JP2000197203A - Control of electric brake and device thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for controlling an electric brake which enabled maintenance of the stopped state of an electric car on railway at a slope only with the electric brake without applying a friction brake and to prevent the car from backing up, when restarting. SOLUTION: This device for controlling an electric brake is provided with a control device 11 which controls each component of this device 10, a memory 12 which stores traveling data of an electric car, a torque current generating circuit 13 which generates a torque current in a torque generating device 16, a speed measuring part 15 which measures the traveling speed of the car linked to a driving part 17, and an acceleration measuring part 14 which is structured with a digital filter circuit(D/F), which measures the acceleration of the car based on the speed change measured by the speed measuring part 15.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for controlling an electric brake for stopping a vehicle using an electric brake such as a DC motor. In particular, the present invention relates to an electric brake control method and an electric brake control method capable of stopping a vehicle on a sloped track only with an electric brake when a friction brake is released on a slope start.

[0002]

2. Description of the Related Art Conventionally, electric brakes, friction brakes, fluid brakes and the like have been used as brakes for railway vehicles. Among them, a typical one of the electric brakes generates electric current using a drive motor as a generator to apply a braking torque to an axle to decelerate and stop the vehicle.
The friction brake mechanically presses the brake shoe against an axle, a brake disk, or the like with compressed air, hydraulic pressure, or the like, thereby generating a frictional force to decelerate and stop the vehicle. In addition, the fluid brake stirs a fluid such as oil with a rotary wing or the like, and decelerates and stops the vehicle using the resistance at that time as a braking force.

[0003] When stopping a running electric vehicle or other railway vehicle, the vehicle is first gradually decelerated by an electric brake, and finally stopped by physically fixing an axle or the like by a friction brake. Then, when the vehicle starts,
The friction brake is released and the power running operation is performed.

When the vehicle is started, for example, in a vehicle having a powering operation unit and a braking operation unit that are separate from each other, a predetermined powering is applied from the powering operation unit, and then the vehicle is stopped by a friction brake by the braking operation unit. The brake has been released. In a one-handled vehicle in which a powering operation unit and a braking operation unit are integrated, the steering wheel is shifted from a braking (friction brake) state to a powering state via neutral (N: neutral).

[0005]

However, in the conventional vehicle starting, when the powering operation unit and the braking operation unit are separate vehicles, when the vehicle is started on a sloped track, the vehicle is operated by the braking operation unit. Before releasing the stop braking of the vehicle, it is necessary to apply power running to the slope from the power running operation unit, but since this power running operation is performed by human judgment, release the stop braking of the vehicle before balancing the slope. In such a case, the vehicle may be moved backward.

In the case of a one-handled vehicle in which the powering operation unit and the braking operation unit are integrated, when the steering wheel is shifted from the braking (friction brake) state to the powering state, neutral (N: neutral) is set. Therefore, when the vehicle is started on a sloped track, the vehicle always retreats.

The present invention has been made in view of the above circumstances, and provides an electric brake control method and an electric brake control method capable of starting without retreating a vehicle even on a gradient section. With the goal.

[0008]

According to a first aspect of the present invention, there is provided a method for controlling an electric brake, comprising the steps of receiving an electric input and responding to the input when starting a vehicle on a slope section. A method of controlling an electric brake for applying a braking torque to an axle and maintaining a stopped state of the vehicle;
(A) Obtain information of the mass M of the vehicle, (b) calculate the deceleration α0 = F0 / M of the vehicle in the flat section from the mass M and the braking torque F0 in the flat section, and (c) Measure the deceleration αu of the vehicle immediately before stopping, (d)
From the deceleration α0 in the flat section and the deceleration αu immediately before the stop in the slope section, the slope θ of the slope section and the stop torque Fu = Mgsinθ that balances the slope θ are calculated,
(E) Electric input I for generating the stop torque Fu
(f) When starting the vehicle, the stored electric input Iqs is applied to the electric brake to generate a stop torque Fu on the axle, so that the vehicle can be driven on a sloped track. Maintaining a stopped state.

According to a second aspect of the present invention, there is provided a method of controlling an electric brake, comprising the steps of: (a) deceleration of a vehicle in a flat section from a vehicle mass and a braking torque of the vehicle in a flat section; (B) Measure the deceleration of the vehicle immediately before the stop in the gradient section, and (c) balance the slope of the gradient section and the slope with the deceleration immediately before the stop in the flat section and the deceleration immediately before the stop in the slope section. Calculating a stop torque; (d) calculating and storing an electric input for generating the stop torque; and (e) applying the stored electric input to an electric brake to start the vehicle and applying the stored electric input to an axle. By generating a stop torque, the vehicle is kept stopped on a sloped track.

In order to solve the above-mentioned problems, a control method of an electric brake according to a third aspect of the present invention includes: (a) deceleration of a vehicle in a flat section and deceleration of a vehicle immediately before stopping in a slope section. (B) From the deceleration in the flat section and the deceleration immediately before the stop in the slope section, calculate the slope of the slope section and the stop torque that balances the slope,
(C) calculating and storing an electric input for generating the stop torque; and (d) generating the stop torque on the axle by applying the stored electric input to the electric brake when starting the vehicle. Thus, the stopped state of the vehicle is maintained on the inclined track.

In the above-described electric brake control method according to the third aspect of the present invention, in step (a), the deceleration of the vehicle in a flat section is calculated from the vehicle mass information, and the vehicle immediately before stopping in a slope section is calculated. The deceleration of the vehicle may be obtained by measurement, or the deceleration of the vehicle in the flat section and the deceleration of the vehicle immediately before stopping in the gradient section may be obtained by measurement.

Further, in order to solve the above-mentioned problems, a method of controlling an electric brake according to a fourth aspect of the present invention comprises the following steps: (a) The weight of the vehicle when the vehicle is empty (reference vehicle weight) M0
(B) From the reference vehicle weight M0 and the braking torque F0 in the flat section, the vehicle deceleration α0 = F in the flat section.
0 / M0 is calculated; (c) information on the gradient θ of the track where the vehicle stops is obtained; (d) the deceleration αu immediately before the vehicle stops in the gradient section of the gradient θ is measured; (e) reference vehicle weight The actual vehicle weight M is calculated from the deceleration α0 in the flat section in the case of M0 and the deceleration αu immediately before the stop in the gradient section of the gradient θ. (F) The gradient is calculated from the vehicle weight M and the gradient θ. (G) calculating and storing an electric input Iqs for generating the stop torque Fu; and (h) calculating the stored electric power when starting the vehicle. By providing the input Iqs to the electric brake to generate a stop torque on the axle, the vehicle is kept stopped on a sloped track.

According to a fifth aspect of the present invention, there is provided a method for controlling an electric brake, comprising the steps of: (a) the weight of a vehicle when the vehicle is empty (reference vehicle weight) and the weight of the vehicle in a flat section; Calculating the deceleration of the vehicle in the flat section from the braking torque; (b) obtaining the slope information of the slope section;
(C) Measure the deceleration immediately before stopping the vehicle in the slope section, and (d) determine the actual vehicle weight from the deceleration in the flat section in the case of the reference vehicle weight and the deceleration immediately before stopping in the slope section. (E) calculating a stop torque of the vehicle in the slope section from the vehicle weight and the slope information of the slope section; (f) calculating and storing an electric input for generating the stop torque; (G) When starting the vehicle, the stored electric input is applied to the electric brake to generate a stop torque on the axle, thereby maintaining the stop state of the vehicle on a sloped track. I do.

According to a sixth aspect of the present invention, there is provided a method for controlling an electric brake, comprising: (a) a weight of a vehicle when the vehicle is empty (reference vehicle weight);
Vehicle deceleration in flat sections, slope information in slope sections,
Calculating the actual vehicle weight from the deceleration immediately before the stop of the vehicle in the gradient section; (b) calculating the stop torque of the vehicle in the gradient section from the vehicle weight and the gradient information of the gradient section; Calculating and storing an electric input for generating the stop torque; (d) when starting the vehicle, applying the stored electric input to the electric brake to generate a stop torque on the axle; The vehicle is kept stopped on a track with a certain point.

According to a seventh aspect of the present invention, there is provided a method for controlling an electric brake, comprising the steps of: (a) measuring a vehicle deceleration αu0 at a first braking torque F0 in a gradient section; (B) The deceleration αu1 of the vehicle immediately before stopping at the second braking torque F1 in the gradient section is measured. (C) The deceleration αu0 at the first braking torque F0 and the deceleration at the second braking torque F1. From the speed αu1, the vehicle weight M = (F0−F1) / (αu0−αu1) is calculated,
(D) From the deceleration αu0 at the first braking torque F0, the deceleration αu1 at the second braking torque F1, and the vehicle weight M, the gradient θ of the gradient section and the stop torque Fu = M balanced with the gradient θ. G · sin θ is calculated; (e) an electric input Iqs for generating the stop torque Fu is calculated and stored; and (f) when starting the vehicle, the stored electric input Iqs is subjected to an electric brake. To generate a stop torque Fu on the axle to maintain the stopped state of the vehicle on an inclined track.

According to an eighth aspect of the present invention, there is provided an electric brake control method comprising: (a) measuring a deceleration of a vehicle at a first braking torque in a gradient section; ) Measuring the deceleration of the vehicle immediately before stopping at the second braking torque in the gradient section, and (c) determining the deceleration at the first braking torque and the deceleration at the second braking torque. Calculate the stop torque that matches the slope,
(D) calculating and storing an electric input for generating the stop torque; and (e) generating the stop torque on the axle by applying the stored electric input to the electric brake when starting the vehicle. Thus, the stopped state of the vehicle is maintained on the inclined track.

According to a ninth aspect of the present invention, there is provided a method for controlling an electric brake, comprising: (a) deceleration of a vehicle at a first braking torque in a gradient section;
Measuring the deceleration of the vehicle at the second braking torque; (b)
From the deceleration at the first braking torque and the deceleration at the second braking torque, a stop torque balanced with the gradient of the gradient section is calculated, and (c) an electric input for generating the stop torque is calculated. (D) when starting the vehicle, applying the stored electric input to the electric brake to generate a stop torque on the axle, thereby maintaining the stop state of the vehicle on a sloped track; It is characterized by the following.

In the above-described electric brake control method according to the seventh to ninth aspects of the present invention, the first braking torque is
The second braking torque may be generated at a first notch of the electric brake, and the second braking torque may be generated at a second notch of the electric brake. At this time, the first braking torque may be larger than the second braking torque.

