JP2005162152A - Sliding control method for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a sliding control method for a railway vehicle in which a sliding mode control theory is applied as a theoretical design method for a sliding control so as to design a sliding control system and by which an adhering force control is achieved in a high degree at the railway vehicle. <P>SOLUTION: In a sliding control method for the railway vehicle, a sliding control system is constituted by using a sliding mode control system having a high robust characteristic against the railway vehicle with some wheels running on railway tracks and a stable high braking characteristic is attained thereby. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a rail vehicle sliding control method.

  Conventionally, in a short train vehicle, it is not expected to secure adhesive strength in a rear vehicle (Non-Patent Documents 1 and 2 below). Therefore, in order to operate the vehicle efficiently at high speed regardless of the number of trains, it is necessary to develop a control system that can secure a braking force even with a short train. In recent years, further increases in the speed of the Shinkansen are planned in Europe and Japan (Non-patent Documents 3 and 4 below), and it is important to improve the adhesive force control in the high-speed range.

In order to realize these requirements, it is important to model the controlled object, and the inventors of this application have modeled the adhesive force (Non-Patent Document 5 below).
Uchida Kiyogo, Railway brake [4] Railway vehicle brake (4), Driving Association magazine, 2001.4, (2001), 35 Akino Ashino, Daisei Yamazaki, Shinichiro Kondo, Masamichi Ogasa, Train acceleration / deceleration command pattern adaptive control method, Railway Research Institute Vol. 12, no. 1, (1998), 23 Matsuda Masashi, 21st Century as the Railway Century, JR East Technical Review, No. 1, (2002), 2 Endo Takashi, Shinkansen high-speed, JR East Technical Review, No. 1, (2002), 6-8 Hiro-o Yamazaki, Masao Nagai, Takayoshi Kamada, A STUDY OF ADHESION FORCE MODEL FOR WHEEL SLIDE PROTECTION CONTROL, International Symposium on Speed-up and Service Technology for Railway and Maglev Systems 2003 (STECH'03), 2003.8.19- 22 Tokyo JAPAN Japan ABS Co., Ltd., ABS research of automobiles, (1993), 1-64, Sankaido Nanjing Masanobu, Research on vehicle deceleration control of air brake, Railway Research Institute report, Vol. 17, no. 4, (2003), 35-38 Kenzo Nonami, Hiroki Tana, Sliding Mode Control-Nonlinear Robust Control Design Theory-Corona, P. 2-90, 1999 Yoshikazu Hattori, Toshimichi Takahashi, Improvement of road surface robustness of brake wheel speed servo, Toyota Central R & D Review, P.M. 47-54, 1999 Kazunori Mori, Improving vehicle running stability by cooperative control of power distribution and four-wheel steering using a sliding mode control method, Transactions of the Japan Society of Mechanical Engineers (C), p. 68-74, 2001 University of Yamazaki, Brake system and control method of railway vehicles, Hydraulic / Pneumatic technology, Vol. 41, no. 12, Nippon Kogyo Publishing, (2002), 35-40. Hideo Sakai, Tire Engineering, (1987), 102-190, Grand Prix Publishing Tadao Oyama, Influence on Adhesive Force between Wheels and Rails of High-Speed Railway Vehicles and Research on Adhesive Strength Improvement, Railway Research Institute Report, Vol. 1, No. 2, Kenyusha, (1987), 11 Japanese National Railway Standard JRS120202-1F-15AR0A, P1, 1980

  Almost all of the algorithm of railroad gliding control is to apply if-then control logic, which increases or decreases the air pressure and hydraulic pressure according to the speed difference between vehicle and wheel, wheel acceleration and slip rate. This is the method. The design of the sliding control based on the control theory, not the if-then control, has a practical example using the fuzzy control so far. However, the stability of the fuzzy control has finally been discussed in recent years. There is a problem that the stability has not been proven.

  Moreover, as a specific example of the adhesion control between the wheels and the rails, for example, a sliding control device can be cited. This control has a similar aspect to automobile ABS (Non-Patent Document 6). That is, when the braking force acting on the wheel exceeds the adhesion limit and sliding is detected, the pressure of the brake cylinder is exhausted by the pressure control valve, the braking force is weakened, and the adhesion is performed again. However, it is impossible to apply the automobile ABS technology to a railway vehicle as it is for the following reason.

