JP2001341625A - Braking controller of electropneumatic brake type electric rolling stock and method of controlling braking of electropneumatic brake type electric rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking controller of electropneumatic brake type electric rolling stock capable of properly releasing a pneumatic braking force and an electric braking force when the rolling stock comes into a skidding state, and a method of controlling the braking of the electropneumatic brake type electric rolling stock. SOLUTION: A device for controlling the braking of the electric rolling stock comprises a main control part to detect the skidding or re-sticking state of wheels. When detecting the skidding, first the device preferentially releases a pneumatic braking force 221. If the skidding state is continued even after the pneumatic braking force 221 becomes zero, the device is so controlled in accordance with a braking force associated-releasing procedure that an electric braking force 231 is released. When a re-sticking is detected, the device is so controlled that the releasing of the pneumatic braking force 221 and the releasing of the electric braking force 231 are stopped simultaneously and the braking state is returned to the original state.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric / pneumatic brake type railway electric vehicle in which an electropneumatic brake device and an electric brake device are used in combination. The present invention relates to a braking control device and a braking control method for an electric / pneumatic brake type railway electric vehicle.

[0002]

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

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

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

[0005] In some of the conventional railway electric vehicles using both electropneumatic brakes, an air brake control unit is provided in the air brake device, and an electric brake control unit is provided in the electric brake device. The air brake control unit and the electric brake control unit independently perform control so as to quickly return the wheels from the sliding state to the sticky state when “sliding” occurs between the two.

First, the "sliding phenomenon" of the wheel will be described. As shown in FIG. 5A, at the contact point P between the drive wheel D of the railway vehicle and the rail R, the wheel axle acting vertically on the rail R is W, and the tread surface of the drive wheel D (cone of the wheel). When the friction coefficient between the flat surface and the top surface of the rail R is μ, a force acting on the drive wheel D in parallel with the rail R (hereinafter, “drive wheel circumferential direction force”)
That. ) When F satisfies the relationship of F ≦ μ × W, the drive wheel circumferential force F is reliably transmitted to the rail R,
The drive wheel D rolls without sliding on the rail R, and the railway vehicle can run smoothly. Such a running state is called an "adhesive running state". The above-described driving wheel circumferential force F is a “braking force (braking force)” during braking.

However, when the driving wheel circumferential force F is F> μ ×
In the case of the relationship of W, the driving wheel D slides on the rail R without rolling. When this "slip" occurs during braking of the vehicle, it is called a skid. In a severe case, as shown in FIG. 5B, a state in which the drive wheel D is stopped during traveling (hereinafter referred to as "wheel"). Since the vehicle slides on the rail R in the “fixed state” or the “wheel locked state”), the portion A of the tread surface of the drive wheel D is locally flatly worn, resulting in wear called “flat”. When this flat wear occurs on the wheels, the ride quality of the vehicle is deteriorated, and in severe cases, both the vehicle and the track are adversely affected.
For this reason, various measures have been taken in railway vehicles to detect gliding by a method such as detecting the rotation speed of the wheel axle, and to return to a sticky running state (hereinafter referred to as “re-sticking”). .

[0008]

However, in the above-described conventional electropneumatic cooperative braking control method, the air brake control section and the electric brake control section perform control independently of each other. Since both the air brake control unit and the electric brake control unit detect the gliding and return to the re-adhesion state, the air brake control unit and the electric brake control unit independently perform the operation of releasing the braking force. For this reason, there has been a problem that the amount of release of the braking force becomes excessive, the loss of the braking force is too large, and the braking distance before the electric vehicle stops is extended.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to loosen the air brake force and the electric brake force appropriately in the case of a sliding state. It is an object of the present invention to provide a braking control device for an electric / pneumatic brake type railway electric vehicle, and a braking control method for an electropneumatic brake type railway electric vehicle.

[0010]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a braking control apparatus for an electric / pneumatic brake type railway electric vehicle according to the present invention suppresses deceleration or stop during traveling or acceleration in a downhill section. As a brake device for performing braking, the compressed air generated by the air compressor is sent to a brake cylinder via an air line and control valves to drive braking means, and a braked device that rotates in conjunction with a wheel shaft An air brake device that performs the braking by pressing the braking means against a member, and a motor as a drive source function as a generator, and rotational kinetic energy of the motor shaft that rotates in conjunction with the wheel shaft is converted into electric energy. An electric brake device for reducing the rotation speed of the wheel shaft by performing the conversion to perform the braking, and the electric braking force being a braking force by the electric brake device. A device for controlling the braking of the air brake system air brake force and the concomitant to electropneumatic combination brake railway electric car is braking force by,
A sliding / re-adhesion detecting means for detecting that one of the wheels has entered a sliding state or a re-adhesive state; and And the electric braking force is controlled to be performed based on a braking force coordination loosening procedure, and when the sliding / re-adhesion detecting means detects re-adhesion, the air braking force is released. A brake control means is provided for controlling the release of the electric brake force to stop and return to the original braking state based on the brake force coordination loosening procedure.