According to another aspect of the present invention, there is provided a method of controlling an electric brake according to a tenth aspect of the present invention, comprising:
(B) calculating the braking torque F0 according to the mass M; (c) calculating the calculated braking torque F
A current Iq0 for generating a torque and a current Id0 for a magnetic flux for generating zero are applied to the electric brake to apply a braking torque F0 to the axle.
(D) When the vehicle reaches the first speed V1, the value of the magnetic flux current is gradually increased from Id0 to Ids, and (e) the vehicle moves to the second speed V2 (V2 <V1). , The value of the torque component current is gradually changed from Iq0 to 0, and the magnetic flux component current Ids when the value of the torque component current is 0 is stored. (F) When starting the vehicle, The stored magnetic flux current Ids is applied to the electric brake to keep the vehicle stopped on a sloped track.

Further, in order to solve the above-mentioned problems, an electric brake control method according to an eleventh aspect of the present invention comprises:
A braking torque is generated by applying a torque component current and a magnetic flux component current for generating a braking torque corresponding to the mass of the vehicle to the electric brake to generate a braking torque on the axle. (B) When the vehicle reaches the first speed, Gradually increasing the value of the current corresponding to the magnetic flux; (c)
When the vehicle has reached a second speed lower than the first speed, the torque component current is gradually reduced, and the magnetic flux component current when the value of the torque component current is 0 is stored; (f) When the vehicle is started, the stored current corresponding to the magnetic flux is applied to the electric brake to maintain the stopped state of the vehicle on an inclined track.

In the above-described electric brake control methods according to the tenth and eleventh aspects of the present invention, the increase in the current for the magnetic flux is performed by applying a voltage of a predetermined value or more to the stator side of the electric brake. It is good to do so. At this time, a voltage equal to or higher than a predetermined value indicates that the generated magnetic flux has a maximum value of 7
It is preferable to set the voltage to a value that can generate a current corresponding to the magnetic flux so as to be 0% or more.

According to a first aspect of the present invention, there is provided a control apparatus for an electric brake, wherein an electric input is applied to the electric brake, and a braking torque corresponding to the input is generated on an axle to stop the vehicle. A control unit for an electric brake for maintaining a state; a storage unit for storing information of a mass M of the vehicle; and a braking torque F0 in a flat zone based on the mass M stored in the storage unit and the braking torque F0 in the flat zone. Means for calculating the deceleration α0 = F0 / M; means for measuring the deceleration αu of the vehicle immediately before stopping in the gradient section;
Means for calculating the gradient θ of the gradient section and a stop torque Fu = Mgsinθ that is proportional to the gradient θ from the deceleration α0 in the flat section and the deceleration αu immediately before the stop in the gradient section; and an electric power source for generating the stop torque Fu. Input Iq
s, and electric input means for applying the electric input Iqs to the electric brake. The storage means stores the calculated electric input Iqs. The electric input Iqs stored in the storage means is applied to the electric brake.

According to another aspect of the present invention, there is provided a control apparatus for an electric brake, comprising: a deceleration (flat deceleration) of a vehicle in a flat section based on a vehicle mass and a braking torque in a flat section. ), Means for measuring the deceleration (gradient deceleration) of the vehicle immediately before the stop in the gradient section, and the flat section deceleration and the gradient deceleration, the slope of the gradient section and the stop torque that matches the gradient are calculated. Means for calculating, storing and calculating an electric input for generating a stop torque; and electric input means for applying the electric input to the electric brake, wherein the electric input means starts the vehicle in a gradient section. In this case, the stored electric input is applied to the electric brake.

According to a third aspect of the present invention, there is provided a control apparatus for an electric brake, comprising: a deceleration of a vehicle in a flat section (flat deceleration); Deceleration obtaining means for obtaining a speed (gradient deceleration); means for calculating a gradient of a gradient section and a stop torque that matches the gradient from the flat deceleration and the gradient deceleration; and electricity for generating the stop torque. Means for calculating and storing the input; and electric input means for applying the electric input to the electric brake. The electric input means converts the stored electric input to the electric brake when the vehicle is started on a slope section. Giving.

In the above-described electric brake control device according to the third aspect of the present invention, the deceleration obtaining means calculates the flat deceleration from the vehicle mass information and obtains the gradient deceleration by measurement. Alternatively, the flat and gradient decelerations can be obtained by measurement.

According to a fourth aspect of the present invention, there is provided a control device for an electric brake, comprising: storage means for storing a vehicle weight (reference vehicle weight) M0 when the vehicle is empty; Means for calculating the deceleration α0 = F0 / M0 of the vehicle in the flat section from the reference vehicle weight M0 stored in the storage means and the braking torque F0 in the flat section, and information on the gradient θ of the line at which the vehicle stops. Means for measuring the deceleration αu immediately before the vehicle stops in the gradient section of the gradient θ; means for calculating the actual vehicle weight M from the deceleration α0 and the deceleration αu; Means for calculating a stop torque Fu in proportion to the slope θ of the slope section from the slope θ; means for calculating an electric input Iqs for generating the stop torque Fu; and an electric input for applying the electric input Iqs to the electric brake Means, the storage means stores the calculated electric input Iqs, and the electric input means applies the electric input Iqs stored in the storage means to the electric brake when starting the vehicle in the gradient section. , Characterized in that.

According to a fifth aspect of the present invention, there is provided a control apparatus for an electric brake, comprising: a weight of a vehicle when the vehicle is empty (reference vehicle weight); a braking torque in a flat section; Means for calculating the deceleration of the vehicle in a flat section (flat deceleration), means for obtaining the slope information of the slope section, and means for measuring the deceleration immediately before the vehicle stops in the slope section (gradient deceleration) Means for calculating the actual vehicle weight from the flat deceleration and the slope deceleration; means for calculating the stop torque of the vehicle on the slope section from the vehicle weight and the slope information; and Means for calculating and storing the electric input; and electric input means for applying the electric input to the electric brake, wherein the electric input means applies the stored electric input to the electric brake when the vehicle is started on a slope section. Give, characterized in that.

According to a sixth aspect of the present invention, there is provided a control apparatus for an electric brake, comprising: a weight of a vehicle when the vehicle is empty (reference vehicle weight); Means for calculating the actual vehicle weight from the deceleration of the vehicle, the slope information of the slope section, and the deceleration immediately before the vehicle stops in the slope section; and the stopping torque of the vehicle in the slope section from the vehicle weight and the slope information. Means for calculating and storing an electric input for generating a stop torque; and electric input means for applying the electric input to the electric brake, wherein the electric input means starts the vehicle on a slope section. In this case, the stored electric input is applied to the electric brake.

Further, in order to solve the above-mentioned problems, a control device for an electric brake according to a seventh aspect of the present invention is configured such that when a braking torque F is applied to the axle from the electric brake, the vehicle is controlled by the braking torque F Deceleration measuring means for measuring the deceleration α; vehicle weight calculating means for calculating the vehicle weight M of the vehicle; stop torque calculation for calculating the slope θ of the slope section where the vehicle stops and the stop torque Fu balanced with the slope θ Means and an electrical input Iq for producing a stop torque Fu
s; a storage means for storing the braking torque F and the deceleration α in association with each other; and a storage means for storing the electric input Iqs; and an electric input means for applying the electric input Iqs to the electric brake. The speed measuring means calculates the deceleration αu0 of the vehicle at the first braking torque F0 in the gradient section.
And a deceleration αu1 of the vehicle immediately before stopping at the second braking torque F1 in the gradient section,
The deceleration αu0 at the first braking torque F0 and the deceleration αu1 at the second braking torque F1 are stored, and the vehicle weight calculating unit stores the deceleration αu0 at the first braking torque F0 stored in the storage unit. From the deceleration αu0 and the deceleration αu1 at the second braking torque F1, the vehicle weight M = (F0−F1)
/ (Αu0−αu1), and the stop torque calculating means calculates the deceleration αu0 at the first braking torque F0 and the deceleration α at the second braking torque F1 stored in the storage means.
From u1 and the vehicle weight M calculated by the vehicle weight calculation means, the gradient θ of the gradient section and the stop torque Fu = M · g · sin θ that balances the gradient θ are calculated.
When the vehicle is started in the gradient section, the electric input Iqs stored in the storage means is applied to the electric brake.

According to an eighth aspect of the present invention, there is provided a control device for an electric brake, wherein when a braking torque is applied to the axle from the electric brake, deceleration of the vehicle with the braking torque is performed. Deceleration measuring means for measuring
Vehicle weight calculating means for calculating the vehicle weight of the vehicle, stop torque calculating means for calculating a gradient of a gradient section where the vehicle stops, and stop torque for calculating a stop torque corresponding to the gradient; and for generating the stop torque calculated by the stop torque calculating means. Means for calculating the electric input of the vehicle, storage means for storing the electric input, and electric input means for applying the electric input to the electric brake, wherein the deceleration measuring means comprises a vehicle with the first braking torque in the gradient section. And the deceleration of the vehicle immediately before the stop at the second braking torque in the gradient section are measured. The vehicle weight calculating means calculates the deceleration at the first braking torque stored in the storage means. And calculating the vehicle weight of the vehicle from the deceleration with the second braking torque. The stop torque calculating means calculates the deceleration with the first braking torque stored in the storage means and the second braking. Torr The gradient and the stop torque are calculated from the deceleration in the vehicle and the vehicle weight calculated by the vehicle weight calculation unit, and the electric input unit stores the electric power stored in the storage unit when starting the vehicle in the gradient section. Applying an input to an electric brake.

According to a ninth aspect of the present invention, there is provided a control device for an electric brake, wherein when a braking torque is applied to the axle from the electric brake, the deceleration of the vehicle with the braking torque is reduced. Deceleration measuring means for measuring
Calculating means for calculating the vehicle weight of the vehicle, the gradient of the gradient section where the vehicle stops, and a stop torque that matches the gradient; and means for calculating an electric input for generating the stop torque calculated by the stop torque calculating means Storage means for storing the electric input; and electric input means for applying the electric input to the electric brake, wherein the electric input means stores the electric input stored in the storage means when the vehicle is started on the slope section. To the electric brake.

[0032] In the control apparatus for an electric brake according to the ninth aspect of the present invention, the deceleration measuring means includes a deceleration of the vehicle at the first braking torque in the gradient section and a second braking in the gradient section. The deceleration of the vehicle immediately before stopping at the torque is measured. The calculating means calculates the vehicle weight, the gradient, and the stop based on the deceleration at the first braking torque and the deceleration at the second braking torque. And calculating the torque.

In the above-described electric brake control device according to the seventh to ninth aspects of the present invention, the first braking torque is generated at a first notch of the electric brake, and the second braking torque is: Occurs at the second notch of the electric brake. At this time, the first braking torque may be larger than the second braking torque.