  FIG. 9 is a diagram showing the adhesion characteristics of a railway vehicle and an automobile.

  From this figure, it can be seen that there is a marked difference in the adhesion coefficient μ (the maximum value of the adhesive force divided by the stationary wheel load) between the rail vehicle and the automobile in the sliding control.

9, FIG. 9A is a characteristic diagram of the adhesion coefficient μ _max with respect to speed, FIG. 9B is a tangential force coefficient μ characteristic diagram with respect to the slip ratio of the railway vehicle and the automobile (part 1), FIG. 9C is a tangential force coefficient μ characteristic diagram (part 2) with respect to the slip ratio, and shows a result of Carter theory.

As can be seen from these figures, the adhesion coefficient μ _max of the automobile tire is extremely higher than that of the iron wheel iron rail. Therefore, there is a great difference in the adhesion coefficient μ _max characteristics between the two, and there is a question that the ABS technology of the automobile is applied to a railway vehicle as it is. In addition, the theoretical solution of the conventional adhesive has shown only a characteristic until the slip ratio is 0.2%, that is, until the adhesive force is saturated (adhesion limit is reached), but recently the characteristic after the adhesive force is saturated. It has been found that can also be expressed in mathematical formulas. As a result, it has been found that automobiles saturate at a slip rate of 20-30%, whereas railways saturate at 10-15% [Fig. 9 (b)]. Is not easily applicable.

  The characteristics of the entire control system until the braking force exceeds the adhesion limit and the characteristics of the entire control system when the wheel slips beyond the adhesion limit are non-linear, and the structure of the control system changes. It is considered a thing. In addition, the operation of the pressure control valve for sliding control is on-off control, and there is strong non-linearity from the compressibility of air pressure (Non-Patent Document 7).

  As a parameter variation of the brake control system, the adhesion coefficient has a characteristic depending on the speed when the rail is wet, and the friction coefficient of the brake friction material also changes depending on the speed, initial speed, temperature, and the state of the friction surface.

  Therefore, the brake system has a strong non-linearity and can be said to be a control system with parameter variation, and it is necessary to use a highly robust control system.

  As such a control system, for example, sliding mode control (Non-Patent Documents 8, 9, and 10) is easily applied to a system having an unknown parameter or an unknown disturbance, such as a nonlinear system, a parameter fluctuation system, or a time-varying system. Since it can be applied and an excellent robust control system can be configured, it can be considered that if it is applied to a railway brake system, an excellent control system can be designed against nonlinearity and parameter fluctuation.

  Therefore, in the present invention, a sliding control system is designed based on a control theory having excellent robustness, and a control law is formulated. Moreover, the performance comparison between the conventional sliding control and the robust control studied in the present invention was performed by simulation, and the superiority of the robust control was confirmed.

  That is, in the present invention, in view of the above situation, a sliding control system is designed using a sliding mode control theory as a design theory of sliding control, and the rolling of the railway vehicle can improve the adhesion force control in the railway vehicle. An object is to provide a control method.

In order to achieve the above object, the present invention provides
[1] In a rolling control method for a railway vehicle, a sliding control system using a sliding mode control system having a high robustness is configured for a railway vehicle having wheels traveling on a rail track, and a stable high brake is provided. It is characterized by having performance.

  [2] In the rail vehicle sliding control method according to [1], the sliding control system formulates a control law and performs a control operation that accurately follows a target slip ratio.

  According to the present invention, a sliding control system can be designed by using a sliding mode control theory as a design theory of the sliding control, and it is possible to improve the sliding control in the short knitting and the adhesive force control in the high-speed Shinkansen.

  That is, it is possible to stably provide high braking performance.

  A rolling control system using a sliding mode control system having high robustness is configured for a railway vehicle having wheels that run on a rail track to provide stable and high braking performance.

  The sliding control system can formulate a control law and perform a control operation that accurately follows the target slip ratio.

  Hereinafter, embodiments of the present invention will be described in detail.