In the above-mentioned braking control device for an electric / pneumatic brake type railway electric vehicle, preferably, the braking force coordination loosening procedure is performed first when the sliding / re-adhesion detecting means detects the sliding. This is a procedure for executing the loosening of the electric braking force when the sliding state is continued even after the air braking force is reduced to zero, with priority given to the braking force.

In the above-mentioned braking control apparatus for an electric / pneumatic brake type railway electric vehicle, preferably, the braking force coordination loosening procedure is performed first when the sliding / re-adhesion detecting means detects the sliding. The electric brake force is preferentially loosened, and if the sliding state continues even after the electric brake force becomes zero, the air brake force is reduced.

In the above-mentioned braking control device for an electric / pneumatic brake type railway electric vehicle, preferably, the braking force coordination loosening procedure includes the step of: This is a procedure for simultaneously executing the easing of the braking force and the easing of the electric braking force.

In the above-mentioned braking control apparatus for an electric / pneumatic brake type railway electric vehicle, preferably, the sliding state continues even after one of the loosened air braking force and the electric braking force becomes zero. In this case, the procedure is to continue loosening the braking force of the non-zero brake force.

In the above-mentioned braking control device for an electric / pneumatic combined brake type railway electric vehicle, preferably, the braking force coordination loosening procedure is performed when the sliding / re-adhesion detecting means detects re-adhesion. This is a procedure for simultaneously stopping the loosening of the air brake force and the loosening of the electric brake force.

Further, the brake control method for an electric / pneumatic brake type railway electric vehicle according to the present invention provides a brake device for performing braking including deceleration or stoppage during running or suppression of acceleration in a downhill section. The compressed air generated by the compressor is sent to a brake cylinder through an air line and control valves to drive a braking means, and the braking means is pressed against a member to be rotated which rotates in conjunction with a wheel shaft, thereby pressing the braking means. An air brake device that performs braking, and a motor that is a driving source functions as a generator, and converts the rotational kinetic energy of the motor shaft that rotates in conjunction with the wheel shaft into electric energy, thereby reducing the rotational speed of the wheel shaft. An electric brake device that performs the braking by reducing the electric braking force, wherein an electric braking force that is a braking force by the electric braking device, and a braking force by the air brake device. A method for controlling the braking of an electric / pneumatic combined brake type railway electric car that uses an air brake force that detects that any of the wheels has entered a sliding state or has become a re-adhesive state. Sliding / re-adhesion detecting means is provided, and when the sliding / re-adhesion detecting means detects a slip, the loosening of the air braking force and the loosening of the electric braking force are performed based on a braking force coordination loosening procedure. When the slip / re-adhesion detecting means detects re-adhesion, the loosening of the air braking force and the loosening of the electric braking force are stopped based on the braking force coordination loosening procedure, and the original braking state is controlled. It is characterized in that it is controlled to return to.

[0017]

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

(1) First Embodiment FIG. 1 is a conceptual block diagram showing a configuration of a train which is a first embodiment of a railway electric car according to the present invention.

As shown in FIG. 1, this electric train 100 includes an electric motor 11, a power transmission mechanism 10, a wheel shaft 9 and wheels 7, and includes an air brake device 101, an electric brake device 102, and these brake devices. , A command line 2, and a main controller 3. Although not shown, the main control unit 3 includes a part called “brake control unit” or “anti-skid valve control unit”.

The air brake device 101 includes the air compressor 1
4, a source air tank 16, a check valve 17, a supply air tank 18, a control valve 4, an air pressure sensor 19, a brake cylinder 5, an air line 15 connecting them, a piston rod 21, It has a lever 22, a brake shoe 6, and a release valve 41.

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

The electric brake device 102 includes a motor control unit 12, a rotation speed sensor 8, a pantograph 13
have. Further, an inverter 12 a is provided in the motor control unit 12, and a dedicated rotation speed sensor 8 ′ for controlling the motor 11 is provided in the motor 11.

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

The main control section 3 is constituted by a computer, for example, a CPU (Central P
processing Unit: central processing unit)
And a not-shown ROM (Read Only Memory)
ry: read-only memory) and a RAM (not shown) (Ra)
ndom Access Memory).

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

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

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

The main controller 3 calculates a speed difference V from the wheel speed VD input from the rotation speed sensor 8 and the reference wheel speed VT.
S (= VT−VD) is calculated. In this case, when each vehicle has n (n: an integer of 2 or more) axles, for example, the average value of the wheel speeds of each axle is used as the reference wheel speed VT. As the reference wheel speed at the time of braking, for example, the maximum value of the wheel speed of each axle is used. This reference wheel speed is
It can be considered equal to the moving speed of the vehicle itself. Therefore, the speed difference VS is a value that is an index of the “slip” of the wheel. When the speed difference VS increases, the wheel is in a sliding state, and when VS = VT, that is, when VD = 0, the wheel is in a fixed state. Becomes From this, the main control unit 3 sets the speed difference VS to a predetermined cycle time (for example, 1/100 second).
It is calculated every time, and it is determined whether the wheel is in the sticky running state or the sliding state. Alternatively, it is determined whether or not the vehicle is in the sliding transition state in consideration of the values of the rotational acceleration of the wheels and the acceleration change rate (jerk). Here, the rotation speed sensor 8 'provided on the motor shaft and the rotation speed sensor 8 provided on the wheel shaft and the main control unit 3 constitute a sliding / re-adhesion detecting means.

