JP2001219839A - Braking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking device with high responsiveness, capable of controlling the re-adhesion of a wheel without using any slide preventive valve. SOLUTION: This braking device comprises a braking piece 23, a brake cylinder 25, an air reservoir 28, etc. A driving motor 26 is connected to an axle 22 of a wheel 21 via a large gear 24a and a small gear 24b. A control device 30 is connected to the driving motor 26. The control device 30 detects the slide of the wheel 21 and applies the driving torque (power torque) to the wheel 21 from the driving motor 26 corresponding to the slide of the wheel 21. The braking force to the wheel 21 can be canceled by this control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for braking wheels driven by an electric motor. In particular, the present invention relates to a brake device capable of re-adhering wheels only by electric motor control when a wheel is in a sliding state during braking without using an anti-skid valve or the like for releasing air pressure of a brake cylinder.

[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 these, the electric brake is to apply a braking torque to the axle using the drive motor as a generator to decelerate the vehicle. Friction brake generates frictional force by pressing the brake shoe against the wheel tread using compressed air or hydraulic pressure, or by pressing the brake disc against the brake lining.
This is for decelerating and stopping the vehicle. The fluid brake is for agitating a fluid such as oil with a rotary wing or the like, and using the absorption torque at that time as a braking force to decelerate the vehicle.

FIG. 3 is a configuration diagram schematically showing a conventional railway vehicle brake device having an anti-skid valve. The railway vehicle brake device shown in this figure includes a brake shoe 3 pressed against the tread surface 1a of the wheel 1. The brake shoe 3 is a brake pad made of, for example, cast iron. Bracelet 3
Is attached to the tip of the rod 5a of the brake cylinder 5. This brake cylinder 5 is connected to an air reservoir 8. The air reservoir 8 is supplied with pressurized air from a compressor (not shown). Between the brake cylinder 5 and the air reservoir 8, a brake valve 7 and an anti-skid valve 15 are provided. These valves 7 and 15 are connected to the control device 10, respectively. The brake valve 7 is specifically composed of two valves, an electropneumatic conversion valve (EP valve) and a pressure relay valve. The electropneumatic conversion valve receives the electric signal from the control device 10 and controls the pilot pressure. The pilot pressure moves the pressure relay valve to change the opening of the air pipe to adjust the air flow rate. Anti-skid valve 15 is an anti-skid valve A for ON / OFF
SKV and release skid valve RSKV to release air
Consists of two valves.

[0004] In addition to the brake valve 7 and the anti-skid valve 15, a wheel speed detecting means 11 and a vehicle speed detecting means 13 are connected to the control device 10. The wheel speed detecting means 11
For example, it is composed of a pulse generator PG and the like, and detects the wheel speed from the rotation speed of the axle and sends it to the control device 10. The vehicle speed detecting means 13 sends, for example, the fastest one (at the time of deceleration) among the wheel speeds to the control device 10 as the vehicle speed of the vehicle.

[0005] When the wheel 1 slides when the vehicle decelerates, the control device 10 controls the anti-skid valve 15 (anti-skid valve ASKV and release skid valve RSKV) to reduce the braking torque to the wheel 1. Here, the sliding at the time of braking means that when the braking operation of the wheel 1 (the pressing force of the brake shoe 3) is too strong, the wheel 1 is locked (for example, stopped) and the wheel 1 slides on the rail. It is a phenomenon. If this sliding occurs, the braking distance becomes longer and a wear flat portion is formed on the wheel tread surface 1a, which is not preferable.

Therefore, when the wheel 1 slides, the control device 10 first compares the wheel speed data sent from the wheel speed detecting means 11 with the vehicle speed data sent from the vehicle speed detecting means 13. If this is the vehicle speed> the wheel speed, it is determined that the wheel 1 is in the slip state. Wheel 1
Is determined to be in a slipping state, the anti-skid valve ASKV is turned off (closed) to release air from the release skid valve RSKV, thereby reducing the pressure applied to the brake cylinder 5 from the air reservoir 8. Thus, the sliding of the wheel 1 is suppressed by reducing the pressure applied to the brake cylinder 5 and weakening the braking force.

Specifically, when the output pressure of the air reservoir 8 is 500
In the case of kPa, 300 in the anti-skid valve R SK V
kPa and reduce the pressure applied to the brake cylinder 5 by 2
00 kPa. Assuming that the circumferential resistance applied to the wheel 1 by the brake shoe 3 at the cylinder pressure of 500 kPa is 10 kN, the circumferential resistance at the time of the re-adhesion control becomes 4 kN when the cylinder pressure is reduced to 200 kPa by operating the anti-skid valve.