  [1] First, the analysis model will be described.

  FIG. 1 is a diagram showing a wheel and vehicle motion model during braking used in the calculation.

  1 is a rail, 2 is a wheel, 3 is a wheel shaft, and 4 is a brake device.

[1-1] Equation of motion When the wheel shaft 3 and the motion of the vehicle are modeled by the uniaxial model shown in FIG. 1, the equation of motion is as follows.

ここで、Ｊは輪軸の慣性モーメント、Ｆ_x はレール・車輪間の粘着力、Ｍｇは車両質量、Ｆ_b はブレーキ力、ｒは車輪半径、ｖ_w は車輪速度、ｖは車体速度を示している。

Where J is the wheel inertia, F _x is the rail-wheel adhesion, Mg is the vehicle mass, F _b is the braking force, r is the wheel radius, v _w is the wheel speed, and v is the vehicle speed. Yes.

  From the above formula (1),

上記式（２）より、

From the above equation (2),

ここで、スリップ率ｓｌは、
ｓｌ＝１−（ｖ_w ／ｖ） …（５）
ブレーキ力Ｆ_b は、
Ｆ_b ＝（π／４）ｄ² ｐｎＥηｆ（ｖ_w ） …（６）
ここで、πは円周率、ｄはブレーキシリンダ径、ｐはブレーキシリンダ圧力、ｎはブレーキシリンダ個数、Ｅはブレーキ倍率、ηはブレーキ効率、ｆ（ｖ_w ）は瞬間摩擦係数を示している。

Here, the slip ratio sl is
sl = 1- (v _w / v) (5)
The braking force F _b is
F _b = (π / 4) d ² pnEηf (v _w ) (6)
Here, π is the circumference ratio, d is the brake cylinder diameter, p is the brake cylinder pressure, n is the number of brake cylinders, E is the brake magnification, η is the brake efficiency, and f (v _w ) is the instantaneous friction coefficient. .

k _b = (π / 4) d ² nEη (7)
After all,
F _b = k _b f (v _w ) p (8)
It becomes.

[1-2] Pressure Equation FIG. 2 is a block diagram of a railway air brake system.

  In this figure, 10 is a brake control device, 11 is an electric brake operation device, 12 is a power conversion valve (electro-pneumatic conversion valve: proportional valve), 13 is a relay valve (relay valve), 14 is a brake cylinder tube, 15 is A pressure control valve, 16 is a brake cylinder, 17 is a brake friction material, and 18 is a wheel.

In response to the brake command B _com , the railway air brake system (reference documents 7 and 11) generates a command air pressure by a proportional valve 12 called a power conversion valve that converts electrical signals into air pressure, and relay valves 13 The air flow rate is amplified by and supplied to the brake cylinder pipe 14. The brake cylinder pipe 14 supplies compressed air to the brake cylinder 16 via the pressure control valve 15 for preventing sliding, and presses the brake friction material 17 against the wheel 18 to apply the brake.

  FIG. 3 is a block diagram of a pressure control valve of a railway air brake system.

  In this figure, 21 is an input (IN) port, 22 is an exhaust (EX) port, 23 is an output (OUT) port, 24 is a supply stop valve, and 25 is an exhaust valve.

  Referring also to FIG. 2, when the wheel slides, (1) the pressure supply from the brake cylinder pipe 14 to the brake cylinder 16 is stopped and the pressure in the brake cylinder 16 is exhausted. (2) the brake cylinder 16 and the brake The above three operations of shutting off the cylinder pipe 14 and the exhaust port 22 of the pressure control valve 15 to maintain the pressure of the brake cylinder 16 and (3) supplying compressed air from the brake cylinder pipe 14 to the brake cylinder 16 And adjust the brake cylinder pressure to prevent gliding.

  An equation of the air flow rate flowing through the pressure control valve 15 and the brake cylinder pressure is shown below.