Next, a more detailed configuration of the train 100 and the operation of each brake device will be described with reference to FIGS. FIG. 2 is a diagram illustrating electropneumatic cooperative braking control in a train that is the first embodiment of the railway electric vehicle according to the present invention. In FIG. 2, reference numeral 211 denotes a curve indicating a time change of the speed of a certain wheel (axle), 221 denotes a curve indicating a time change of an air braking force, and 231 denotes a curve indicating a time change of an electric braking force. I have.

First, a more detailed configuration of the air brake device 101 and the operation of the air brake device 101 during normal braking will be described.

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

When a train driver (not shown) operates the brake operating device 1 (for example, a notch) of the train 100, the operation content is converted into an electric signal (hereinafter, referred to as a "total brake command signal"). Main control unit 3 via command line 2
Is output to The main controller 3 determines the air braking force on the basis of the content of the input total braking command signal, as shown by the air braking force curve 221 in FIG.
In order to achieve this, a valve control signal for sending compressed air of a predetermined air pressure to the brake cylinder 5 is output to the control valve 4.

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

Therefore, the control valve 4 sets the opening of the air pipe 15 in accordance with the valve control signal from the main control unit 3. As a result, compressed air having a predetermined air pressure flows into the brake cylinder 5. At this time, the air pressure sensor 19 measures the air pressure of the compressed air sent to the brake cylinder 5, converts the air pressure into an air pressure data signal, and outputs the data signal to the main control unit 3. The main control unit 3 thereby controls the air brake device 101
Monitor the air braking force at.

When compressed air flows into the brake cylinder 5, the piston 20 is pressed and driven. This force causes the piston rod 21 to press one end of the lever 22, whereby the brake shoe 6 attached to the other end of the lever 22 is pressed against the tread surface of the wheel 7, and the gap between the brake shoe 6 and the tread surface of the wheel 7 is formed. The braking by the air brake of the wheel 7 is performed by the sliding friction therebetween. The air braking force in this case is Ba1 as shown by the air braking force curve 221 in FIG. Here, the piston 20, the piston rod 21,
The lever 22, the fixed fulcrum 26, and the brake shoe 6 constitute braking means. The wheels 7 correspond to the members to be braked.

Next, a more detailed configuration of the electric brake device 102 and the operation of the electric brake device 102 during normal braking will be described.

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

As mentioned above, the train driver (not shown)
When the user operates the brake operating device 1 of the train 100, the operation content is converted into an electric signal (total brake command signal) and output to the main control unit 3 via the command line 2. The main control unit 3 controls the air brake device 101 and the electric brake device 102 based on the content of the input total brake command signal so that the sum of the air brake force and the electric brake force becomes a predetermined value B.

For this reason, as shown by the electric braking force curve 231 in FIG. 2, the main control unit 3 sets the electric braking force to Be1 (= B−Ba1) and sets the inverter to set the electric braking force to Be1. The control signal is output to the motor control unit 12.

The inverter 12a of the motor control unit 12
When receiving the inverter control signal from the main control unit 3,
Control such as causing the motor 11 to function as a generator is performed.
As a result, the rotational kinetic energy of the motor shaft linked to the wheel shaft 9 that rotates as the train 100 travels is converted into electric energy (hereinafter referred to as “electrical energy generated during braking”), and is used as a motor current by the motor control unit. 12
Is output to If this motor current is returned (regenerated) from the pantograph 13 to the trolley wire T, the rotational kinetic energy of the wheel shaft 9 is converted into electric energy (motor current) generated during braking and decreases, so that the wheel shaft 9 can be reduced, whereby the braking by the electric brake is performed. The electric braking force in this case is
As shown in FIG. 2, it is Be1 and the air brake force Ba1
And the electric braking force Be1 has a predetermined value B.

In this case, the inverter 12a controls the braking of the electric brake device 102 (hereinafter referred to as "electric brake").
That. ) Is valid, an “electronic control valid signal” indicating this is output to the main control unit 3 through the data line group 35. In addition, when the electric brake in the electric brake device 102 is invalid, the inverter 12 a outputs an “electrical control invalidation signal” indicating that to the main control unit 3 through the data line group 35.

The case where the inverter 12a outputs the "electrical control invalidation signal" is, for example, in a state where the voltage of the feeder line becomes zero or the like and the regeneration to the trolley wire T cannot be performed (hereinafter, referred to as "regeneration invalid state"). In some cases, or in a state where no other train electric train is running in the section where the train is located and power regeneration is not possible (hereinafter referred to as "regenerative load shortage state"), no motor current flows. (For example, when the motor circuit is open). In addition, except for these control invalidation signals,
Since the inverter 12a outputs an electric control effective signal, even if the electric brake force is extremely narrowed down and the electric brake force temporarily becomes zero in the electric control side sliding control described later, the electric control effective signal is output. Is output.