In order to solve the above-mentioned problems, a control device for an electric brake according to a tenth aspect of the present invention comprises: a storage unit for storing information on a mass M of a vehicle and a braking torque F0 corresponding to the mass M; The braking torque F0 stored in the storage means
Current generation means for applying a current for causing the electric brake to the electric brake; speed measurement means for measuring the speed Vt of the vehicle; storage means, current generation means, and control means for controlling the speed measurement means. The generating means has a torque-dividing current means for generating a torque-dividing current Iq, and a magnetic flux-dividing current generating means for generating a magnetic flux-dividing current Id. When the speed V1 reaches 1, the magnetic flux component current generating means is controlled so that the value of the magnetic flux component current Id generated by the magnetic flux component current generating means increases from Id0 to Ids. When the speed becomes the second speed V2, the torque component current generating means is controlled so that the value of the torque component current Iq generated from the torque component current generating means changes from Iq0 to 0, and The magnetic flux component current Ids when the value of the magnetic flux component current Iq is 0 is stored in the storage means, and when the vehicle is started in the gradient section, the magnetic flux component current Ids stored in the storage means is replaced with the magnetic flux component current generation means. And controlling the magnetic flux component current generating means so as to generate the magnetic flux.

In order to solve the above-mentioned problems, an electric brake control device according to an eleventh aspect of the present invention comprises: a current generating means for applying a current for generating a braking torque to the electric brake; and measuring a speed of the vehicle. Speed control means for controlling the current generation means and the speed measurement means, the current generation means comprising: a torque component current means for generating a torque component current; and a magnetic flux component current for generating a magnetic flux component current. Means, and the control means, when the speed of the vehicle measured by the speed measurement means has reached the first speed,
The magnetic flux component current generating means is controlled so that the value of the magnetic flux component current generated from the magnetic flux component current generating means increases, and when the speed of the vehicle measured by the speed measuring means becomes the second speed, the torque component current is increased. The torque component current generating device is controlled so that the value of the torque component current generated from the generating device becomes 0, and the magnetic flux component current when the torque component current value is 0 is stored in the storage device. When the vehicle is started, the magnetic flux component current generating means is controlled so that the magnetic flux component current stored in the storage means is generated from the magnetic flux component current generating means.

In the control apparatus for an electric brake according to the tenth and eleventh aspects of the present invention, the control means increases the current corresponding to the magnetic flux by applying a voltage of a predetermined value or more to the stator side of the electric brake. Thus, the magnetic flux component current generating means can be controlled. At this time, the control means may perform control so as to apply a voltage capable of generating a magnetic flux current such that the generated magnetic flux is 70% or more of the maximum value.

In the above-described electric brake control method and electric brake control device of the present invention, a stop torque that balances the gradient of the line on which the vehicle stops is obtained, and an electric input corresponding to the stop torque is calculated and stored. When the vehicle is started on an inclined track, the stored electric input is applied to the electric brake, so that the vehicle can be prevented from moving backward even when the friction brake is released.

[0038]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an electric brake control method and an electric brake control device according to the present invention will be described in detail with reference to the drawings.

First, FIG. 1 shows a case where the weight of a railway vehicle (hereinafter simply referred to as a “vehicle”) is known and the gradient (gradient angle θ) of the track at the place where the vehicle stops is unknown.
This will be described with reference to FIGS. The weight of the vehicle is the sum of the invariable weight of the vehicle body and the weight of the passengers, luggage, and the like.
The latter can be estimated, for example, from the pressure of the air spring supporting the vehicle body. Alternatively, detection can be performed by installing a separate vehicle weight sensor.

FIG. 1 is a block diagram showing an example of an embodiment of an electric brake system using the electric brake control device of the present invention. This electric brake system includes an electric brake control device 10 and a braking torque generating device 16, and the braking torque generating device 16 is connected to a drive unit 17 of the vehicle. Normally, the braking torque generator 16
Uses a drive motor as a generator.

Here, the electric brake control device 10 generates a torque component current in a control unit 11 for controlling each component of the device 10, a memory 12 for storing vehicle running data and the like, and a torque generation device 16. A current generating circuit 13 for torque, a speed measuring unit 15 connected to the driving unit 17 for measuring the running speed of the vehicle, and a digital filter circuit for measuring the acceleration of the vehicle based on the speed change measured by the speed measuring unit 15 (D / F).

FIG. 2 is a schematic diagram showing an example of how to determine the deceleration of a vehicle in a flat section where the slope of the track is zero. Here, as the flat section of the track, for example, a section of the track laid with a gradient of 0 in a vehicle manufacturing factory or the like is used. As described below, a deceleration corresponding to a plurality of arbitrary vehicle weights M is obtained in this flat section. First, it is assumed that the vehicle 1 is initially traveling at a constant speed V0. From this state, the control unit 11 obtains a deceleration α0 at the time of deceleration until the speed becomes 0 in the flat section. This deceleration α0 can be obtained by the following equation.

Equation 1 M · α0 = F0 = k · φ · Iq0 比例 α0 = F0 / M = k · φ · Iq0 / M where M is the actual weight of the vehicle 1, k is a proportional constant, φ is a magnetic flux, Iq0 indicates a torque component current for generating torque on the axle of the wheel 2.

The running speed of the vehicle is measured by the speed measuring unit 15 connected to the driving unit 17 and notified to the control unit 11. In addition, the deceleration operation of the vehicle is controlled by a control unit 1 from a brake input unit 18 provided in the driver's seat of the vehicle.
This is done in response to a signal to 1. Also, the actual weight M of the vehicle 1
Is based on the weight (nominal weight) M0 of the vehicle 1 when no passengers or the like are in the vehicle and the weight of the vehicle 1 at the time of deceleration measurement by the weight sensor 19 (FIG. 1) provided in the vehicle 1. M can be determined by measuring or estimating. The weight M of the vehicle obtained by the weight sensor 19 is stored in the memory 12 and can be updated at a predetermined timing, for example, immediately after departure from each station.

As a method of obtaining the deceleration α0 in a flat section according to the vehicle weight M, for example, in a flat section laid at a gradient of 0 in a vehicle manufacturing plant or the like, the deceleration α0 is calculated based on the nominal weight M0 of the vehicle 1. Based on the above equation 1, the reference deceleration α (α =
F0 / M0) is obtained and stored in the memory 12, and the reference deceleration α is calculated based on the ratio of the vehicle weight M and the nominal weight M0 obtained by the weight sensor 19, and is calculated in a flat section corresponding to the vehicle weight M. May be calculated.

Here, the torque component current Iq derived by the torque component current generation circuit 13 has a positive value when it is generated so as to advance the vehicle 1 in the traveling direction (rightward in FIG. 2). 2, the torque current Iq0 generated when the vehicle 1 is decelerated has a negative value. Therefore, the deceleration α0 obtained by Expression 1 also has a negative value.

FIG. 3 is a diagram showing the vehicle torque current and the vehicle speed when determining the vehicle deceleration in a flat section. In this figure, the start time of the stop operation of the vehicle from the brake input unit 18 (see FIG. 1) is shown as 0 on the time axis.
In the stopping operation of the vehicle in a flat section by the electric brake system shown in FIG. 1, when the speed measured by the speed measuring unit 15 becomes a predetermined speed V1 or less, for example, 5 km / h or less, the torque is gradually reduced. The brake input unit 18 is operated so that the current Iq approaches 0. In this manner, in the flat section, the vehicle 1 stops after a predetermined time t1 has elapsed from the start of the stop operation of the vehicle 1.

The deceleration α0 obtained as described above
Is a memory 1 provided in an electric brake control device 10 (FIG. 1) for controlling an electric brake system of the vehicle 1.
2 (FIG. 1).

FIG. 4 shows a torque current Iqs for maintaining the vehicle in a stopped state in a section where the slope of the track is not zero.
It is a schematic diagram showing how to obtain (stop torque component current). FIG. 5 is a diagram illustrating a vehicle torque current and a vehicle speed when deceleration of the vehicle is determined in a gradient section. In FIG. 5, the start time of the stop operation of the vehicle is shown as 0 on the time axis. In the stopping operation of the vehicle by the electric brake system (FIG. 1), when the speed measured by the speed measurement unit 15 is reduced to a predetermined speed V1 or less, for example, 5 km / h or less, the torque component current Iq is gradually reduced. The stop torque component current Iq
s.

It is assumed that the vehicle 1 is initially traveling at a constant speed V0 '. First, in this state, the brake input unit 18 is operated to generate a torque current from the torque current circuit 13 to the braking torque generator 16. At this time, based on the speed measured by the speed measuring unit 15, the control unit 11
Is the deceleration α in the gradient section (gradient angle θ: θ is an unknown number)
u is measured by the acceleration measuring unit 14 composed of a digital filter circuit (D / F) (see FIG. 5). The deceleration αu measured in this gradient section is stored in the memory 12. Next, using the deceleration αu in the gradient section and the deceleration α0 in the flat section stored in the memory 12, the gradient angle θ, which is an unknown, is calculated by the following equation (see FIG. 4).

[0051] Here, M is the actual weight of the vehicle 1, αu is the deceleration in the gradient section, α0 is the deceleration in the flat section, θ is the gradient angle, and g is the gravitational acceleration.

As described above, the unknown gradient angle θ can be obtained. Based on the result of Expression 2, the control unit 11 calculates a stop torque component current Iqs necessary to maintain the balanced state (stop state) of the vehicle 1 in the gradient section. The stop torque component current Iqs can be obtained by the following equation (see FIG. 3).

[0053] Here, M is the actual weight of the vehicle 1, Fu is the stop torque, αu
Is the deceleration in the gradient section, α0 is the deceleration in the flat section, θ
Is a gradient angle, g is a gravitational acceleration, k is a proportional constant, φ is a magnetic flux, Iq0 is a torque component current in a flat section, and Iqs is a stop torque component current in a gradient section.

The current Iqs corresponding to the stop torque obtained as described above is stored in the memory 12 by the control unit 11.

Next, the operation of the electric brake system when the vehicle 1 starts again after stopping in the gradient section of the gradient angle θ will be described. Here, it is assumed that the vehicle 1 is stopped by the friction brake (not shown) in the above-described gradient section having the gradient angle θ.

When the vehicle 1 is started again, first, a release signal of the friction brake is transmitted from the brake input unit 18 to the control unit 1.
Sent to 1. The control unit 11 responds to the signal from the brake input unit 18 by using the above-mentioned equation 3 stored in the memory 12.
Current Iqs = Iq0 (1-αu /
α0) is read. Then, the control unit 11 controls the torque generation circuit 13 to generate the stop torque component current Iqs, and operates the torque generation device 16 as an electric brake. When a predetermined stop torque Fu is generated from the braking torque generator 16 to the drive unit 17, the control unit 11 releases a friction brake (not shown).

As described above, in the above-described gradient section, the stop torque component current Iqs
= Iq0 (1-αu / α0),
Torque generator 1 even after release of friction brake (not shown)
The stationary state of the vehicle 1 can be maintained in the gradient section by the torque from 6, and when the vehicle 1 starts moving in the gradient section, the vehicle 1 can be prevented from retreating.

Next, a case where the vehicle weight M of the vehicle is unknown and the gradient (gradient angle θ) of the track at the place where the vehicle stops is known with reference to FIGS. In addition, the gradient information of the track can be obtained as information corresponding to the position of the track in the entire length section of the Shinkansen and in all stations of the conventional line.