During wheel sliding, the high pressure side pressure P _H and the low pressure side pressure P _L change depending on whether compressed air is supplied to the brake cylinder 16 or exhausted from the brake cylinder 16 to atmospheric pressure. When the sliding pressure from the brake cylinder pipe 14 to the brake cylinder 16 without being supplied, the high-pressure side pressure P _H is the pressure in the brake cylinder pipe 14, the low side pressure P _L becomes brake cylinder pressure. Next, the wheels are sliding, when pulling the brake cylinder pressure, the high side pressure P _H is the brake cylinder pressure, the low side pressure P _L becomes the atmospheric pressure. When the brake cylinder pressure at that time is maintained due to the tendency of the sliding, the flow rate of air flowing through the pressure control valve 15 becomes zero.

Here, the case where P _H ≧ 1.893P _L is considered as an equilibrium point. The diameter of each port can be considered as an orifice, and the brake cylinder pressure change equation is as follows.

ここで、ｐはブレーキシリンダ圧力〔ｋＰａ〕、ｎは比熱比（＝１．４１）、Ｖはブレーキシリンダ容積〔ｍ³ 〕、Ｐ_H は高圧側圧力〔ｋＰａ〕、Ｐ_L は低圧側圧力〔ｋＰａ〕、ｓは圧力制御弁の断面積〔ｍ² 〕、γは空気の比重量〔ｋＰａ〕、γ_S は空気の比重（＝１．２９３）〔ｋＰａ〕、Ｐ_S は大気圧〔ｋＰａ〕を示している。ただし、圧力の値は、絶対圧力である。

Here, p is brake cylinder pressure [kPa], n is specific heat ratio (= 1.41), V is brake cylinder volume [m ³ ], P _H is high pressure side pressure [kPa], and P _L is low pressure side pressure [ kPa], s is the cross-sectional area of the pressure control valve [m ² ], γ is the specific weight of air [kPa], γ _S is the specific gravity of air (= 1.293) [kPa], and P _S is the atmospheric pressure [kPa]. Is shown. However, the pressure value is an absolute pressure.

  here,

と置くと、
ｄｐ／ｄｔ＝ｋ_p ｋ_g ｓ・ｕ …（１２）
となる。

And put
dp / dt = k _{p kg} s · u (12)
It becomes.

Therefore, the brake cylinder pressure p is an integral value of the input u of the pressure control valve 15. However, k _p and k _g have nonlinearity that varies depending on the high pressure side pressure P _H and the low pressure side pressure P _L depending on the input u of the pressure control valve 15. The pressure control valve 15 is driven by an on-off signal. Therefore, the input u of the pressure control valve 15 is set to u = 1 when pressure is supplied, u = 0 when pressure is maintained, and u = -1 when pressure is exhausted.
[1-3] Adhesive characteristics between wheels and rails The model of the adhesive force between wheels and rails, that is, the slip ratio-adhesive characteristics, uses the beam model (Non-Patent Document 12), and the following equation (13) and FIG. 4 shows. For the speed characteristic indicating the maximum value of the adhesive strength in this characteristic, the average value of the conventional line vehicle shown in Non-Patent Document 13 was used. This characteristic is shown in the following formula (16) and FIG.

なお、
Ｋ_x ＝（Ｃ_x ｗｌ² ）／２ …（１４）
であり、ｌ_h ＜０の場合はｌ_h ＝０とする。

In addition,
K _x = (C _x wl ² ) / 2 (14)
And l _h = 0 if l _h <0.

Here, l is the contact length between the wheels and the rail, w is the contact width between the wheels and the rail, F _z is the load (wheel weight), a is a coefficient that determines the dynamic friction coefficient, v is the vehicle speed, and v _w is Wheel speed, _Cx is a lateral elastic modulus, μ _max is an adhesion coefficient, and sl is a slip ratio.

The slip ratio sl and the adhesion coefficient μ _max are expressed by the following equations.

sl = 1- (v _w / v) (15)
μ _max = 32.74 / (v + 85) (16)
[1-4] State Equation A state equation is derived for control system design and simulation.
(1) Target wheel shaft speed v _w ′ (shaft speed satisfying target slip ratio) and deviation e with respect to it
When the target slip ratio is refs, the following equation is obtained.

v _w ′ = (1−refs) v (17)
e = (1-refs) v -v w ... (18)
(2) Integral value of deviation e with respect to target slip ratio

（３）μの線形近似
非線形なμ（ｓｌ）特性を線形化することを考える。μの特性曲線に接する直線を設定することにより、μを線形化する（上記非特許文献１０）。

(3) Linear approximation of μ Consider linearizing a nonlinear μ (sl) characteristic. By setting a straight line in contact with the characteristic curve of μ, μ is linearized (Non-Patent Document 10).