The electric braking force in the electric braking device 102 is detected by the electric motor control unit 12 based on the electric motor current value from the inverter 12a, and is output as an electric braking force data signal to the main control unit 3 through the data line group 35.

On the other hand, when a gliding occurs, the main control unit 3 and the air brake device 101 perform operations different from those described above. When the sliding of the train 100 is detected, the anti-skid valve control unit (not shown) in the main control unit 3 transmits a valve control signal for closing the control valve 4 of the air brake device 101 to the control line group 31. Through the control valve 4. At the same time, the anti-skid valve control unit (not shown) in the main control unit 3 sends a valve control signal for opening the release valve 41 to the outside to the control line group 3.
Output to the release valve 41 through 6.

The release valve 41 is provided on the brake cylinder 5 and opens or closes to the outside by using an electromagnetic force when an electromagnetic coil (not shown) is energized (not shown). ) Etc. are used. Therefore, the control valve 4 is closed in response to a valve control signal from the anti-skid valve control unit (not shown) in the main control unit 3, whereby the supply of the compressed air to the brake cylinder 5 is stopped. . At the same time, the release valve 41 is opened to the outside in response to a valve control signal from an anti-skid valve control unit (not shown) in the main control unit 3, whereby the compressed air in the brake cylinder 5 is compressed. Is exhausted to the outside. By these operations, the air brake force is reduced.

With the above operation, in the electric train of the first embodiment, as shown in FIG. 2, when both the air brake and the electric brake are operated, the speed of a certain wheel (axle) is increased.
1 decreases as shown by the downward-sloping curve in FIG. This indicates a normal behavior of the wheel speed during the operation of the brake. This downward-sloping curve shows, for example, the average value of the wheel speed of each axle, which is approximately equal to the translation speed of the vehicle. However, after the state 211a in FIG. 2, the wheel speed 211 falls off the rightward downward curve and decreases. This indicates that the speed of this wheel (axle) is lower than the average value of the speeds of the other wheels (axle), and this wheel has "slip" and is in a sliding state. It is shown that.

As described above, when the gliding occurs, the main control unit 3 firstly controls the air brake device 101 on the side of the air brake device 101 as shown in the state from time t11 on the air brake force curve 221 in FIG. Control to loosen the brake force with priority. Thus, the air brake force curve 221 is
After the state 221a after the time t11, the braking force value B
It has deviated from a1 and has dropped. By such an operation of releasing the air brake force, the speed 211 of the wheel (axle) starts to increase and returns to the original rightward downward curve, as shown in a state from around time t12 on the speed curve 211 in FIG. If so, this indicates that the wheel (axle) is about to return to the re-adhesive state, and therefore, the time t in the air brake force curve 221 in FIG.
As shown in a state from the vicinity of 12, the main control unit 3 controls the air brake device 101 to stop the loosening of the air brake force. Thereby, the air braking force curve 2
21 returns to the initial value Ba1, as indicated by 221b. In addition, the speed of the wheel (axle) 2
11 returns to the original downward-sloping curve (the average value of the wheel speeds of each axle) as indicated by 211b. This indicates that the wheel has returned to the re-adhesive state instead of the sliding state.

Further, even after the state 211c in FIG. 2, the wheel speed 211 falls off the rightward downward curve and decreases. This indicates that the speed of this wheel (axle) is lower than the average value of the speeds of the other wheels (axle), and this wheel has "slip" and is in a sliding state. It is shown that. In this manner, when the gliding has occurred, as shown in the state from time t13 on the air brake force curve 221 in FIG.
First, on the side of the air brake device 101, control is performed to loosen the air brake force with priority. As a result, the air brake force curve 221 deviates from the brake value Ba1 and decreases after the state 221c after the time t13.

However, in this case, the speed curve 2 shown in FIG.
11 and time t14 in the air brake force curve 221
As shown in the condition from, the air brake is completely loosened,
Even after the point at which the air brake force value becomes zero (see 221d in FIG. 2), the speed curve 211 has not returned to the original downward-sloping curve, indicating that the gliding state is continuing. . In such a case, the main control unit 3 further controls the electric brake device 102 to reduce the electric brake force, as shown in a state from time t14 on the electric brake force curve 231 in FIG. Accordingly, the electric braking force curve 231 deviates from the braking force value Be1 and decreases after the state 231d after the time t14.

To release the electric brake force, an electric brake release control signal from the main control unit 3 is sent to the inverter 12a in the motor control unit 12, and the inverter 12
a is realized by reducing the electric braking force.

By the operation of releasing the electric braking force as described above, as shown in the state from around time t15 on the speed curve 211 in FIG. 2, the speed 211 of the wheel (axle) is obtained.
Starts to rise and returns to the original downward-sloping curve,
This indicates that the wheel (axle) is about to return to the re-adhesive state. Therefore, the state from time t15 on the electric braking force curve 231 in FIG. 2 and the air braking force in FIG. As shown in a state from around the time t15 on the curve 221, the main control unit 3 controls the electric brake device 102 to stop the release of the electric braking force, and also controls the air brake device 101.
Also, the control for stopping the loosening of the air brake force is performed. Thus, the electric braking force curve 231 becomes 231
As shown by f, it returns to the original value Be1. at the same time,
The air brake force curve 221 returns to the initial value Ba1, as shown from 221e to 221f. As a result, the wheel (axle) speed 211 returns to the original downward-sloping curve (the average value of the wheel speeds of each axle), as shown by 211f. This indicates that the wheel has returned to the re-adhesive state instead of the sliding state.

