JP2007022421A - Trailer brake receiver - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress generation of a flat on a wheel tread by rapidly instructing torque near tangential force coefficient relevant torque at detection of slide-traveling, to enhance ride comfort by suppression of large variation in brake torque and to accomplish effective utilization of adhesion force. <P>SOLUTION: The trailer brake receiver always presumes tangential force coefficient of a trailer wheel by a disturbance observer and operates a brake torque reduction amount of the minimum requirement for re-adhesion and brake torque instructed after re-adhesion such that they become the torque slightly smaller than the tangential force coefficient relevant brake torque at detection of slide-traveling. A timing setting value for turning ON/OFF a delivery valve and a feeding stop valve on or after the detection of slide-traveling is operated from the brake torque reduction amount and the brake torque instructed after the re-adhesion. The delivery valve and the feeding stop valve are turned ON/OFF based on the timing setting value by expectation control without reference to trailer axial acceleration on or after the detection of slide-traveling to suppress a reduction amount of brake torque and a slide-traveling speed from being excessive. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention provides an accompanying vehicle that realizes sliding re-adhesion control that effectively uses adhesive force, reduces occurrence of flats and reduces the amount of wear on wheel treads while maintaining good riding comfort of the accompanying vehicle constituting the electric vehicle. It relates to a brake weight receiver.

An electric vehicle performs acceleration / deceleration by means of a tangential force (also referred to as adhesive force) between wheels and rails. This tangential force generally has a characteristic as shown by a broken line in FIG. . The tangential force divided by the axle load (vertical load applied to the rail per axle) is called the tangential force coefficient, and the maximum value of the tangential force coefficient is called the adhesion coefficient.
As shown in the figure, when a brake torque that does not exceed the maximum value of the tangential force is generated by the air brake device, no sliding occurs, and the electric vehicle is applied in the adhesive region with a minute sliding speed on the left side of the maximum value of the tangential force. Will travel. If a brake torque larger than the maximum value is generated, the slip speed increases and the tangential force decreases, resulting in a sliding state in which the slip speed increases further. However, when the wheels and rails are dry, the brake torque generated by the air brake device Since the vehicle performance is set so as not to exceed the maximum value of the tangential force, no sliding occurs.

  However, as indicated by the solid line, when the rail surface is wet due to rain or the like, the adhesion coefficient decreases, and the maximum value of the tangential force becomes smaller than the generated torque of the air brake device corresponding to the set performance of the vehicle. In this case, the sliding speed increases and the vehicle enters a sliding state.If left as it is, the tangential force decreases correspondingly, and the deceleration force required to decelerate the vehicle further decreases. However, it is necessary to reduce the torque generated by the air brake device and re-adhere. When re-adhesion is performed by controlling the torque in this way, it is possible to control the generated torque of the air brake device to be as close to the maximum value of the tangential force as possible while maintaining a low sliding speed. Necessary for improving deceleration performance.

As a method for realizing such re-adhesion control, for electric vehicles, the rotational speed of the main motor is estimated from the voltage and current applied to the main motor, and the estimated speed information and the calculated value of the main motor generated torque are calculated. Is used as input information to estimate the main motor torque corresponding to the tangential force between the wheels and rails using the minimum dimensional disturbance observer for each control cycle, and the generated torque of the main motor using the estimated torque at the time of idling / sliding detection A method for controlling the above has been proposed (see Non-Patent Document 1). With this control method, it is possible to maintain the generated torque of the main motor as close as possible to the maximum value of the tangential force while maintaining good riding comfort (see Non-Patent Document 2).
When braking, there are many electric vehicles that use electric power regenerative braking (hereinafter simply referred to as regenerative braking), but in this case, the electric braking force constantly fluctuates depending on the line condition of the load vehicle that absorbs the regenerative energy. In the receiver, the electric brake force and the air brake force are controlled so that the brake force corresponds to the brake command. That is, according to the speed at that time, in order to generate the brake force corresponding to the brake command, the electric vehicle brake receiver calculates the electric brake force to be generated by the electric brake and the air brake force to be supplemented. In addition to the brake command, the electric vehicle control device is commanded as an electric brake force to be generated by the electric brake as a regenerative brake force command. In the electric vehicle control device, the electric vehicle propulsion device is controlled so that the electric brake force generation system generates the electric brake force according to the regenerative brake command. And when sliding is not detected in the re-adhesion control system, the actually generated electric brake force is output to the brake receiver as a regenerative brake feedback signal. The brake receiver also determines the air brake force to be supplemented based on the regenerative brake valid signal (meaning that the regenerative brake feedback signal input to the electric vehicle brake receiver is correct). It corrects and outputs as an air brake instruction | command with respect to the air brake generator of an electric vehicle which is not shown in figure. Note that, during this control process, when slipping is detected in the re-adhesion control system, the electric brake force accompanying the re-adhesion control is output to the brake receiver as a regenerative brake feedback signal.
With the configuration of the control system as described above, for example, the main motor torque corresponding to the tangential force between the wheels and the rails is estimated for each control period using the minimum dimension disturbance observer, and the estimated torque at the time of idling / sliding detection By using the method to control the torque generated by the main motor using the motor, it is possible to estimate the torque corresponding to the electric brake force between the wheels and rails at the time of sliding detection with high accuracy based on the electric brake force. The high-speed control in a short period of time ensures reliable re-adhesion, and during this time the high-speed control of the electric brake force can suppress fluctuations in the air brake force, so that it is possible to realize a good riding comfort without fluctuations in the overall brake force. Yes. In addition, since the re-adhesion control is performed while estimating the tangential force between the wheels and rails corresponding to the electric brake force, the total adhesive force including the air brake force can be effectively used.