μ (sl) = μ ₀ + K _μ sl (20)
Therefore, according to equation (15):
μ (sl) = (μ ₀ + K _μ ) − (K _μ / v) v _w (21)
What linearized the equation of motion of the axle is from the above formula (4), formula (8), formula (21),

したがって、線形化した状態方程式は次式となる。この式を用いて、制御系の設計を行う。

Therefore, the linearized equation of state is The control system is designed using this equation.

  (Linear equation of state)

また、線形化を行わない状態方程式は以下となる。この状態方程式を用いて、シミュレーションを行うこととする。

The state equation without linearization is as follows. A simulation is performed using this state equation.

  (Nonlinear equation of state)

（４）摩擦係数の変動（上記非特許文献１４）
ブレーキ摩擦材（鉄道では、踏面ブレーキの場合は、ブレーキシューまたは制輪子、ディスクブレーキの場合は、ライニングという）の摩擦係数は速度特性を持ち、ブレーキ初速度、ブレーキ摩擦材の温度、摩擦面の乾燥・湿潤などの条件で変動する。

(4) Friction coefficient variation (Non-Patent Document 14)
The friction coefficient of the brake friction material (in the case of a tread brake for a railway, a brake shoe or a controller, and a lining for a disc brake) has a speed characteristic, and the brake initial speed, the temperature of the brake friction material, the friction surface It fluctuates depending on conditions such as drying and wetting.

  In the present invention, focusing on only the speed characteristic, the friction coefficient f is changed by the following equation.

f = 0.00003 (v _w × 3.6) ² −0.0064 (v _w × 3.6) +0.5412 (25)
[2] Control law Sliding mode control was used as the control law. The design procedure of the sliding mode control law is described below.

FIG. 6 is a friction coefficient characteristic diagram with respect to speed indicating the friction characteristic.
[2-1] Switching hyperplane design Consider the following system.

制御入力ｕを以下とする。

The control input u is as follows.

u = u _eq + u _nl (28)
However, u _eq represents an equivalent control input, and u _nl represents a switching control input.

  Given an arbitrary Q> 0 and obtaining S using the solution of the following Riccati equation, an optimal switching hyperplane can be designed.

^{_{PA ε + A ε T P-}} PBB T P + Q = 0 ... (29)
S = B ^T P (30)
However,
A _ε = A + εI ε ≧ 0 (31)
When a feedback gain that minimizes the evaluation function J shown in the following equation (32) is obtained, an optimum switching hyperplane can be designed.

よって、上記式（２６），式（２７）のシステムを最適制御によって安定化すると、最適のフィードバックゲインＦは、
Ｆ＝Ｓ＝Ｂ^T Ｐ …（３３）
となり、最適フィードバックゲインＦにより、切換超平面が設計されることになる。
〔２−２〕到達則の設計
到達則には、システムの状態の超平面に到達する時間が短く、優れたロバスト性を持つ制御性であり、制御入力のエネルギーも少なく、チャタリング現象の防止も可能な自由階層制御法を用いた。スライディングモードの存在条件を満たしているかについては、リアプノフ関数により、上記非特許文献８において、σ₁ ＝０の近傍でスライディングモードが生じることが証明されている。この自由階層法のうち、到達則として、本発明では以下に示す加速度到達則を用いた。

Therefore, when the system of the above formulas (26) and (27) is stabilized by optimal control, the optimal feedback gain F is
F = S = B ^T P (33)
Thus, the switching hyperplane is designed by the optimum feedback gain F.
[2-2] Design of reaching law In the reaching law, the time to reach the hyperplane of the system state is short, the controllability has excellent robustness, the energy of the control input is small, and the chattering phenomenon is prevented. A possible free hierarchy control method was used. Regarding whether or not the existence condition of the sliding mode is satisfied, it is proved by the Lyapunov function that the sliding mode is generated in the vicinity of σ ₁ = 0 in the non-patent document 8. Among the free hierarchy methods, the following acceleration reaching law is used as the reaching law in the present invention.