The electric train 100 of the first embodiment uses both the air brake device 101 and the electric brake device 102 and performs braking while cooperating with each other. Therefore, the electric train 100 of this embodiment is equivalent to an electric / pneumatic brake electric train. Further, the brake control at the time of sliding according to the first embodiment described above corresponds to a brake force coordination loosening procedure.

(2) Second Embodiment The present invention can be realized by another configuration different from the first embodiment. FIG. 3 is a diagram illustrating electropneumatic cooperative braking control in a train that is a second embodiment of the railway electric vehicle according to the present invention. In FIG. 3, reference numeral 212 denotes a curve indicating the time change of the speed of a certain wheel (axle), 222 denotes a curve indicating the time change of the air braking force, and 232 denotes a curve indicating the time change of the electric braking force. I have.

The second embodiment differs from the first embodiment in that a program (stored in a not-shown ROM or the like) executed by a CPU (not shown) of a main control unit (not shown) is different. Since it has the same configuration and operation as the embodiment, the description thereof will be omitted.

In the electric train according to the second embodiment, as shown in FIG. 3, when both the air brake and the electric brake are operated, the speed 212 of a certain wheel (axle) decreases as shown by the downward-sloping curve in FIG. I will do it. This indicates a normal behavior of the wheel speed during the operation of the brake. This downward-sloping curve shows, for example, the average value of the wheel speed of each axle, which is approximately equal to the translation speed of the vehicle. However, FIG.
After the state 212a, the wheel speed 212 falls off the downward-sloping curve and decreases. This indicates that the speed of this wheel (axle) is lower than the average value of the speeds of the other wheels (axle), and this wheel has "slip" and is in a sliding state. It is shown that.

As described above, when a gliding occurs, as shown in the state from time t21 on the electric braking force curve 232 in FIG. 3, the main control unit (not shown) of the second embodiment first On the side of the electric brake device 102, control is performed to loosen the electric brake force with priority. Thereby, the electric braking force curve 232 changes to the state 232 after the time t21.
After a, the brake force value deviates from Be2 and decreases. By such an operation of loosening the electric braking force, FIG.
If the speed 212 of the wheel (axle) turns upward and returns to the original downward curve as shown in the state from around time t22 in the speed curve 212 of FIG. , Which indicates that the main control section (not shown) of the second embodiment is to be returned to the re-adhesion state, as shown in a state from around time t22 on the electric braking force curve 232 in FIG. ) Controls the electric brake device 102 to stop the loosening of the electric brake force. Thereby, the electric braking force curve 23
2 returns to the initial value Be2 as shown by 232b. In addition, the speed of the wheel (axle) 21
2 returns to the original downward-sloping curve (the average value of the wheel speeds of each axle) as indicated by 212b. This indicates that the wheel has returned to the re-adhesive state instead of the sliding state.

Further, even after the state 212c in FIG. 3, the wheel speed 212 deviates from the rightward downward curve and decreases. This indicates that the speed of this wheel (axle) is lower than the average value of the speeds of the other wheels (axle), and this wheel has "slip" and is in a sliding state. It is shown that. As described above, when the gliding occurs, as shown in a state from time t23 on the electric braking force curve 232 in FIG. 3, the main control unit (not shown) of the second embodiment firstly sets the electric braking device. 102
, The control to loosen the electric brake force with priority.
As a result, the electric braking force curve 232 changes at time t23.
After the state 232c, the brake value Be2 deviates from the brake value Be2 and decreases.

However, in this case, the speed curve 2 shown in FIG.
12 and time t24 in the electric braking force curve 232
As shown in the condition from, the electric brake completely loosened,
Even after the electric brake force value becomes zero (see 232d in FIG. 3), the speed curve 212 has not returned to the original downward-sloping curve, indicating that the sliding state is continuing. . In such a case, the main control unit (not shown) of the second embodiment further moves on the side of the air brake device 101 as shown in the state from time t24 on the air brake force curve 222 in FIG. Control to reduce the air brake force. As a result, the air brake force curve 222 becomes the time t
After the state 222d after 24, the braking force value Ba2 deviates from Ba2 and decreases.