FIG. 6 is a block diagram showing an example of an embodiment of an electric brake system using the electric brake control device of the present invention. This electric brake system has the same configuration as the electric brake system shown in FIG. 1 except for the following points. 1 differs from FIG. 1 only in that the control unit 11 of the electric brake control device 10 is connected to a signal receiver 20 such as a train signal receiver instead of the weight sensor 19 (FIG. 1).

FIG. 7 is a schematic diagram showing how to determine the deceleration of a vehicle in a flat section where the gradient of the track is zero. The difference from FIG. 2 is that when measuring the deceleration α0, the vehicle weight is set to the vehicle weight (nominal weight) M0 when no passengers are riding.
It is to ask in the case of. Here, the nominal weight M0 of the vehicle 1 is stored in the memory 12 in advance. In addition,
The measurement of the traveling speed of the vehicle and the deceleration operation of the vehicle at this time are as follows.
This is the same as the case shown in FIG.

The vehicle 1 is initially running at a constant speed V0. From this state, a deceleration α0 when decelerating to a speed 0 in a flat section is controlled by the control unit 11 in the same manner as in FIG. Ask. This deceleration α0 can be obtained as follows by substituting M0 for M in Equation 1.

Equation 4 α0 = k · φ · Iq0 / M0 where M0 is the nominal weight of the vehicle 1, k is a proportional constant,
φ indicates a magnetic flux, and Iq0 indicates a torque component current for generating a torque on the axle of the wheel 2.

FIG. 8 is a diagram showing a vehicle torque current and a vehicle speed when deceleration of the vehicle is determined in a flat section. FIG. 8 shows that the vehicle 1 stops after a predetermined time t1 has elapsed from the start of the stop operation of the vehicle 1 in the flat section, similarly to FIG. 3 described above.

The deceleration α0 obtained as described above
Is a memory 12 provided in an electric brake control device 10 (FIG. 6) for controlling the electric brake system of the vehicle 1.
(FIG. 6).

FIG. 9 is a schematic diagram showing how to obtain a torque component current Iqs (stop torque component current) for stopping the vehicle in a gradient section where the gradient of the track is not zero. FIG.
FIG. 6 is a diagram showing a vehicle torque current and a vehicle speed when a deceleration of the vehicle is obtained in a gradient section. In FIG.
The start time of the stop operation of the vehicle is shown as 0 on the time axis. In the stopping operation of the vehicle by the electric brake system (FIG. 6), the speed measured by the speed measuring unit 15 is a predetermined speed V1.
Hereinafter, for example, when the vehicle is decelerated to 5 km / h or less, the torque component current Iq is made to gradually approach the stop torque component current Iqs.

It is assumed that the vehicle 1 is initially traveling at a constant speed V0 '. First, in this state, the brake input unit 18 is operated to generate a torque current from the torque current circuit 13 to the braking torque generator 16. At this time, based on the speed measured by the speed measuring unit 15, the control unit 11
Is measured by the acceleration measuring unit 14 composed of a digital filter circuit (D / F) in the gradient section (gradient angle θ) (see FIG. 10). The deceleration αu measured in this gradient section is stored in the memory 12. The gradient angle θ of the gradient section is stored in the memory 12 in advance for each predetermined section.
Can be stored. Also, a correspondence table (not shown) between the distance information (position information) and the gradient angle θ is stored in advance in the memory 12 as section information, and an information device (not shown) grounded on the track at predetermined intervals. ), The signal receiver 20 may receive the distance information, and refer to the correspondence table from the distance information to obtain the gradient angle θ. Next, using the deceleration αu in the gradient section, the deceleration α0 in the flat section, the nominal weight M0 of the vehicle 1 and the actual angle of the vehicle 1 as an unknown using the gradient angle θ stored in the memory 12. Calculate the weight M. The actual weight M of the vehicle 1 is
It can be obtained by the following equation (see FIG. 9).

[0067] Here, M is the actual weight of the vehicle 1, M0 is the nominal weight of the vehicle 1, αu is the deceleration in the gradient section, α0 is the deceleration in the flat section, θ is the gradient angle, and g is the gravitational acceleration.

As described above, the unknown vehicle 1
Can be obtained. Based on the result of Equation 5, the control unit 11 calculates a stop torque component current Iqs necessary to maintain the balanced state (stop state) of the vehicle 1 in the gradient section. This stop torque component current Iqs is
It can be obtained by the following equation (see FIG. 8).

Equation 6 0 = Fu−M · g · sin θ∴Fu = M · g · sin θ = {α0 / (αu + g · sin θ)} · M0 · g · sin θ = F0 / (αu + g · sin θ) · g · sin θ = {G · sinθ / (αu + g · sinθ)} · k · φ · Iq0 = k · φ · Iqs ＩIqs = Iq0 · {g · sinθ / (αu + g · sinθ)} where M is the actual weight of the vehicle 1. , M0 is the nominal weight of the vehicle 1, αu is the deceleration in the gradient section, α0 is the deceleration in the flat section, θ is the gradient angle, g is the gravitational acceleration, k is the proportionality constant, φ is the magnetic flux, and Iq0 is the flat section. Current for torque at I
qs indicates the current corresponding to the stop torque in the gradient section.

The stop torque component current Iqs obtained as described above is stored in the memory 12 by the control unit 11.

Next, the operation of the electric brake system when the vehicle 1 starts again after stopping in the gradient section of the gradient angle θ will be described. Here, it is assumed that the vehicle 1 is stopped by the friction brake (not shown) in the above-described gradient section having the gradient angle θ.

When the vehicle 1 is started again, first, a release signal of the friction brake is transmitted from the brake input unit 18 to the control unit 1.
Sent to 1. The controller 11 responds to the signal from the brake input unit 18 by using the above-described equation 6 stored in the memory 12.
Torque Iqs = Iq0 · ｛g · si
nθ / (αu + g · sin θ)} is read out. And
The control unit 11 controls the torque generation device 13 to operate the torque generation device 16 as an electric brake by controlling the stop torque component current Iqs to be generated from the torque component generation circuit 13. When a predetermined stop torque Fu is generated from the braking torque generator 16 to the drive unit 17, the control unit 11 releases a friction brake (not shown).

As described above, in the above-described gradient section, the stop torque component current Iqs
= Iq0 · {g · sin θ / (αu + g · sin θ)}
Is generated, the vehicle 1 can be kept stopped on the slope section by the torque from the torque generating device 16 even after the friction brake (not shown) is released, and when the vehicle 1 starts on the slope section. In addition, it is possible to prevent the vehicle 1 from moving backward.

Although the embodiments of the electric brake control device and the electric brake control method of the present invention have been described above, both the weight sensor and the signal receiver may be connected to the electric brake control device 10. In this case, one of the weight sensor and the signal receiver may be used depending on the situation of the track section or the like, and the stop torque component current I
It is also possible to obtain qs, and to use one as a main value and the other as a correction value, or to use the average value thereof to more accurately maintain the stopped state of the vehicle.

Next, another embodiment of the electric brake control method and the electric brake control device of the present invention will be described.
This will be described in detail with reference to the drawings. In the following description, the weight of the vehicle and the gradient (gradient angle θ) of the track at the place where the vehicle stops are unknown.

FIG. 11 is a block diagram showing an example of an embodiment of an electric brake system using the electric brake control device (hereinafter, also simply referred to as "control device") of the present invention. This electric brake system includes a control device 110 and a braking torque generator 16, and the braking torque generator 1
6 is connected to the drive unit 17 of the vehicle. Normally, the braking torque generator 16 uses a drive motor as a generator.

Here, the control device 110 is
A control unit 11 for controlling each of the components, a memory 12 for storing driving data of the vehicle and the like, a torque component current generation circuit 13 for generating a torque component current in the torque generator 16,
A speed measuring unit 15 connected to the driving unit 17 for measuring the running speed of the vehicle, and a filter circuit such as a digital filter circuit (D / F) for measuring the acceleration of the vehicle based on the speed change measured by the speed measuring unit 15 , And a calculation unit 119 for calculating an unknown quantity.

The basic method of obtaining the deceleration of the vehicle and the torque component current with respect to the braking torque according to the present invention will be described below with reference to FIGS. 7 and 8 described above. In FIG. 7,
A method of obtaining the deceleration (acceleration) of the vehicle in a flat section where the gradient of the track is 0 will be described. Here, as the flat section of the track, for example, a section of the track laid with a gradient of 0 in a vehicle manufacturing factory or the like is used. As explained below,
In this flat section, the deceleration of the vehicle 1 and the current corresponding to the torque with respect to a plurality of braking torques at the nominal weight (vehicle weight with no passengers or the like) M0 are obtained. Here, the nominal weight M0 of the vehicle 1 is stored in the memory 12 (FIG. 11) in advance.

In FIG. 7, the vehicle 1 is initially running at a constant speed V0. From this state, at a predetermined brake notch, for example, at a brake 5 notch, the speed is reduced to 0 in a flat section. In FIG. 11, first, a signal of a brake 5 notch is sent from the brake input unit 18 provided in the vehicle driver's seat to the control unit 11. The control unit 11 controls the torque current generating circuit 13 according to the signal of the brake 5 notch. The torque component current generation circuit 13 generates a torque component current Iq0 to the braking torque generator 16 according to a control signal from the control unit 11. The braking torque generator 16 drives the driving unit 17 according to the torque current Iq0. The running speed of the vehicle 1 is measured by the speed measuring unit 15 connected to the driving unit 17 and is notified to the control unit 11. The deceleration α0 at this time is
It can be obtained by measuring with the acceleration measuring unit 14. This braking torque F0, deceleration α0, and torque component current Iq0
Can be expressed by the following equation (7).

Equation 7 M0 · α0 = F0 = k · φ · Iq0 Here, k is a proportional constant, φ is a magnetic flux, and M0 is a nominal weight of the vehicle. According to Expression 7, the calculation unit 119 calculates
The braking torque F0 corresponding to the brake 5 notch can be obtained from the deceleration α0 and the torque current Iq0.

Here, the torque component current Iq generated by the torque component current generation circuit 13 is a positive value when it is generated so as to advance the vehicle 1 in the traveling direction (right direction in FIG. 7). 7, the torque current Iq0 generated when the vehicle 1 is decelerated has a negative value. Therefore, the deceleration α0 obtained by the acceleration measuring unit 14 also becomes a negative value (see Equation 7).

FIG. 8 shows the vehicle torque current Iq and the vehicle speed Vt in the flat section and the nominal weight. In this figure, the start time of the vehicle stop operation from the brake input unit 18 (see FIG. 11) is shown as 0 on the time axis. In the stopping operation of the vehicle in the flat section by the electric brake system shown in FIG.
Is less than a predetermined speed V1, for example, 5 km /
h, the brake input unit 18 is operated so that the torque component current Iq gradually approaches zero.
In this manner, in the flat section, the vehicle 1 stops after a predetermined time t1 has elapsed from the start of the stop operation of the vehicle 1.