この加速度到達則が切換制御入力ｕ_nlとなる。したがって、制限則は式（２０），（３３），（３４）から次式となる。

This acceleration reaching law becomes the switching control input u _nl. Therefore, the restriction law is expressed by the following equation from the equations (20), (33), and (34).

u = − (SB) ⁻¹ SAx−k | σ | ^α sgn (σ)
0 <α <1 (35)
[2-3] Design of control system (1) Design of switching hyperplane The weighting coefficient of the evaluation function of equation (32) was designed as follows.

また、ε＝１とした。
（２）到達則の各パラメータ
状態変数および制御行列から、切換制御入力つまり加速度到達則のパラメータ数は、ｉ＝１となるため、下のように設計した。

Also, ε = 1.
(2) Parameters of reaching law Since the number of parameters of the switching control input, that is, the acceleration reaching law is i = 1 from the state variables and the control matrix, it is designed as follows.

k = 97, α = 0.98
[3] Calculation In the simulation, the parameters were assumed to be a conventional suburban train, and the motion was two degrees of freedom of wheel rotation and vehicle translation. The conditions are shown below. The sticking conditions are a beam model, and there are three types: no disturbance input and disturbance input Δμ = −0.03, −0.06. The brake conditions were an initial speed of 130 km / h and a brake cylinder pressure of 380 kPa.
[3-1] Control conditions [A] Sliding mode control (1) Target slip ratio: 0.09
(2) State equation linearization coefficient K _μ : −0.0773
μ ₀ : 0.1183
(3) From the weighting factor designed by the equation (36), the switching hyperplane S is as follows.

S = 10 ⁷ × [−0.0042 1.1567 0.0122]
[B] Conventional Control The conventional control law is the following two control laws.
(1) Control law A

（２）制御則Ｂ
制御則Ａで、サンプリング時間Δｔを２５ｍｓとし、滑走時の制御は以下に示すルールとした。実際の制御は、滑走を検知し、１５０ｍｓの間だけブレーキシリンダ内の圧縮空気を排気し、その後、２００ｍｓの間排気を停止する。また、前述の動作の後にも滑走が収束していない場合には、この動作を繰り返す。このような圧力制御弁を段階的に動作させ圧縮空気を排気するルールまで考慮すると複雑になるため、ここでは無視した。

(2) Control law B
In the control law A, the sampling time Δt is set to 25 ms, and the control at the time of sliding is based on the following rules. The actual control detects sliding, exhausts the compressed air in the brake cylinder for 150 ms, and then stops exhausting for 200 ms. Further, when the sliding has not converged after the above-described operation, this operation is repeated. Since such a pressure control valve is complicated in consideration of the rules for operating the pressure control valve in stages and exhausting compressed air, it is ignored here.

〔４〕計算結果と本発明の効果
粘着条件の違い、摩擦係数の変動の有無による制御性能を確認するため、粘着条件はビームモデルに外乱入力Δμ＝−０．０３および−０．０６を与えた場合と外乱入力がない場合の３種類の条件で行った。また、摩擦係数は、想定した平均摩擦係数一定の場合と、速度特性をもって変化する摩擦係数の場合の２種類にて行った。

[4] Calculation results and effects of the present invention In order to confirm the control performance according to the difference in the adhesion conditions and the presence or absence of fluctuations in the friction coefficient, the adhesion conditions give disturbance input Δμ = −0.03 and −0.06 to the beam model. The test was performed under three types of conditions, ie, when there was no disturbance input. In addition, the friction coefficient was determined in two types: a case where the assumed average friction coefficient is constant, and a case where the friction coefficient changes with speed characteristics.

  An example of the calculation result of the sliding control characteristics performed under the above conditions is shown in FIG. Table 1 shows the simulation results of the brake distance. In the case of the calculation result example shown in FIG. 7, the disturbance input Δμ = −0.06 is given to the beam model, and there is no change in the friction coefficient.