On the other hand, in the accompanying vehicle, the occurrence of sliding is detected during braking based on the speed information from the speed sensor attached to the axle end, and the air braking force is controlled to control the sliding suppression control. Measures are taken to prevent the occurrence of flats on the wheel treads by running on a vessel. However, in reality, the response of the air brake is slow and the moment of inertia of the rotating parts such as wheels and axles seen on the rail surface of the accompanying car is not equipped with the main motor and gears like an electric car. Because of its small size, as shown in FIG. 7, once sliding occurs, it rapidly reaches a large sliding speed. In order to re-adhere the sliding wheel, it is necessary to greatly reduce the air brake force. is the current situation. In addition, since the control of increasing the air brake force is performed after detecting that the wheel has re-adhered using the axial acceleration with a large calculation delay, the air brake force is reduced more than necessary. . For this reason, the riding comfort is deteriorated during braking, and the air braking force corresponding to the vicinity of the peak value of the tangential force cannot be generated, so that the adhesive force cannot be effectively used and the deceleration performance is often lowered. Further, since the sliding speed increases, there is a problem that a flat surface is generated on the wheel tread or that the amount of wear on the wheel tread increases.
There is a need to eliminate such problems.

Satoshi Kadowaki, Kiyoshi Oishi, Ichiro Miyashita, Shinobu Yasukawa: “A method of re-adhesion control of an electric vehicle (2M1C) by disturbance observer and speed sensorless vector control”, IEEJ Transactions D, November 2001, pp1192-1198 Tadashi Hata, Hiroshi Hirose, Satoshi Kadowaki, Kiyoshi Oishi, Satoshi Iida, Masashi Takagi, Takashi Sano, Shinobu Yasukawa: "Application of Speed Sensorless Vector Control / Re-adhesion Control with Disturbance Observer to Real Vehicles and its Evaluation-Series 205 Example of the 5000th generation train-", Proceedings of the Institute of Electrical Engineers of Japan, 2003, ppIII-93-98

  The problem to be solved is that the air brake response speed is slow and the moment of inertia around the associated axle is small. The amount of wear on the wheel tread increases, the air brake force must be greatly reduced to re-adhere, and the effective use of the adhesive force cannot be achieved. Riding comfort is worsened because of the rapid increase in power.