The brake 5 determined as described above
The braking torque F0, the deceleration α0, and the torque component current Iq0 corresponding to the notch are transmitted to the control device 110 of the vehicle 1 (FIG. 1).
It is stored in the memory 12 (FIG. 11) provided in 1).

Next, in the same manner as described above, the vehicle 1 traveling at a constant speed V0 is moved to a predetermined brake notch, for example,
At the 4th notch of the brake, the speed is reduced to 0 in the flat section. In FIG. 11, first, a signal of a brake 4 notch is transmitted to the control unit 11 from a brake input unit 18 provided in a vehicle driver's seat. The control unit 11 controls the torque current generating circuit 13 according to the signal of the brake 4 notch. The torque component current generation circuit 13 generates a torque component current Iq1 in response to a control signal from the control unit 11,
Occurs for The braking torque generator 16 drives the driving unit 17 according to the torque current Iq1. The running speed of the vehicle 1 is measured by the speed measuring unit 15 connected to the driving unit 17 and is notified to the control unit 11. Further, the deceleration α1 at this time is determined by the acceleration measuring unit 14
It can be determined by measuring. Also, the braking torque F
1, the deceleration α1, and the torque component current Iq1 satisfy the above-described formula 1, and the braking torque F1 is obtained by the calculation unit 19 in the same manner as described above.

The brake 4 determined as described above
The braking torque F1, the deceleration α1, and the torque component current Iq1 corresponding to the notch are transmitted to the control device 110 of the vehicle 1 (FIG. 1).
It is stored in the memory 12 (FIG. 11) provided in 1). At this time, the calculation unit 119 outputs an output ratio of the brake notch (ratio of braking torque) δ = F1 / F0 = Iq1 / I.
q0 is obtained and stored in the memory 12 (FIG. 11).

FIG. 12 is a schematic diagram showing how to obtain a torque component current Iqs (stop torque component current) for stopping the vehicle in a gradient section where the gradient of the track is not zero. FIG. 12 (a)
Is the brake 5 notch (braking torque F
FIG. 12B shows the state at the time of the brake 4 notch (braking torque F1) shown in the above example.

FIG. 13 is a diagram showing the vehicle torque current and the vehicle speed when the deceleration of the vehicle is obtained in the gradient section. In FIG. 13, the start time of the stop operation of the vehicle is shown as 0 on the time axis. In the stopping operation of the vehicle by the electric brake system (FIG. 11), the speed measuring unit 15
Is less than a predetermined speed V1, for example, 5 km /
When the vehicle is decelerated to h or less, the current Iq for the torque is gradually approached to the current Iqs for the stop torque.

It is assumed that the vehicle 1 is initially traveling at a constant speed V0 '. First, from this state, the brake input unit 18 is operated to set a predetermined brake notch, for example,
A signal of the brake 5 notch is sent to the control unit 11. Control unit 1
1 controls the torque current circuit 13 according to the signal of the brake 5 notch, and generates a torque current from the torque current circuit 13 to the braking torque generator 16. At this time, based on the speed measured by the speed measuring unit 15, the control unit 11
Is the deceleration α in the gradient section (gradient angle θ: θ is an unknown number)
u0 is measured by the acceleration measuring unit 14 composed of a filter circuit such as a digital filter circuit (D / F) (FIG. 1).
3). The deceleration αu0 measured in this gradient section is
Stored in the memory 12.

Next, a signal of a predetermined brake notch, for example, a brake 4 notch is sent to the control unit 11 by operating the brake input unit 18. The control unit 11 controls the torque component current circuit 13 according to the signal of the brake 4 notch, and generates a torque component current from the torque component current circuit 13 to the braking torque generator 16. At this time, based on the speed measured by the speed measuring unit 15, the control unit 11 determines the deceleration α in the gradient section.
u1 is measured by the acceleration measuring unit 14 composed of a filter circuit such as a digital filter circuit (D / F) (FIG. 1).
3). The deceleration αu1 measured in this gradient section is
Stored in the memory 12.

Next, using the braking torque F0 and deceleration αu0 of the brake 5 notch and the braking torque F1 and deceleration αu1 of the brake 4 notch stored in the memory 12, the calculation unit 119 calculates The actual vehicle weight M of the vehicle 1 which is an unknown number is calculated by Expression 8 (see FIG. 12).

Equation 8 M · αu0 = F0−M · g · sinθ (Brake 5 Notch) M · αu1 = F1−M · g · sinθ (Brake 4 Notch) Ｍ M = (F0−F1) / (αu0−αu1) Here, θ indicates the gradient angle, and g indicates the gravitational acceleration.

As described above, the unknown vehicle 1
Of the actual vehicle weight M can be obtained. This vehicle 1
Is stored in the memory 12. Based on the result of Equation 8 (vehicle weight M), the calculating unit 119
Calculates the stop torque component current Iqs required to maintain the balanced state (stop state) of the vehicle 1 in the gradient section. The stop torque component current Iqs can be obtained by the following equation (see FIG. 12).

Equation 9 0 = Fu−M · g · sin θ∴Fu = M · g · sin θ = F0−M · αu0 = (F1 · αu0−F0 · αu1) / (αu0−αu1) = k · φ · ( δαu0−αu1) Iq0 / (αu0−αu1) = k · φ · Iqs∴Iqs = Iq0 · (δαu0−αu1) / (αu0−αu1) where Fu is the stop torque and δ is the braking torque ratio (F1 /
F0), θ is the gradient angle, g is the gravitational acceleration, k is the proportionality constant, φ is the magnetic flux, Iq0 is the torque current in the flat section, I
qs indicates the current corresponding to the stop torque in the gradient section.

The stop torque component current Iqs calculated by the calculation unit 119 as described above is stored in the memory 12 by the control unit 11.

Next, the operation of the electric brake system when the vehicle 1 starts again after stopping in the gradient section of the gradient angle θ will be described. Here, it is assumed that the vehicle 1 is stopped by the friction brake (not shown) in the above-described gradient section having the gradient angle θ.

When the vehicle 1 is started again, first, a release signal of the friction brake is transmitted from the brake input unit 18 to the control unit 1.
Sent to 1. The controller 11 responds to the signal from the brake input unit 18 by using the above-described equation 6 stored in the memory 12.
Current Iqs = Iq0 · (δαu0)
−αu1) / (αu0−αu1) is read out. And
The control unit 11 controls the torque generation device 13 to operate the torque generation device 16 as an electric brake by controlling the stop torque component current Iqs to be generated from the torque component generation circuit 13. When a predetermined stop torque Fu is generated from the braking torque generator 16 to the drive unit 17, the control unit 11 releases a friction brake (not shown).

Thus, in the above-described gradient section, the stop torque component current Iqs
= Iq0 · (δαu0−αu1) / (αu0−αu1)
Is generated, the vehicle 1 can be kept stopped on the slope section by the torque from the torque generating device 16 even after the friction brake (not shown) is released, and when the vehicle 1 starts on the slope section. In addition, it is possible to prevent the vehicle 1 from moving backward.

Although the embodiment of the electric brake control device according to the present invention has been described above, a weight sensor or a signal receiver for obtaining gradient information may be connected to the control device 110. In this case, the actual vehicle weight M and the gradient θ can be obtained by using a weight sensor or a signal receiver according to a situation such as a track section. In this case, the stop torque component current Iqs 'is obtained using these sensors, and the stop torque component current Iqs' is used as a correction value, or the calculation unit 119
Torque Iqs and stop torque I
The stop state of the vehicle can be maintained more accurately by the average value with qs'.

In the above description, the brake input unit 1
Although the predetermined brake notch inputted from 8 has been described as the brake 5 notch and the brake 4 notch, in the present invention, a different arbitrary combination of brake notches, for example, the brake 5 notch, the brake 3 notch, and the brake 4 notch
Notches and two notches can be used.

Next, another embodiment of the electric brake control method and the electric brake control device of the present invention will be described.
This will be described in detail with reference to the drawings.

FIG. 14 is a block diagram showing an example of an embodiment of an electric brake system using the electric brake control device (hereinafter, also simply referred to as "control device") of the present invention. This electric brake system includes a control device 140 and a braking torque generator 16, and the braking torque generator 1
6 is connected to the drive unit 17 of the vehicle. Normally, the braking torque generator 16 uses a drive motor as a generator. The control device 140 also controls the brake input unit 1
8 is connected.

Here, the control device 140 is
A control unit 11 for controlling each component of the vehicle, a memory 12 for storing travel data of the vehicle, etc., and a braking torque generator 1
6, a braking torque current generating circuit 131 for generating a braking torque current, a speed measuring unit 15 connected to the driving unit 17 for measuring the traveling speed of the vehicle, and an acceleration of the vehicle based on the speed change measured by the speed measuring unit 15. And an acceleration measuring unit 14 constituted by a filter circuit such as a digital filter circuit (D / F) for measuring the acceleration. The braking torque current generation circuit 131 includes a magnetic flux current generation circuit 132 that generates a magnetic flux current, and a torque current generation circuit 13 that generates a torque current. The braking torque current supplied from the braking torque current generating circuit 131 to the braking torque generating device 16 is controlled by the magnetic flux component current generating circuit 132 and the torque component current generating circuit 13 under the control of the control unit 11. It is preferable to superimpose on the torque component current generated in step (1) and supply it from the torque component current generation circuit 13.

Hereinafter, an example of a method for obtaining the braking torque and the deceleration of the vehicle will be described with reference to FIG. Here, as the measurement section, for example, a section of a track laid in a vehicle manufacturing factory or the like is used. As described below, braking torque and deceleration corresponding to a plurality of arbitrary vehicle weights M in this section are determined. First, it is assumed that the vehicle 1 is initially traveling at a constant speed V0. From this state, the control unit 11 obtains a deceleration α0 when decelerating until the speed becomes zero. The deceleration α0 can be obtained by the above-described formula 1 (α0 = F0 / M = kφIq0 / M).

The braking torque F obtained as described above
0, deceleration α0, and torque component current Iq0 are stored in memory 12 provided in control device 140 (FIG. 14) of vehicle 1.
(FIG. 14).

The traveling speed Vt of the vehicle 1 (FIG. 2)
Speed measurement unit 15 connected to drive unit 17 (FIG. 14)
(FIG. 14) and notifies the control unit 11 (FIG. 14). The deceleration operation of the vehicle 1 is performed according to a signal from the brake input unit 18 (FIG. 14) provided in the vehicle driver's seat to the control unit 11. The actual weight M of the vehicle 1 is calculated based on the weight (nominal weight) M0 of the vehicle 1 when no passengers or the like are in the vehicle by a deceleration by a weight sensor (not shown) provided in the vehicle 1. The weight M of the vehicle 1 at the time of measurement can be obtained by measuring or estimating. The weight M of the vehicle obtained by the weight sensor is stored in the memory 12 (FIG. 14) and can be updated at a predetermined timing, for example, immediately after departure from each station.