However, the re-adhesion control using the anti-skid valve 15 has a slow response due to pneumatic control, and cannot be expected until sliding is fundamentally eliminated. Further, the anti-skid valve is relatively expensive, which causes an increase in vehicle price. Also,
When the anti-skid valve 15 fails or when the control of the anti-skid valve 15 is disabled in the energized state, the pressure applied to the brake cylinder 5 from the air reservoir 8 is kept reduced when the anti-skid valve 15 fails. May occur. In this case, a problem arises in that the brake cannot be applied even during normal braking.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to provide a brake device having a quick response and capable of controlling re-adhesion of wheels without using an anti-skid valve. I do.

[0010]

According to the present invention, there is provided a brake device for braking a wheel driven by an electric motor, comprising: a friction type brake for braking the wheel; Means for detecting the sliding of the wheel; and, in response to the sliding of the wheel, applying a driving torque (power running torque) to the wheel from a drive motor for the wheel, thereby preventing the braking force applied to the wheel. Control means;
It is characterized by having.

By applying a drive torque to the wheels from the drive motor in accordance with a command from the slide prevention control means, the brake torque on the wheels is reduced and re-adhesion control during the slide is performed.
This method allows a transiently faster torque control than the conventional re-adhesion control (in the pneumatic or hydraulic system, a method in which the pressure is released on the way by an anti-skid valve). The function of reducing the brake torque can provide the same effect as that using the conventional anti-skid valve. further,
ADVANTAGE OF THE INVENTION According to this invention, since re-adhesion control of a wheel can be performed without a skid prevention valve, it helps to reduce weight and cost of a vehicle body. Further, even if a failure occurs in the anti-skid function due to a failure or power failure, a normal braking function can be secured, so that fail-safe performance can be maintained.

[0012]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram showing an example in which the brake device according to the present invention is applied to an electric railway vehicle. FIG. 2 shows FIG.
FIG. 2 is a block diagram showing a configuration of a control device of the brake device of FIG. The railway vehicle brake device of the present embodiment shown in FIG.
A brake shoe 23 is provided which is pressed against the tread surface 21 a of the wheel 21. The brake shoe 23 is a brake pad made of, for example, cast iron. The brake shoe 23 is a brake cylinder 25
Is attached to the tip of the rod 25a. This brake cylinder 25 has a brake valve 27 (electro-pneumatic conversion valve (E
An air reservoir 28 is connected via a pipe line 29 in which the P valve) and the pressure relay valve) are incorporated.

[0013] The brake device of the type in which the brake shoe is pressed against the wheel tread surface includes a double-holding type (a method in which two brake shoes are pressed from both sides) and a single pressing type (a method in which one brake shoe is pressed from one side). is there. In this embodiment, any of them can be applied.

The wheels 21 are mounted on an axle 22. The axle 22, the large gear 24a of reduction gear 24 is fixed. The small gear 24b is meshed with the large gear 24a. This small gear 24b is
Is fixed to the output shaft. The drive output of the drive motor 26 is transmitted to the wheels 21 via the speed reducer 24 and the axle 22.

A control device 30 is connected to the drive motor 26. The control device 30 detects the sliding of the wheels 21 and applies a driving torque (powering torque) to the wheels 21 from the driving motor 26 in accordance with the sliding of the wheels 21. By this control, the braking force on the wheels 21 can be offset.

As shown in FIG. 2, this control device 30
The following components are provided. (1) Vehicle speed detection unit 32 The vehicle speed detection unit 32 determines the fastest one (at the time of deceleration) among the wheel speeds as the vehicle speed of the vehicle, and sets the wheel sliding state detection unit 35, for example.
To send to. (2) Wheel speed detection unit 33 The wheel speed detection unit 33 detects the wheel speed from the rotation speed of the axle detected by, for example, the pulse generator PG or the like, and sends the wheel speed to the wheel sliding state detection unit 35.

(3) Wheel running state detecting unit 35 The wheel running state detecting unit 35 compares the vehicle speed data sent from the vehicle speed detecting unit 32 with the wheel speed data sent from the wheel speed detecting unit 33. It is determined whether or not the wheel 21 is in a sliding state (slip state) based on the comparison value. During deceleration, if the vehicle speed is greater than the wheel speed, it is determined that the wheels 21 are in a slip state. Further, the above-described comparison value and the like are processed to calculate a slip speed, a slip acceleration, a slip rate, and the like.

(4) Brake Force Release Amount Calculation Unit 37 The calculation unit 37 drives the drive motor 26 to apply the wheel 21 to the wheels 21 based on the slip speed, slip acceleration, slip rate, and the like obtained by the wheel sliding state detection unit 35. Calculate the appropriate value of the torque (powering torque). (5) Driving Torque Applying Unit 39 The driving torque applying unit 39 includes a braking force release amount calculating unit 37
Is controlled based on the calculation result in.