The present invention was devised in view of the above points, and its purpose is to eliminate this problem.
1. In claim 1,
The brake force command value commanded by the driver and the operation history information of the discharge valve RSKV and supply stop valve ASKV are used to calculate the current generated brake force, and the generated brake force and the wheel speed detected by the speed sensor are the minimum dimension disturbance. Input to the tangential force coefficient estimator that estimates the tangential force coefficient of the associated vehicle wheel by the observer, always estimate the tangential force coefficient of the associated vehicle wheel, and in addition to the wheel speed, the remaining three axes for the associated vehicle By using the difference between the vehicle speed and the wheel speed, or the associated axle acceleration calculated from the speed sensor, the one with the highest wheel speed is considered as the vehicle speed by the sliding detector. By detecting the sliding of the wheel of the associated vehicle and estimating the tangential force coefficient at the time of sliding, the minimum brake torque reduction amount required for re-adhesion and the estimation at the time of sliding detection commanded after re-adhesion A brake torque that is slightly smaller than the torque corresponding to the linear force coefficient is calculated, and the discharge valve RSKV and the supply stop valve ASKV are turned on and off from the present time based on the brake torque reduction amount and the brake torque that is commanded after re-adhesion. The timing set value to be calculated is calculated and the discharge valve RSKV and the supply stop valve ASKV are turned on / off based on the timing set value to be turned on / off in this way without referring to the accompanying axle acceleration from the present time. Re-adhesion is ensured without reaching a large sliding speed, and then a torque close to the torque corresponding to the tangential force coefficient at the time of sliding detection is commanded to suppress the occurrence of flatness on the wheel tread and to effectively use and ride the adhesive force. It is an accompanying vehicle brake bolster characterized by improving comfort.

2. In claim 2,
2. The accompanying vehicle brake receiver according to claim 1, further comprising a sliding detector having a variable sliding detection threshold value using the tangential force coefficient estimated by the tangential force coefficient estimator.

In the incidental vehicle brake receiver according to claim 1 of the present invention, when the tangential force coefficient of the incidental vehicle wheel is estimated in a state where the estimated delay is always small using the minimum dimension disturbance observer, From the estimated value of the tangential force coefficient at the time of sliding detection, the minimum required brake torque reduction amount for re-adhesion and the brake torque slightly smaller than the torque corresponding to the estimated tangential force coefficient at the time of sliding detection commanded after re-adhesion Based on the brake torque reduction amount and the brake torque commanded after re-adhesion, the timing setting values for turning on and off the discharge valve RSKV and the supply stop valve ASKV from the current time are calculated, and the associated axle acceleration is calculated from the current time. Without turning on the discharge valve RSKV and the supply stop valve ASKV based on the timing set value for turning on / off calculated in this way by predictive control. Because it is turned off, the brake valve RSKV and the supply stop valve ASKV are turned on and off while observing the transition of the accompanying vehicle wheel acceleration with a large calculation delay, resulting in excessive reduction in brake torque and increase in sliding speed. Without any problem, it is possible to reliably re-adhere within a small sliding speed, and then promptly issue a torque close to the torque corresponding to the tangential force coefficient at the time of sliding detection. In addition, the ride comfort can be improved by suppressing large fluctuations in the brake torque, and the adhesive force can be effectively used.
Further, according to the second aspect of the present invention, since the threshold value of the sliding detection is made variable according to the tangential force coefficient that is always estimated, it is possible to set the threshold value to the minimum necessary level for the sliding detection. Can be reduced.

  The tangential force coefficient of the accompanying vehicle wheel is always estimated by a minimum dimensional observer with a small estimated delay, and the minimum brake torque reduction amount and re-adhesion required for re-adhesion based on the estimated value of the tangential force coefficient at the time of sliding detection The brake torque to be commanded later is calculated to be slightly smaller than the brake torque corresponding to the tangential force coefficient at the time of sliding detection, and the discharge valve RSKV is supplied from this brake torque reduction amount and the brake torque commanded after re-adhesion. Calculates the timing setting value for turning on and off the stop valve ASKV from now on, and discharge valve based on the timing setting value to be turned on and off in this way by predictive control without referring to the accompanying axle acceleration after the current time By turning on and off the RSKV and supply stop valve ASKV, it is possible to change the acceleration of the accompanying vehicle wheel acceleration with a large calculation delay. While watching the discharge valve RSKV and supply stop valve ASKV, on / off control prevents excessive reduction of brake torque and increase of the running speed, preventing a large running speed and flatness on the wheel tread. In addition, it achieves effective use of adhesive strength and improved ride comfort.

  1 is a block diagram showing an embodiment of the present invention as set forth in claim 1, FIG. 2 is a block diagram showing an embodiment as set forth in claim 2 of the present invention, and FIG. 3 is shown in claim 1 of the present invention. The figure which shows the example of the sliding re-adhesion control state controlled using one Example of description, FIG. 4 shows the example of the sliding re-adhesion control state controlled using one Example of Claim 2 of this invention Fig. 5, Fig. 5 is a diagram showing general characteristics with respect to the tangential force coefficient or the sliding speed of the tangential force, Fig. 6 is a block diagram of a minimum dimension disturbance observer type tangential force coefficient estimator, and Fig. 7 is a conventional incidental vehicle brake load It is a figure which shows the example of the sliding re-adhesion control state controlled using the vessel.