The braking torque F0 according to the vehicle weight M
For example, the nominal weight M0 of the vehicle 1 is calculated on a track laid in a vehicle manufacturing factory or the like.
And the reference deceleration α (α = F0 /
M0) is calculated and stored in the memory 12, and the reference deceleration α is calculated based on the ratio of the vehicle weight M and the nominal weight M0 obtained by the weight sensor, and the braking torque F0 and the deceleration corresponding to the vehicle weight M are calculated. α0 may be calculated.

Here, the torque component current Iq generated by the torque component current generation circuit 13 is a positive value when it is generated so as to advance the vehicle 1 in the traveling direction (right direction in FIG. 2). 2, the torque component current Iq0 generated when the vehicle 1 is decelerated has a negative value. Therefore,
The deceleration α0 obtained by the above equation 1 is also a negative value.

Next, the rotation equation of the induction motor having the braking torque generator 16 and the drive unit 17 can be generally expressed as follows. Equation 10 Stator side: V1 = R1 · I1 + d / dt · φ1 Rotor side: 0 = R2 · I2 + d / dt · φ2-ω2n
J · φ2 Here, V1 is a voltage (vector value) applied to the stator side (primary side), R1 is a resistance value on the stator side, and I1 is generated on the stator side by the braking torque current generation circuit 13. Current (vector value), φ1 is a magnetic flux (vector value) generated on the stator side, R2 is a resistance value on the rotor side (secondary side), and I2 is a current generated on the rotor side by the braking torque current generation circuit 13. (Vector value), φ2 is a magnetic flux (vector value) generated on the rotor side, ω2n is an angular velocity of the rotor, and J is a permutation matrix (2 rows ×
2nd column: 1st row, 1st column = 0, 1st row, 2nd column = 1, 2nd row, 1st column =
-1, 2nd row, 2nd column = 0). Note that the stator side current I
1 is a magnetic flux component current generating circuit 13a
, And the rotor-side current I2 corresponds to the current generated by the torque-current generating circuit 13b as the torque-current Iq. In addition, −ω2n ·
The sign of J · φ2 becomes negative because the rotation of the rotor generates a back electromotive force.

Further, the torque τ of the induction motor represented by the above equation can be represented by the following equation. Equation 11 τ = Np · I1T · J · φ1 = −Np · I2T · J · φ2 where Np is the number of pole pairs of the induction motor (for example, in the case of a 4-pole induction motor, the number of pole pairs is 2), I1T is a transpose transposition matrix of the stator side (primary side) current, J is a permutation matrix, φ1 is a magnetic flux (vector value) generated on the stator side, and I2T is a transposition of a rotor side (secondary side) current. The transposed matrix, φ2, is a magnetic flux (vector value) generated on the rotor side.

As can be understood from the above equation (10), when the voltage V1 applied to the stator side (primary side) is increased, only the stator side current I1 is increased by the braking torque current generation circuit 13, and Side (secondary side) current I2 and magnetic flux φ2 are
Hardly changes.

Therefore, the braking torque current generating circuit 13
When a voltage equal to or more than a predetermined value is applied, the magnetic flux current generating circuit 132 operates so as to increase only the magnetic flux current Id by increasing the exciting current, the magnetic flux on the stator side (primary side) is saturated, and the linkage magnetic flux is saturated. Occurs, and the magnetic flux leakage on the stator side (primary magnetic flux leakage) increases. Due to the eddy current and the interlinkage magnetic flux generated by the primary-side leakage magnetic flux, a force that hinders the movement of the vehicle 1 (FIG. 2) to move increases.

As described above, when the voltage applied to the stator is equal to or higher than the predetermined value, the exciting current increases and a leakage flux is generated, thereby generating an eddy current and a linkage flux. Therefore, it is possible to prevent the vehicle 1 (FIG. 2) from moving. Hereinafter, the control of the electric brake using this action will be specifically described.

FIG. 15 is a diagram showing the relationship between the exciting component current I on the stator side and the magnetic flux φ generated thereby. In FIG. 15, a state where the magnetic flux φ is around 70% is generally defined as a magnetic flux saturation state. Therefore, on the stator side, this magnetic flux φ
Is more than 70%.
A voltage that causes 1) is applied. here,
Since the value of the exciting component current I0d when the magnetic flux is saturated depends on the motor of the induction motor, the current value I0d is determined in advance.
d or the value V of the applied voltage for generating this current value I0d
0d may be stored in the memory 12 (FIG. 14).

FIG. 16 shows the vehicle speed Vt until the vehicle 1 (FIG. 2) changes from the speed V0 to 0, the torque component current Iq generated by the torque component current generation circuit 13, and the magnetic flux component current generation circuit 132. The relationship with the magnetic flux component current Id is shown based on the time axis. In FIG. 16, the start time of the vehicle stop operation from the brake input unit 18 (see FIG. 14) is shown as 0 on the time axis.

The operation of the stop control of the vehicle 1 will be described below. First, the vehicle 1 is traveling at the speed V0. Here, a brake signal is transmitted from the brake input unit 18 to the control unit 1.
When input to 1, the control unit 11 controls the braking torque current generation circuit 131 so that the deceleration (acceleration α0) is measured and stored in advance. Braking torque current generation circuit 1
The magnetic flux component current generating circuit 132 and the torque component current generating circuit 13 generate a magnetic flux component current Id0 and a torque component current Iq0, respectively, according to a control signal from the control unit 11, and the braking torque generator 16 A braking torque is generated in the drive unit 17 according to the magnetic flux component current Id0 and the torque component current Iq0. When the speed measured by the speed measuring unit 15 becomes equal to or lower than the predetermined speed V1, for example, 10 km / h or less during the stop process of the vehicle 1, the control unit 11 controls the magnetic flux component current generating circuit of the braking torque current generating circuit 131. The current Id generated by the magnetic flux 132 is controlled so as to gradually change from Id0 to Ids. The speed measured by the speed measuring unit 15 is a predetermined speed V
When it becomes 2 or less, for example, 5 km / h or less, the control unit 11 controls the torque component current Iq generated from the torque component current generation circuit 13 of the braking torque current generation circuit 131 to gradually become zero. In this manner, the vehicle 1 stops after a predetermined time t1 has elapsed from the start of the stop operation of the vehicle 1.

The torque component current Igs obtained as described above is stored in the memory 12 by the control unit 11 as a stop torque component current. The magnetic flux component current Ids is
It works to maintain a standstill.

Next, the operation of the electric brake system when the vehicle 1 starts again after stopping in the gradient section of the gradient angle θ will be described. Here, it is assumed that the vehicle 1 is stopped by the friction brake (not shown) in the above-described gradient section having the gradient angle θ.

When the vehicle 1 is started again, first, a release signal of the friction brake is transmitted from the brake input unit 18 to the control unit 1.
Sent to 1. The control unit 11 reads the torque component current Igs (stop torque component current) stored in the memory 12 according to the signal from the brake input unit 18. Then, the control unit 11 controls the torque component current Igs (stop torque component current) to be generated from the torque component generation circuit 13, and operates the torque generator 16 as an electric brake. When a predetermined stop torque is generated from the braking torque generator 16 to the drive unit 17, the control unit 11 releases the friction brake (not shown).

As described above, in the above-described gradient section, the torque component current Igs
By generating the (stop torque component current), the vehicle 1 can be kept stopped on the slope section by the torque from the torque generating device 16 even after the friction brake (not shown) is released. When the vehicle 1 starts moving, it is possible to prevent the vehicle 1 from moving backward.

Although the embodiment of the electric brake control device according to the present invention has been described above, a signal receiver for obtaining gradient information may be connected to the control device 140. In this case, a signal receiver is used according to a situation such as a track section, and an actual gradient θ is used.
Can be requested. According to the gradient θ, the torque component current Igs is obtained, and the stopped state of the vehicle 1 can be maintained more accurately using the torque component current Igs.

[0121]

As described above, according to the method and apparatus for controlling an electric brake of the present invention, the stop torque is calculated and generated in proportion to the gradient of the line on which the vehicle stops.
It has become possible to maintain the vehicle stopped on a sloping track only with electric brakes without using friction brakes.

Further, according to the electric brake control method and apparatus of the present invention, even if the actual vehicle weight or gradient is unknown, it is possible to calculate a stop torque that balances with the gradient of the line on which the vehicle stops. For this reason, the stopping torque enables the vehicle to be kept stopped on a sloped track only by the electric brake without using the friction brake.

Further, according to the electric brake control method and apparatus of the present invention, it is possible to generate a force that prevents the vehicle from moving due to an eddy current caused by a torque component current or a magnetic flux increase due to magnetic flux increase or magnetic flux saturation. For this reason, the anti-rolling force makes it possible to reliably maintain the stopped state of the vehicle on a sloped track using only the electric brake without using the friction brake.

Further, when an eddy current due to a leakage magnetic flux caused by an increase in the magnetic flux or saturation of the magnetic flux generates a force that prevents the vehicle from moving, the magnetic flux is easily saturated as an AC motor for a vehicle, and an eddy current due to the leakage magnetic flux is generated. Since an aluminum frame electric motor or the like which is easy to use can be used, the weight of the electric motor can be reduced.

Further, according to the electric brake control method and device of the present invention, the mechanical brake can be controlled even in the uphill section by the torque component current and the eddy current due to the leakage magnetic flux accompanying the magnetic flux increase or the magnetic flux saturation. Before the vehicle is paid, a torque that balances with the upward slope can be generated, so that it is possible to prevent the vehicle from starting backward. For this reason, it has become possible to start the vehicle smoothly without causing a shock at the time of the start. In particular, the so-called "1 handle mascon" of the 1 handle type
In the case of (1), the transition from the stopped state to the neutral state is always performed and the transition to the activated state is achieved, so that the effect is large.

[Brief description of the drawings]

FIG. 1 is a schematic view showing an embodiment of an electric brake system according to the present invention.

FIG. 2 is a schematic diagram showing how to determine the deceleration of a vehicle in a flat section where the gradient of the track is zero.

FIG. 3 is a diagram showing a vehicle torque current and a vehicle speed when a vehicle deceleration is determined in a flat section.

FIG. 4 is a schematic diagram illustrating a method of obtaining a stop torque component current Iqs for stopping a vehicle in a gradient section where the gradient of a track is not zero.

FIG. 5 is a diagram illustrating a vehicle torque current and a vehicle speed when deceleration of the vehicle is determined in a gradient section.

FIG. 6 is a schematic view showing an embodiment of an electric brake system according to the present invention.

FIG. 7 is a schematic diagram showing how to determine the deceleration of a vehicle in a flat section where the gradient of the track is zero.