By the operation of releasing the air brake force as described above, as shown in a state from time t25 on the speed curve 212 in FIG.
Starts to rise and returns to the original downward-sloping curve,
Since this indicates that the wheel (axle) is about to return to the re-adhesive state, the state from around the time t25 in the air brake force curve 222 in FIG. 3 and the electric brake force in FIG. As shown in a state from the vicinity of time t25 in the curve 232, the main control unit (not shown) of the second embodiment controls the air brake device 101 to stop the loosening of the air brake force, and also controls the electric brake device. Also at 102, control to stop the loosening of the electric brake force is performed. As a result, the air brake force curve 222 changes the initial value B as shown by 222f.
Return to a2. At the same time, the electric braking force curve 232
Is the initial value Be, as shown in 232e to 232f.
Return to 2. This also allows the above wheels (axles)
The speed 212 returns to the original downward-sloping curve (the average value of the wheel speeds of the respective axles) as indicated by 212f. This indicates that the wheel has returned to the re-adhesive state instead of the sliding state.

The electric train according to the second embodiment is equivalent to an electric-pneumatic brake electric train. Further, the brake control at the time of sliding according to the second embodiment as described above corresponds to a brake force coordination loosening procedure.

(2) Third Embodiment The present invention can be realized by another configuration different from the above-described embodiment. FIG. 4 is a diagram illustrating electropneumatic cooperative braking control in a train that is a third embodiment of the railway electric vehicle according to the present invention. In FIG. 4, 213 is a curve showing a time change of a speed of a certain wheel (axle), 223 is a curve showing a time change of an air braking force, and 233 is a curve showing a time change of an electric braking force. I have.

The third embodiment differs from the first embodiment in that a program (stored in a not-shown ROM or the like) executed by a CPU (not shown) of a main control unit (not shown) is different. Since it has the same configuration and operation as the embodiment, the description thereof will be omitted.

In the electric train according to the third embodiment, as shown in FIG. 4, when both the air brake and the electric brake are operated, the speed 213 of a certain wheel (axle) decreases as shown by the downward-sloping curve in FIG. I will do it. This indicates a normal behavior of the wheel speed during the operation of the brake. This downward-sloping curve shows, for example, the average value of the wheel speed of each axle, which is approximately equal to the translation speed of the vehicle. However, FIG.
After the state 213a, the wheel speed 213 falls off the rightward downward curve and decreases. This indicates that the speed of this wheel (axle) is lower than the average value of the speeds of the other wheels (axle), and this wheel has "slip" and is in a sliding state. It is shown that.

As described above, when the gliding has occurred, as shown in the state from time t31 on the air braking force curve 223 in FIG. 4 and the state from time t31 on the electric braking force curve 233 in FIG. The main control unit (not shown) of the third embodiment controls the air brake device 101 to reduce the air braking force, and at the same time, controls the electric brake device 102 to reduce the electric braking force. Thus, the air braking force curve 223 is
After the state 223a after the time t31, the brake force value B
Deviated from a3 and decreased. Further, after the state 233a after the time t31, the electric braking force curve 233 deviates from the braking force value Be3 and decreases.

By the operation of releasing the air brake force and the operation of releasing the electric brake force, the speed curve 213 shown in FIG.
If the speed 213 of the wheel (axle) starts to increase and returns to the original downward-sloping curve as shown in the state from around time t32 at
Indicates that the state is about to return to the re-adhesion state. Therefore, the state from time t32 on the air brake force curve 223 in FIG. 4 and the state from time t32 on the electric brake force curve 233 in FIG. As shown in the state, the main control unit (not shown) of the third embodiment performs control to stop loosening of the air brake force on the side of the air brake device 101 and also controls the electric brake on the side of the electric brake device 102. Control to stop the release of force. Thereby, the air brake force curve 223 returns to the initial value Ba3 as shown by 223b. Further, the electric braking force curve 233 returns to the initial value Be3 as shown by 233b. As a result, the wheel (axle) speed 213 returns to the original downward-sloping curve (the average value of the wheel speeds of each axle), as shown by 213b. This indicates that the wheel has returned to the re-adhesive state instead of the sliding state.

Further, even after the state 213c in FIG. 4, the wheel speed 213 falls off the rightward downward curve and decreases. This indicates that the speed of this wheel (axle) is lower than the average value of the speeds of the other wheels (axle), and this wheel has "slip" and is in a sliding state. It is shown that. In this manner, when the gliding has occurred, as shown in the state from time t33 on the air brake force curve 223 in FIG. 4 and the state from time t33 on the electric brake force curve 233 in FIG.
The main control unit (not shown) of the third embodiment controls the air brake device 101 to reduce the air brake force, and also controls the electric brake device 102 to reduce the electric brake force. Accordingly, the air brake force curve 223 deviates from the brake value Ba3 and decreases after the state 223c after the time t33. Also,
The electric braking force curve 233 indicates the state 2 after the time t33.
After 33c, it deviates from the brake value Be3 and decreases.

However, in this case, the speed curve 2 shown in FIG.
13, the air brake force curve 223, and the electric brake force curve 233, as indicated by the state from time t34, when the air brake is completely loosened and the air brake force value becomes zero (see 223d in FIG. 4). After that, the speed curve 21
3 does not return to the original downward-sloping curve, indicating that the gliding state is continuing. In such a case, the main control unit (not shown) of the third embodiment, as shown in the state from time t34 on the electric braking force curve 233 in FIG. Device 102
, The control for reducing the electric braking force is further continued. As a result, the electric braking force curve 233 becomes the time t
After 34, it has further decreased.