In FIG. 1, the operation signal SRSKV of the discharge valve RSKV and the operation signal SASKV of the supply stop valve ASKV are input to the discharge valve RSKV / supply stop valve ASKV operation information storage device 1, and the discharge valve RSKV / supply stop valve ASKV operation information is stored. In the device 1, the time when these solenoid valves are turned on / off is stored as operation history information His_act from time to time, and the time when these solenoid valves are turned on / off is stored in the air brake force calculator 2 as operation history information. Output. In addition to this, the brake force command value Fcom_br corresponding to the driver's brake valve operation is generated and inputted to the air brake force calculator 2 by a brake force setter (not shown). In the air brake force calculator 2, the final brake force value Fbr_final corresponding to the current brake valve operation amount is known from the input brake force command value Fcom_br, and the final brake force value Fbr_final corresponding to this brake valve operation amount is obtained. Since the ON / OFF time of the discharge valve RSKV and supply stop valve ASKV can be determined from the operation history information, the brake cylinder pressure (hereinafter referred to as BC pressure) that changes with the primary delay can be grasped from time to time. Fair can be obtained.
The air brake force Fair calculated in this way, the wheel speed ωaxl detected by a speed sensor (not shown), and the applied load signal Weight that indicates the increase from the idle axle weight are the minimum dimension disturbance observer type tangential force coefficient estimation. Is input to the device 3.

ここに、

：空車軸重、ｒ：車輪半径、ｓ：ラプラス演算子、ａ：外乱オブザーバの極(これの逆数が時定数)、Ｊｍ：車軸周りの慣性モーメントである。また、応荷重信号Ｓweightは、空車軸重からの軸重増加分の空車軸重に対する比率として与えられるものとしている。 Then, the minimum dimension disturbance observer type tangential force coefficient estimator 3 estimates the tangential force coefficient between the wheels and the rails from the air brake force Fair, the wheel speed ωaxl, and the applied load signal Weight as shown in the block diagram of FIG. Calculate the value μest. The calculation result of the tangential force coefficient estimated value μest by the minimum dimension disturbance observer type tangential force coefficient estimator 3 is given by the following equation (1).

here,

: Empty axle weight, r: wheel radius, s: Laplace operator, a: pole of disturbance observer (the reciprocal of this is a time constant), Jm: moment of inertia around the axle. The variable load signal Sweight is given as a ratio to the empty axle weight corresponding to the increase in axle weight from the empty axle weight.

  The wheel speed ωaxl is input to the wheel axis acceleration calculator 4 to calculate the wheel axis acceleration αaxl. The wheel axis acceleration αaxl is input to the sliding detector 5 together with the wheel speed ωaxl. In addition to the wheel speed ωaxl shown in the block diagram, the remaining three-axis wheel speed for one associated vehicle is also input to the sliding detector 5, so that the wheel speeds for these four axes can be obtained by a known method. The vehicle speed Vt is regarded as the vehicle speed Vt, and the wheel speed ωaxl is lower than the vehicle speed Vt by a predetermined threshold value δVth or the absolute value of the wheel axis acceleration αaxl of the input wheel | αaxl | Recognize that sliding has occurred when it is greater than or equal to a predetermined threshold value hs_b, and turn on the sliding detection signal slip for a while (if it is smaller than the predetermined threshold value hs_b, this signal is turned off because no sliding has occurred) The slip detection signal slip is output to the discharge valve / supply stop valve on / off timing setter 6.