FIG. 8 is a diagram showing a vehicle current corresponding to a torque of a vehicle and a vehicle speed when a deceleration of the vehicle is obtained in a flat section.

FIG. 9 is a schematic diagram showing a method of obtaining a stop torque component current Iqs for stopping a vehicle in a gradient section where the gradient of the track is not zero.

FIG. 10 is a diagram showing a torque current and a vehicle speed of a vehicle when deceleration of the vehicle is obtained in a gradient section.

FIG. 11 is a schematic diagram showing one embodiment of an electric brake system according to the present invention.

FIG. 12 is a schematic diagram showing a method of obtaining a stop torque component current Iqs for stopping a vehicle in a gradient section where the gradient of the track is not zero.

FIG. 13 is a diagram showing a vehicle current corresponding to a torque of the vehicle and a vehicle speed when a deceleration of the vehicle is obtained in a gradient section.

FIG. 14 is a schematic view showing an embodiment of an electric brake control device according to the present invention.

FIG. 15 is a diagram illustrating a relationship between an exciting component current I on the stator side of the motor and a magnetic flux φ generated thereby.

FIG. 16 is a diagram showing a relationship between a vehicle speed Vt, a torque component current Iq, and a magnetic flux component current Id based on a time axis.

[Explanation of symbols]

 Reference Signs List 1 vehicle 2 wheels 10, 110, 140 vehicle control device 11 control unit 12 memory 13 torque current generation circuit 14 acceleration measurement unit (D / F) 15 speed measurement unit 16 braking torque generation device 17 drive unit 18 brake input unit 19 weight Sensor 20 Signal receiver 119 Calculation unit 131 Braking torque current generation circuit 132 Magnetic flux component current generation circuit

 ──────────────────────────────────────────────────続 き Continued on front page F term (reference) 5H115 PC02 PG01 PI01 PU09 PV09 QE01 QH06 QI03 QI04 QI21 QI23 QN03 QN21 RB02 RB26 SE03 SJ13 TB01 TO02 TO07 TO10 UI02

Claims (35)