The continuation of the electric braking force loosening operation as described above allows time t35 in speed curve 213 in FIG.
If the speed (213) of the wheel (axle) starts to increase and returns to the original downward-sloping curve as shown by the state from the vicinity, this means that the wheel (axle) will return to the re-adhesive state. FIG. 4
As shown in the state of the electric brake force curve 233 from around time t35 and the state of the air brake force curve 223 in FIG. 4 near time t35, the main control unit (not shown) of the third embodiment includes: Electric brake device 102
, The control to stop the loosening of the electric brake force is performed, and the air brake device 101 also performs control to stop the loosening of the air brake force. Thus, the electric braking force curve 233 returns to the initial value Be3 as shown by 233f. At the same time, the air braking force curve 2
23 returns to the initial value Ba3 as shown from 223e to 223f. As a result, the wheel (axle) speed 213 returns to the original downward-sloping curve (the average value of the wheel speeds of each axle), as shown by 213f. This indicates that the wheel has returned to the re-adhesive state instead of the sliding state.

The electric train according to the third embodiment corresponds to an electric / pneumatic brake electric train. Further, the brake control at the time of sliding according to the third embodiment described above corresponds to a brake force coordination loosening procedure.

Therefore, in the train according to each of the above-described embodiments, when the vehicle is in a sliding state, as in the conventional electric / pneumatic brake type railway electric vehicle that performs the electro-pneumatic cooperative braking control,
Since both the air brake control unit and the electric brake control unit detect the gliding and return to the re-adhesive state, the air brake control unit and the electric brake control unit do not release the braking force independently, but glide. At times, both cooperate to perform an appropriate braking force releasing operation. For this reason, there is an advantage that the amount of release of the braking force is not excessively large, the amount of reduction of the braking force is appropriate, and the braking distance until the electric vehicle stops is the shortest.

In each of the above embodiments, the main control unit (first
3 in the embodiment. Not shown in the second embodiment and the third embodiment. ) Corresponds to the braking control means. In the air brake device 101, the control valve 4 and the release valve 41 constitute "control valves".

The present invention is not limited to the above embodiments. Each of the above embodiments is merely an example, and has substantially the same configuration as the technical idea described in the claims of the present invention, and those having the same functions and effects are:
Anything is included in the technical scope of the present invention.

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

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

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

In the third embodiment described above,
Although the example in which the air braking force becomes zero earlier has been described, the present invention is not limited to this, and other configurations, for example,
In the configuration of the third embodiment, the electric braking force may be made zero first.

[0077]

As described above, according to the present invention,
A device for controlling the braking of an electric / pneumatic brake type railway electric vehicle includes a sliding / re-adhesion detecting means for detecting a sliding state or a re-adhesion state of a wheel, and an air brake when the sliding / re-adhesion detecting means detects a sliding. Controls the release of force and the release of electric brake force in accordance with the brake force coordination release procedure. If the sliding / re-adhesion detecting means detects re-adhesion, the air brake force and the electric brake force are released. The brake control means is configured to control to stop and return to the original braking state based on the braking force coordination loosening procedure,
Since both the air brake device and the electric brake device cooperate with each other to perform appropriate braking force release operation during skiing, the amount of braking force release does not become excessive, and the amount of reduction in braking force is appropriate. This has the advantage that the braking distance before the vehicle stops is also the shortest.

[Brief description of the drawings]

FIG. 1 is a conceptual block diagram illustrating a configuration of a train that is a first embodiment of a railway electric vehicle according to the present invention.

FIG. 2 is a diagram illustrating electropneumatic cooperative braking control in a train as the first embodiment of the railway electric vehicle according to the present invention.

FIG. 3 is a diagram illustrating electro-pneumatic cooperative braking control in a train which is a second embodiment of the railway electric vehicle according to the present invention.

FIG. 4 is a diagram illustrating electropneumatic cooperative braking control in a train which is a third embodiment of the railway electric vehicle according to the present invention.

FIG. 5 is a conceptual diagram illustrating a sliding phenomenon in a railway vehicle.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 brake operating device 2 command line 3 main control unit 4 control valve 5 brake cylinder 6 brake shoe 7 wheel 8, 8 ′ rotation speed sensor 9 wheel shaft 10 power transmission mechanism 11 motor 12 motor control unit 12 a inverter 13 pantograph 14 air compressor 15 Air line 16 Main air tank 17 Check valve 18 Supply air tank 19 Air pressure sensor 20 Piston 21 Piston rod 22 Lever 23-25 Rotating hinge 26 Fixed fulcrum 31, 32, 36 Control line group 33, 34, 35 Data line group Reference Signs List 40 Jumper coupler 41 Release valve 100 Electric train 101 Air brake device 102 Electric brake device 211 Speed curve 211a Sliding start point 211b Re-adhesion return point 211c Sliding start point 211d Re-adhesion return point 212 Speed curve 212a Sliding start point 212b Re-adhesion return point12c Sliding start point 212d Re-adhesion return point 213 Speed curve 213a Sliding start point 213b Re-adhesion return point 213c Sliding start point 213d Re-adhesion return point 221 to 223 Air brake force curve 231 to 233 Electric brake force curve A Wheel wear portion B Total braking force Ba1-Ba3 Air braking force Be1-Be3 Electric braking force D Driving wheel of railway vehicle F Driving wheel circumferential direction force P Contact point between wheel and rail R Rail W Wheel axle weight T Trolley wire μ Adhesion coefficient