表１からわかるように、
外乱入力Δμが−０．０６のときは、従来制御Ａ〔図７（ａ）参照〕，従来制御Ｂ〔図７（ｂ）参照〕ともにブレーキ距離が６００ｍを越えてしまっている。従来制御Ａは、高速域でブレーキシリンダ圧力を低下させ、滑走そのものを防いではいるものの、粘着力がピークとなるスリップ率に達しておらず粘着力が有効に活用されていないため、ブレーキ距離の延伸が大きくなったと考えられる。また、従来制御Ｂの場合は、滑走を防止しているが、適切なスリップ率に追従することができていない様子が伺える。これに対して、本発明におけるスライディングモード制御の場合〔図７（ｃ）〕は、目標スリップ率に追従するような良好な制御動作が行われている。

As can be seen from Table 1,
When the disturbance input Δμ is −0.06, the brake distance exceeds 600 m in both the conventional control A (see FIG. 7A) and the conventional control B (see FIG. 7B). Conventional control A reduces the brake cylinder pressure in the high speed range and prevents sliding itself, but the adhesive force has not reached the slip rate at which the adhesive force reaches its peak and the adhesive force is not effectively utilized. It is thought that stretching has increased. Moreover, in the case of the conventional control B, although sliding is prevented, it can be seen that it is not possible to follow an appropriate slip rate. On the other hand, in the case of the sliding mode control according to the present invention (FIG. 7C), a good control operation is performed so as to follow the target slip ratio.

  In Table 1, when comparing the calculation results in consideration of the difference in adhesion conditions and the presence or absence of changes in the brake friction material, the present invention even when the brake distance exceeds 600 m in the conventional control methods A and B. In the case of the sliding mode control, it is within 600 m. Evaluating the maximum brake distance, the sliding mode control is about 75m shorter than the conventional control A and about 59m shorter than the conventional control B. Considering the case of a two-car train Compared with the conventional control, the distance is shorter by one or more components.

  Next, the effect of the robustness of sliding mode control on the brake performance will be described from the results calculated under each condition.

  FIG. 8 shows a normal distribution of the brake distance under each condition of the conventional control A (a in the figure), the conventional control B (b in the figure), and the sliding mode control of the present invention (c in the figure). As can be seen from Table 1, the average value of the brake distance is shorter in the sliding mode control of the present invention, and the value of the standard deviation is significantly smaller than that of the conventional control B. Thereby, the sliding mode control of the present invention is robust against parameter variations such as non-linearity of adhesive force that the mechanical brake system has desperately, disturbance input, friction coefficient variation, etc. Compared to conventional control, It can be said that it has stable and high braking performance.

  In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

  The rail vehicle sliding control method of the present invention is suitable for short train cars and high-speed bullet trains that require stable and high braking performance.

It is a figure which shows the wheel and the vehicle motion model at the time of a brake used for calculation. It is an air brake system block diagram of a railway. It is a block diagram of the pressure control valve of the air brake system of a railway. It is an adhesion rate with respect to the slip rate which made the vehicle speed a parameter, and an adhesion coefficient characteristic view. It is an adhesion coefficient characteristic figure with respect to speed. It is a friction coefficient characteristic view with respect to speed. It is a sliding control characteristic figure. It is a brake distance characteristic figure. It is an adhesion characteristic figure of a railroad and a car.

Explanation of symbols

1 rail 2,18 wheel 3 wheel shaft 4 brake device 10 brake control device 11 brake electric operation device 12 power conversion valve (electric-pneumatic conversion valve: proportional valve)
13 Relay valve
14 Brake cylinder pipe 15 Pressure control valve 16 Brake cylinder 17 Brake friction material 21 Input (IN) port 22 Exhaust (EX) port 23 Output (OUT) port 24 Supply stop valve 25 Exhaust valve

Claims (2)

  A railway vehicle comprising a sliding control system using a sliding mode control system having high robustness with respect to a railway vehicle having wheels running on a rail track, and having a stable and high braking performance. Sliding control method.   2. The railroad vehicle sliding control method according to claim 1, wherein the sliding control system formulates a control law and performs a control operation that accurately follows a target slip ratio.

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