Next, the operation of the brake device having the above configuration will be described. During normal vehicle braking, the air pressure in the air reservoir 28 causes the brake cylinder 25
Operates to press the brake shoe 23 against the wheel tread 21a to generate a frictional force (braking force). At this time, in the control device 30, the vehicle speed detection unit 32 detects the vehicle speed of the vehicle, and the wheel speed detection unit 33 detects the wheel speed. The data detected by these two detection units 32 and 33 is sent to the wheel sliding state detection unit 35. The wheel sliding state detection unit 35 compares the vehicle speed data with the wheel speed data, and determines whether or not the wheel 21 is in a slip state based on the comparison value.

When the vehicle speed is greater than the wheel speed during deceleration, the wheel running state detecting unit 35 determines that the wheel 21 is in a slip state. In this case, the detection unit 35 further calculates a slip speed, a slip acceleration, a slip ratio, and the like, and sends the calculated information to the brake force loosening amount calculation unit 37. The braking force loosening amount calculating unit 37 calculates an appropriate value of the driving torque (powering torque) to be applied to the wheels 21 from the driving motor 26 based on data such as the slip speed, the slip acceleration, and the slip ratio. Send to 39.
In the driving torque applying section 39, based on the data sent from the braking force release amount calculating section 37, the driving motor 26
To control the rotation of

Specifically, the output pressure of the air reservoir 28 is 50
When the pressure is 0 kPa, a pressure of 500 kPa is applied to the brake cylinder 25 during normal braking. Cylinder pressure 5
Assuming that the circumferential resistance applied by the brake shoe 23 to the wheels 21 at 00 kPa is 10 kN, 10 kN during normal braking.
A circumferential resistance of kN is applied. In contrast, the control device 3
When the re-adhesion control is performed according to 0, a power running torque of about 6 kN is applied to the wheels 21 from the drive motor 26 via the reduction gear and the axle 22. With this powering torque, the braking force applied to the wheels 21 is weakened, and the sliding of the wheels 21 is suppressed. At the time of a complete run, a power running torque of about 12 kN is applied to accelerate the wheels 21 to quickly end the run.

As described above, the drive motor 26 and the wheels 21
, A driving torque (powering torque) can be applied to cancel the braking force on the wheels 21. According to such a method, readhesion control using a conventional anti-skid valve (see FIG. 3)
Rather than transiently, it is possible to perform torque control with a fast response. The function of reducing the brake torque can provide the same effect as that using the conventional anti-skid valve. Further, since there is no need to provide a slide prevention valve as in the related art, it helps to reduce the weight and cost of the vehicle body. Further, even if a malfunction occurs in the slide prevention function due to a failure or a power failure, a normal braking function can be secured.

[0023]

As is apparent from the above description, according to the present invention, it is possible to provide a brake device which has a quick response and can perform the re-adhesion control of the wheel without using the anti-skid valve.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an example in which a brake device according to the present invention is applied to an electric railway vehicle.

FIG. 2 is a block diagram illustrating a configuration of a control device of the brake device of FIG. 1;

FIG. 3 is a configuration diagram schematically showing a conventional railway vehicle brake device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Wheel 1a Tread 3 Brake 5 Brake cylinder 5a Rod 7 Brake valve 8 Air reservoir 10 Control device 11 Wheel speed detecting means 13 Vehicle speed detecting means 15 Anti-skid valve ASKV Anti-skid valve RSKV Release skid valve PG Pulse generator 21 Wheel 21a Tread surface 22 Axle 23 Brake 24 Reducer 24a Large gear 24b Small gear 25 Brake cylinder 26 Drive motor 27 Brake valve 28 Air reservoir 30 Control device 32 Vehicle speed detection unit 33 Wheel speed detection unit 35 Wheel sliding state detection unit 37 Brake force release amount calculation unit 39 Drive torque applying section

 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Kiyoshi Kawaguchi 2-8-8 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Takumasa Uesugi 2-8 Hikaricho, Kokubunji-shi, Tokyo 38 Railway Technical Research Institute F-term (reference) 3D046 AA07 AA09 BB28 CC03 EE01 GG01 JJ00

Claims (1)

[Claims] 1. A braking device for braking a wheel driven by an electric motor; a friction brake for braking the wheel; a means for detecting the sliding of the wheel; A skid prevention control means for applying a drive torque (powering torque) to the wheel from a drive motor for the wheel to offset a braking force on the wheel.