Continued on the front page F-term (reference) 3D046 AA07 BB28 CC03 CC06 EE01 HH23 HH36 JJ06 JJ11 5H115 PC02 PG01 PI03 PU09 PV09 QE06 QE10 QI04 QI08 QI12 QI16 QN03 QN12 RB08 SE04 SJ13 TB01 TO02 TO03 TO07 TO30 TO30 TO30

Claims (7)

[Claims] 1. A brake device for performing braking including deceleration or stoppage during running or suppression of acceleration in a downhill section, compressed air generated by an air compressor is transmitted via an air line and control valves. Send to the brake cylinder to drive the braking means,
An air brake device that performs the braking by pressing the braking means against a member to be braked that rotates in conjunction with a wheel shaft, and an electric motor that is a driving source functions as a generator, and rotates in conjunction with the wheel shaft. An electric brake device that performs the braking by reducing the rotation speed of the wheel shaft by converting rotational kinetic energy of the motor shaft into electric energy, and an electric braking force that is a braking force by the electric braking device; An apparatus for controlling the braking of an electric / pneumatic combined brake type railway electric car using an air braking force that is a braking force by the air braking device, wherein any of the wheels is in a sliding state or a re-adhesion state. When the sliding / re-adhesion detecting means detects that the sliding has been detected,
The air brake force is relaxed and the electric brake force is relaxed in accordance with a brake force coordination loosening procedure. When the sliding / re-adhesion detecting means detects re-adhesion, the air brake is released. An electric / pneumatic brake type railway electric vehicle comprising: a brake control means for controlling the release of the force and the release of the electric brake force to stop and return to the original braking state based on the brake force coordination release procedure. Brake control device. 2. The braking control device for an electric / pneumatic brake type railway electric vehicle according to claim 1, wherein the braking force coordination loosening procedure is performed when the sliding / re-adhesion detecting means detects a sliding.
First, the air braking force is loosened with priority, and if the sliding state continues even after the air braking force becomes zero, the electric braking force is loosened. Braking control device for electric train with electric brake. 3. The braking control device for an electric / pneumatic brake type railway electric vehicle according to claim 1, wherein the brake force coordination loosening procedure is performed when the sliding / re-adhesion detecting means detects a sliding.
First, the electric brake force is loosened with priority, and if the sliding state continues even after the electric brake force becomes zero, the air brake force is loosened. Braking control device for electric train with electric brake. 4. The braking control device for an electro-pneumatic brake-type railway electric vehicle according to claim 1, wherein the braking force coordination loosening procedure includes the steps of:
A braking control device for an electric / pneumatic brake type railway electric vehicle, which is a procedure for simultaneously executing the release of the air brake force and the release of the electric brake force. 5. The braking control device for an electro-pneumatic brake type railway electric vehicle according to claim 4, wherein in the braking force coordination loosening procedure, one of the loosened air braking force and the electric braking force becomes zero. A braking control device for an electric / pneumatic brake type railway electric vehicle, characterized in that if the sliding state continues after that, the procedure of continuing to loosen the braking force that is not zero is continued. 6. The braking control device for an electric / pneumatic brake type railway electric vehicle according to claim 1, wherein the brake force coordination loosening procedure is performed when the sliding / re-adhesion detecting means detects re-adhesion. A braking control device for an electric / pneumatic brake type railway electric vehicle, which is a procedure for simultaneously stopping the loosening of the air braking force and the loosening of the electric braking force. 7. A brake device for performing braking including deceleration or stoppage during running or suppression of acceleration in a downhill section, compressed air generated by an air compressor is transmitted through an air line and control valves. Send to the brake cylinder to drive the braking means,
An air brake device that performs the braking by pressing the braking means against a member to be braked that rotates in conjunction with a wheel shaft, and an electric motor that is a driving source functions as a generator, and rotates in conjunction with the wheel shaft. An electric brake device that performs the braking by reducing the rotation speed of the wheel shaft by converting the rotational kinetic energy of the motor shaft into electric energy, and an electric braking force that is a braking force by the electric braking device, A method for controlling the braking of an electric / pneumatic combined brake type railway electric vehicle using an air braking force that is a braking force of the air braking device, wherein any one of the wheels is in a sliding state or a re-adhesion state. Sliding / re-adhesion detecting means is provided to detect that the sliding has occurred.If the sliding / re-adhesion detecting means detects the sliding, the air brake force is released. The electric brake force is controlled to be released based on a brake force coordination release procedure, and when the sliding / re-adhesion detecting means detects re-adhesion, the air brake force is released and the electric brake is released. A braking control method for an electric / pneumatic brake type railway electric vehicle, characterized by controlling the release of force based on the braking force coordination release procedure to stop and return to the original braking state.