 3 Main control part 4 Control valve 5 Brake cylinder 6 Brake stop 7 Wheels 8, 8 'Rotation speed sensor 9 Wheel shaft 10 Power transmission mechanism 11 Motor 12 Motor control part 12a Inverter 13 Pantograph 14 Air compressor 15 Air line 16 Main air tank 17 Check valve 18 Supply air tank 19 Air pressure sensor 20 Piston 21 Piston rod 22 Lever 23-25 Rotating hinge 26 Fixed fulcrum 31, 32, 36 Control line group 33, 34, 35 Data line group Reference Signs List 40 Jumper coupler 41 Release valve 100 Electric train A Wheel worn part B1 Air brake device B2 Electric brake device D Railway vehicle drive wheel F Adhesive force P Contact point between wheel and rail R Rail W Wheel axle weight T Trolley wire μ Adhesion coefficient

Claims (2)

[Claims] 1. A compressed air generated by an air compressor is connected to an air pipeline as a brake device for performing braking including deceleration, stop, or suppression of acceleration in a downhill section on a running railway electric vehicle. An air brake device that sends the brake means to the brake cylinder via a control valve to drive the braking means, presses against a member to be braked that rotates in conjunction with a wheel shaft of the electric railway vehicle, and performs the braking by sliding friction; The electric motor as a drive source of the electric vehicle for electric power, functions as a generator, and converts the rotational kinetic energy of the electric motor shaft interlocked with the wheel shaft rotating as the railway electric vehicle travels into electric energy to convert the electric power into electric energy. An electric brake device that performs the braking by reducing the rotation speed of the shaft, and outputs electronically effective information when the braking in the electric brake device is effective. Electric brake device state detecting means, and an electric / pneumatic brake type electric vehicle having electric brake force detecting means for detecting electric braking force which is a braking force of the electric braking device and outputting electric braking force information, Based on the electric braking force information, when the electric braking force is small, a braking control device for an electric / pneumatic braking type electric vehicle that performs cooperative control so as to supplement the air braking force that is the braking force of the air braking device. A skid detecting means for detecting that skidding has occurred on any of the wheels; an air brake force detecting means for detecting the air brake force and outputting air brake force information; and And if the slide detection means detects a slide, the air brake force is not supplemented. It features that electropneumatic combination brake type electric vehicle brake control apparatus further comprising a braking control means for controlling the. 2. A compressed air generated by an air compressor is connected to an air line as a brake device for performing braking including deceleration, stop, or suppression of acceleration in a downhill section on a running railway electric vehicle. An air brake device that sends the brake means to the brake cylinder via a control valve to drive the braking means, presses against a member to be braked that rotates in conjunction with a wheel shaft of the electric railway vehicle, and performs the braking by sliding friction; The electric motor as a drive source of the electric vehicle for electric power, functions as a generator, and converts the rotational kinetic energy of the electric motor shaft interlocked with the wheel shaft rotating as the railway electric vehicle travels into electric energy to convert the electric power into electric energy. An electric brake device that performs the braking by reducing the rotation speed of the shaft, and outputs electronically effective information when the braking in the electric brake device is effective. Electric brake device state detecting means, and an electric / pneumatic brake type electric vehicle having electric brake force detecting means for detecting electric brake force which is a braking force of the electric brake device and outputting electric brake force information. Based on the electric braking force information, when the electric braking force is small, the braking control of the electric / pneumatic braking type electric vehicle is performed in cooperation so as to supplement the air braking force which is the braking force of the air braking device. In the method, there are provided a skid detection means for detecting that a skid has occurred on any of the wheels, and an air brake force detection means for detecting the air brake force and outputting air brake force information, wherein the electronic control effective information is provided. Is output, and when the slide detection means detects a slide, the air brake force is supplemented. Control air combination brake type electric vehicle brake control method electrodeposition characterized by so as not.