[Claims] 1. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when the vehicle is started on a slope section; Information on the mass M of the vehicle is obtained, and (b) a deceleration α0 = F0 / M of the vehicle in the flat section is calculated from the mass M and the braking torque F0 in the flat section. The deceleration αu of the vehicle is measured, and (d) From the deceleration α0 in the flat section and the deceleration αu immediately before stopping in the slope section, the slope θ of the slope section and the stop torque Fu = Mgsinθ that balances the slope θ are calculated. (E) calculating and storing the electric input Iqs for generating the stop torque Fu, and (f) applying the stored electric input Iqs to the electric brake to start the stop torque on the axle when starting the vehicle. Generates Fu The method of controlling an electric brake according to claim 1, wherein the vehicle is stopped on a sloped track. 2. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when the vehicle is started on a slope section; The deceleration of the vehicle in the flat section is calculated from the mass of the vehicle and the braking torque of the vehicle in the flat section, (b) the deceleration of the vehicle immediately before stopping in the slope section, and (c) the deceleration in the flat section. From the deceleration immediately before the stop in the slope section, the slope of the slope section and a stop torque that balances the slope are calculated, (d) an electrical input for generating the stop torque is calculated and stored, and (e) the vehicle When the vehicle is started, by applying a stored electric input to the electric brake to generate a stop torque on the axle, the vehicle stops on a sloped track, thereby stopping the vehicle. System Method. 3. A method for controlling an electric brake for receiving an electric input and applying a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when the vehicle is started on a slope section; The deceleration of the vehicle in the flat section and the deceleration of the vehicle immediately before the stop in the slope section are obtained. (B) The slope of the slope section and the slope are obtained from the deceleration in the flat section and the deceleration immediately before the stop in the slope section. (C) calculating and storing an electric input for generating the stopping torque, and (d) applying the stored electric input to the electric brake when starting the vehicle. A method for controlling an electric brake, comprising: generating a stop torque on an axle to maintain a stop state of a vehicle on a sloped track. 4. In the step (a), a deceleration of the vehicle in a flat section is calculated from mass information of the vehicle, and a deceleration of the vehicle immediately before stopping in a slope section is obtained by measurement.
4. The method for controlling an electric brake according to claim 3, wherein: 5. The method according to claim 3, wherein in the step (a), the deceleration of the vehicle in a flat section and the deceleration of the vehicle immediately before stopping in a slope section are obtained by measurement.
The control method of the electric brake according to the above. 6. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when the vehicle is started on a slope section; The vehicle weight (reference vehicle weight) M0 when the vehicle is empty is obtained, and (b) the vehicle deceleration α in the flat section is obtained from the reference vehicle weight M0 and the braking torque F0 in the flat section.
0 = F0 / M0 is calculated, (c) information on the gradient θ of the track at which the vehicle stops is obtained, (d) the deceleration αu immediately before the vehicle stops in the gradient section of the gradient θ is measured, and (e) the reference. The actual vehicle weight M is calculated from the deceleration α0 in the flat section in the case of the vehicle weight M0 and the deceleration αu immediately before the stop in the gradient section of the gradient θ, and (f) from the vehicle weight M and the gradient θ ,
The stop torque Fu balanced with the gradient θ of the gradient section is calculated,
(G) Electric input I for generating the stop torque Fu
qs is calculated and stored, and (h) when starting the vehicle,
A control method of an electric brake, characterized by applying a stored electric input Iqs to an electric brake to generate a stop torque on an axle, thereby maintaining a stopped state of the vehicle on a sloped track. 7. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when the vehicle is started on a slope section; The deceleration of the vehicle in the flat section is calculated from the weight of the vehicle when the vehicle is empty (reference vehicle weight) and the braking torque in the flat section, and (b) gradient information of the gradient section is obtained. The deceleration immediately before the stop of the vehicle in the slope section is measured, and (d) the actual vehicle weight is calculated from the deceleration in the flat section in the case of the reference vehicle weight and the deceleration immediately before the stop in the slope section. (E) calculating a stop torque of the vehicle in the slope section from the vehicle weight and the slope information of the slope section; (f) calculating and storing an electric input for generating the stop torque; (g) When starting the vehicle, the stored electrical input By generating a stop torque to the axle give the electric brake, maintains the stopped state of the vehicle on the line with a slope, the control method of the electric brake, characterized in that. 8. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when starting the vehicle in a gradient section; The actual weight is obtained from the weight of the vehicle when the vehicle is empty (reference vehicle weight), the deceleration of the vehicle in the flat section, the gradient information of the gradient section, and the deceleration immediately before the vehicle stops in the gradient section. Calculating the vehicle weight; (b) calculating the stop torque of the vehicle in the slope section from the vehicle weight and the slope information of the slope section; and (c) calculating and storing the electric input for generating the stop torque. (D) When starting the vehicle, the stored electric input is applied to the electric brake to generate a stop torque on the axle, thereby maintaining the stop state of the vehicle on a sloped track. Characteristic control method of electric brake 9. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when starting the vehicle on a slope section; The deceleration αu0 of the vehicle at the first braking torque F0 in the gradient section is measured.
The deceleration αu1 of the vehicle immediately before stopping at the braking torque F1 is measured, and (c) the deceleration αu0 at the first braking torque F0
The vehicle weight M = (F0−F1) / (αu0−αu1) is calculated from the deceleration αu1 at the second braking torque F1, and (d) the deceleration αu0 at the first braking torque F0,
The deceleration αu1 at the second braking torque F1 and the vehicle weight M
, The gradient θ of the gradient section and the stop torque Fu = M · g · sin θ balanced with the gradient θ are calculated, and (e) the electrical input Iqs for generating the stop torque Fu is calculated and stored, and (f) When starting the vehicle, the stored electric input Iqs is applied to the electric brake to apply a stop torque F to the axle.
A method for controlling an electric brake, characterized in that a stop state of a vehicle is maintained on an inclined track by generating u. 10. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when starting the vehicle in a gradient section; Measuring the deceleration of the vehicle at the first braking torque in the gradient section, measuring (b) the deceleration of the vehicle immediately before stopping at the second braking torque in the gradient section, and (c) measuring the first braking torque From the deceleration at and the deceleration at the second braking torque, a stop torque that matches the gradient of the gradient section is calculated,
(D) calculating and storing an electric input for generating the stop torque, and (e) generating the stop torque on the axle by applying the stored electric input to the electric brake when starting the vehicle. A method for controlling an electric brake, comprising: maintaining a stopped state of a vehicle on a gradient track. 11. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when the vehicle is started on a slope section; Measuring the deceleration of the vehicle at the first braking torque and the deceleration of the vehicle at the second braking torque in the gradient section;
(B) From the deceleration at the first braking torque and the deceleration at the second braking torque, a stop torque balanced with the gradient of the gradient section is calculated, and (c) an electric input for generating the stop torque. (D) When the vehicle is started, the stored electric input is applied to the electric brake to generate a stop torque on the axle, so that the stop state of the vehicle on the inclined track can be determined. Maintaining the electric brake. 12. The first braking torque is generated at a first notch of an electric brake, and the second braking torque is
The method of controlling an electric brake according to claim 9, wherein the electric brake is generated at a second notch of the electric brake. 13. The electric brake control method according to claim 9, wherein the first braking torque is larger than the second braking torque. 14. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when the vehicle is started on a slope section; Information on the mass M of the vehicle is obtained, (b) a braking torque F0 corresponding to the mass M is calculated, and (c) a torque component current Iq0 and a magnetic flux component current Id0 for generating the calculated braking torque F0 are calculated. The braking torque F applied to the axle
0, and (d) when the vehicle reaches the first speed V1, the value of the magnetic flux current is gradually increased from Id0 to Ids, and (e) the vehicle moves to the second speed V2 (V2 <V1 ), The value of the torque component current is gradually changed from Iq0 to 0, and the magnetic flux component current I when the value of the torque component current is 0 is obtained.
ds is stored, and (f) when the vehicle is started, the stored magnetic flux current Ids is applied to an electric brake to maintain the vehicle stopped on a sloped track. Brake control method. 15. A method for controlling an electric brake which receives an electric input and applies a braking torque corresponding to the input to an axle to maintain a stopped state of the vehicle when the vehicle is started on a slope section; A torque current and a magnetic flux current for generating a braking torque according to the mass of the vehicle are given to the electric brake to generate a braking torque on the axle. (B) When the vehicle reaches the first speed, Gradually increase the value of the current for the magnetic flux,
(C) when the vehicle reaches a second speed lower than the first speed, the torque component current is gradually decreased, and the magnetic flux component current when the value of the torque component current is 0 is stored; (F) A control method of an electric brake, characterized in that when starting the vehicle, the stored current for the magnetic flux is applied to the electric brake to maintain the stopped state of the vehicle on an inclined track. 16. The control of the electric brake according to claim 14, wherein the increase of the current for the magnetic flux is performed by applying a voltage of a predetermined value or more to a stator side of the electric brake. Method. 17. The voltage according to claim 16, wherein the voltage equal to or higher than the predetermined value is a voltage capable of generating a current corresponding to a magnetic flux such that a generated magnetic flux is 70% or more of a maximum value. Electric brake control method. 18. A control device for an electric brake which applies an electric input to an electric brake and generates a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; and stores information on a mass M of the vehicle. Means for calculating the deceleration α0 = F0 / M of the vehicle in the flat section from the mass M stored in the storage means and the braking torque F0 in the flat section; Means for measuring the deceleration αu of the vehicle, and the deceleration α0 in the flat section and the deceleration αu immediately before stopping in the gradient section, and the gradient θ in the gradient section and the stop torque Fu = Mgsinθ that balances the gradient θ. And an electric input Iqs for generating the stop torque Fu.
And electric input means for applying the electric input Iqs to the electric brake. The storage means stores the calculated electric input Iqs, When starting the vehicle, the electric input Iqs stored in the storage means is
Is applied to the electric brake. 19. A control device for an electric brake which applies an electric input to an electric brake and generates a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; Means for calculating a deceleration (flat deceleration) of the vehicle in a flat section from torque; means for measuring a deceleration (gradient deceleration) of the vehicle immediately before stopping in a slope section; A means for calculating a gradient of a gradient section and a stop torque that balances the gradient from the gradient deceleration; a means for calculating and storing an electric input for generating the stop torque; and And an electric input unit that supplies the stored electric input to the electric brake when the vehicle is started in a slope section. Control apparatus for an electric brake, characterized. 20. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; deceleration of the vehicle in a flat section ( Deceleration obtaining means for obtaining a flat deceleration) and a deceleration (gradient deceleration) of the vehicle immediately before stopping in the gradient section; and a gradient of the gradient section and the gradient based on the flat deceleration and the gradient deceleration. Means for calculating a stop torque that is balanced with: means for calculating and storing an electric input for generating the stop torque; and electric input means for applying the electric input to the electric brake. Applying the stored electric input to the electric brake when activating the vehicle in a gradient section. 21. The control device for an electric brake according to claim 20, wherein said deceleration obtaining means calculates said flat deceleration from mass information of said vehicle and obtains said gradient deceleration by measurement. . 22. The electric brake control device according to claim 20, wherein the deceleration obtaining means obtains the flat deceleration and the gradient deceleration by measuring. 23. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; Weight of the vehicle (reference vehicle weight) M
Storage means for storing 0, and means for calculating deceleration α0 = F0 / M0 of the vehicle in the flat section from the reference vehicle weight M0 stored in the storage means and the braking torque F0 in the flat section, Means for obtaining information on the gradient θ of the track at which the vehicle stops, means for measuring the deceleration αu immediately before the vehicle stops in the gradient section of the gradient θ, and the deceleration α0 and the deceleration αu, Means for calculating an actual vehicle weight M; means for calculating a stop torque Fu that balances the slope θ in a slope section from the vehicle weight M and the slope θ; and an electric input Iqs for generating the stop torque Fu
And electric input means for applying the electric input Iqs to the electric brake. The storage means stores the calculated electric input Iqs, When starting the vehicle, the electric input Iqs stored in the storage means is
Is applied to the electric brake. 24. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; Means for calculating deceleration (flat deceleration) of the vehicle in a flat section from the weight of the vehicle (reference vehicle weight) and braking torque in a flat section; means for obtaining slope information of a slope section; Means for measuring the deceleration (gradient deceleration) immediately before the vehicle stops, means for calculating the actual vehicle weight from the flat deceleration and the gradient deceleration, and from the vehicle weight and the gradient information. Means for calculating a stop torque of the vehicle in a gradient section; means for calculating and storing an electric input for generating the stop torque; and an electric input for applying the electric input to the electric brake. Means for controlling the electric brake, wherein the electric input means applies the stored electric input to the electric brake when starting the vehicle in a gradient section. 25. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; Weight of the vehicle (reference vehicle weight)
Means for calculating the actual vehicle weight from the deceleration of the vehicle in a flat section, the slope information of the slope section, and the deceleration immediately before the stop of the vehicle in the slope section; the vehicle weight and the slope Means for calculating a stop torque of the vehicle in a gradient section from information, means for calculating and storing an electric input for generating the stop torque, and electric input means for providing the electric input to the electric brake. The electric brake control device, wherein the electric input means supplies the stored electric input to the electric brake when starting the vehicle in a gradient section. 26. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; When given, deceleration measuring means for measuring the deceleration α of the vehicle at the braking torque F; vehicle weight calculating means for calculating the vehicle weight M of the vehicle; and gradient of a gradient section where the vehicle stops. a stop torque calculating means for calculating a stop torque Fu that is in proportion to θ and the gradient θ, and an electric input Iqs for generating the stop torque Fu
A storage unit that stores the braking torque F and the deceleration α in association with each other, and stores the electric input Iqs; and an electric input unit that supplies the electric input Iqs to the electric brake. The deceleration measuring means comprises: a deceleration αu0 of the vehicle at a first braking torque F0 in the gradient section, and a deceleration of the vehicle immediately before stopping at a second braking torque F1 in the gradient section. αu1, and the storage means stores the deceleration αu0 at the first braking torque F0 and the deceleration αu1 at the second braking torque F1, and the vehicle weight calculation means The deceleration αu0 at the first braking torque F0 stored in the storage means,
From the deceleration αu1 at the second braking torque F1, the vehicle weight M of the vehicle is expressed as M = (F0−F1) / (αu0
-Αu1), and the stop torque calculation means calculates the deceleration αu0 at the first braking torque F0 stored in the storage means.
And the deceleration αu1 at the second braking torque F1
And the vehicle weight M calculated by the vehicle weight calculation means.
From the above, the gradient θ of the gradient section and the stop torque Fu = M · g · sin θ that are balanced with the gradient θ are calculated. The stored electrical input I
applying qs to the electric brake. 27. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; When the vehicle is stopped, deceleration measuring means for measuring the deceleration of the vehicle with the braking torque; vehicle weight calculating means for calculating the vehicle weight of the vehicle; A stop torque calculating unit that calculates a balancing stop torque; a unit that calculates an electric input for generating the stop torque calculated by the stop torque calculating unit; a storage unit that stores the electric input; An electric input means for giving to the electric brake, the deceleration measuring means comprising: a deceleration of the vehicle at a first braking torque in the gradient section; Measuring the deceleration of the vehicle immediately before stopping at the second braking torque in the section, wherein the vehicle weight calculating means stores the deceleration at the first braking torque stored in the storage means; The vehicle weight of the vehicle is calculated from the deceleration at the second braking torque, and the stop torque calculation unit calculates the deceleration at the first braking torque stored in the storage unit. , The second
Calculating the gradient and the stop torque from the deceleration at the braking torque of the vehicle and the vehicle weight calculated by the vehicle weight calculating unit, wherein the electric input unit starts the vehicle in the gradient section. And applying the electric input stored in the storage means to the electric brake. 28. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on the axle to maintain a stopped state of the vehicle; and applying the braking torque from the electric brake to the axle. Deceleration measuring means for measuring the deceleration of the vehicle at the braking torque, calculating a vehicle weight of the vehicle, a gradient of a gradient section where the vehicle stops, and a stop torque balanced with the gradient. Calculating means for calculating the stopping torque calculated by the stopping torque calculating means; calculating means for generating the stopping torque; storing means for storing the electric input; and an electric input for providing the electric input to the electric brake. Means for applying the electric input stored in the storage means to the electric brake when starting the vehicle in the gradient section. A control device for an electric brake. 29. The deceleration measuring means includes a deceleration of the vehicle at a first braking torque in the gradient section, and a deceleration of the vehicle immediately before stopping at a second braking torque in the gradient section. The calculation means calculates the vehicle weight, the gradient, and the stop torque from the deceleration at the first braking torque and the deceleration at the second braking torque. The control device for an electric brake according to claim 28, wherein the calculation is performed. 30. The electric vehicle according to claim 30, wherein the first braking torque is generated at a first notch of the electric brake, and the second braking torque is generated at a second notch of the electric brake. 30. The control device for an electric brake according to claim 26. 31. The system according to claim 26, wherein the first braking torque is larger than the second braking torque.
31. The control device for an electric brake according to any one of claims 30 to 30. 32. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; Storage means for storing a braking torque F0 corresponding to the mass M; current generation means for applying a current for generating the braking torque F0 stored in the storage means to the electric brake; and measuring a speed Vt of the vehicle. A speed measuring unit; and a control unit that controls the storage unit, the current generating unit, and the speed measuring unit. The current generating unit includes: a torque component current unit that generates a torque component current Iq; A magnetic flux component current generating means for generating a current Id, wherein the control means, when the speed of the vehicle measured by the speed measuring means becomes a first speed V1, The magnetic flux component current generating means is controlled so that the value of the magnetic flux component current Id generated from the magnetic flux component current generating means increases from Id0 to Ids, and the speed of the vehicle measured by the speed measuring means is changed to a second speed. When the speed V2 is reached, the torque component current Iq generated by the torque component current generation means.
Is controlled so that the value of Iq0 changes from Iq0 to 0, and the magnetic flux component current Ids when the value of the torque component current Iq is 0 is stored in the storage device. When the vehicle is started, the magnetic flux component current generation unit is controlled so that the magnetic flux component current Ids stored in the storage unit is generated from the magnetic flux component current generation unit. Brake control device. 33. An electric brake control device for applying an electric input to an electric brake and generating a braking torque corresponding to the input on an axle to maintain a stopped state of the vehicle; a current for generating the braking torque A current generating means for applying the electric brake to the electric brake; a speed measuring means for measuring a speed of the vehicle; and a control means for controlling the current generating means and the speed measuring means. And a magnetic flux component current generating device for generating a magnetic flux component current, wherein the control device sets the speed of the vehicle measured by the speed measuring device to a first speed. Control the magnetic flux component current generating means so that the value of the magnetic flux component current generated from the magnetic flux component current generating means increases, and the When the two speeds reach the second speed, the torque component current generating means is controlled so that the value of the torque component current generated from the torque component current generating means becomes zero, and the torque component current is controlled. Is 0
Is stored in the storage means, and when the vehicle is started in the gradient section, the magnetic flux current stored in the storage means is generated from the magnetic flux current generation means. And controlling the magnetic flux component current generating means. 34. The control unit controls the magnetic flux component current generating unit to increase the magnetic flux component current by applying a voltage equal to or more than a predetermined value to a stator side of the electric brake. The control device for an electric brake according to claim 32 or 33. 35. The control device according to claim 34, wherein the control means controls so as to apply a voltage capable of generating a magnetic flux component current such that the generated magnetic flux is 70% or more of a maximum value. The control device for an electric brake according to the above.