In addition to the sliding detection signal slip, the tangential force coefficient estimated value μest, the wheel speed ωaxl, and the wheel axis acceleration αaxl are input to the discharge valve / supply stop valve on / off timing setter 6. From these input signals, the discharge valve / supply stop valve on / off timing setter 6 takes into account the calculation delay of the tangential force coefficient estimated value μest, the wheel speed ωaxl, and the wheel axis acceleration αaxl, and the wheel is sliding. Air brake torque reduction amount τd_min within the range that can reliably re-adhere and air brake slightly smaller than the air brake torque corresponding to the estimated value of the tangential force coefficient at the time of sliding detection commanded after re-adhesion When the torque τc_mu is calculated and sliding is detected at time T1, as shown in FIG. 3, the time T2 and BC pressure that are predicted to be reduced by the amount corresponding to τd_min can be reduced. Operation information for turning on the discharge valve RSKV and the supply stop valve ASKV from time T1 to time T2, and completely re-adhering from time T2 when BC pressure is predicted to decrease by an amount corresponding to τd_min Operational information of the discharge valve RSKV off / supply stop valve ASKV on to maintain the BC pressure at that value until the predicted time T3, and increase the BC pressure from time T3 to time T4 predicted to be completely re-adhered to τc_mu Exhaust valve RSKV off / supply stop valve ASKV off operation information to make BC pressure corresponding to, Exhaust valve RSKV to maintain this BC pressure from time T4 to time T5 predicted to be BC pressure corresponding to τc_mu Operation information of OFF / supply stop valve ASKV ON, and operation information of discharge valve RSKV OFF / supply stop valve ASKV OFF to increase BC pressure (because the adhesion coefficient may increase) from time T5 Create Then, the discharge valve RSKV operation information and the supply stop valve ASKV operation information created in this way are output to the discharge valve RSKV and the supply stop valve ASKV (not shown) to turn these electromagnetic valves on and off at a predetermined time. In this way, the discharge valve RSKV and the supply stop valve ASKV are turned on / off at a predetermined timing by predictive control without referring to the wheel axis acceleration αaxl having a large calculation delay, so the wheels from time T1 to time T4 in FIG. As shown in the speed, re-adhesion can be achieved within a small sliding speed, and the amount of decrease in BC pressure during this period can be suppressed to a small range, so that effective use of adhesive force and improvement of riding comfort can be achieved.
This is apparent when compared with the example of the re-adhesion control state controlled using the conventional accompanying vehicle brake receiver shown in FIG. That is, in FIG. 7, after the sliding is detected at time T1, the operation is performed to reduce the BC pressure by turning on the discharge valve RSKV and the supply stop valve ASKV, and referring to the wheel axis acceleration αaxl, the wheel axis acceleration αaxl is zero or At the timing when the value has changed to a positive value, it is determined that re-adhesion has started, and control is performed to increase the BC pressure as a discharge valve RSKV off / supply stop valve ASKV off. However, since the wheel axis acceleration αaxl calculated by the difference of the wheel speed ωaxl calculated by the speed pulse count increases the temporal fluctuation, it uses the one passed through the filter so that it can be used for control. It will be greatly delayed from the speed. For this reason, since the wheel axis acceleration αaxl having a large calculation delay is used and control is performed to increase the BC pressure at a timing when the wheel axis acceleration αaxl changes to zero or a positive value, the BC pressure is increased at time T2 as shown in FIG. When the pressure is increased, the BC pressure is greatly decreased, and since the decrease in the BC pressure is delayed, the sliding speed becomes very large. In addition, in order to greatly reduce the BC pressure in this way, the wheel re-adheres at the initial stage when the BC pressure starts to increase, and the subsequent increase in the BC pressure becomes the fluctuation of the tangential force as it is. Therefore, the ride comfort is greatly harmed by such a large BC pressure change.
On the other hand, since the control with a small fluctuation of the BC pressure is performed by the receiver according to the first aspect of the present invention, sliding re-adhesion control with good riding comfort can be realized.

ここに、k、a、bは定数、grad : 千分率で表した勾配、μ0：常用最大ブレーキに対応した粘着係数、fmin：f(μest)の最小値、hs_b0：常用最大ブレーキ時の車両の設定減速度に対応した閾値である。そして、f(μest)は(3)式に示すように、1.0以下の値を有する。
(2)〜(3)式に示すように、接線力係数の推定値μestが小さいほど滑走検知の閾値が小さくなるので、高速度域において早期に滑走を検知できるため、図４に示すように本発明の請求項１によるよりもさらに滑走速度を小さくできるので、さらなる粘着力の有効利用が可能となる。 FIG. 2 is a block diagram showing an embodiment according to claim 2 of the present invention. The difference from FIG. 1 is that a tangential force coefficient estimated value μest is inputted to the sliding detector 5. In the first embodiment, it is assumed that the threshold hs_b for sliding detection based on the wheel axis acceleration αaxl is a constant value. In this case, in the high speed region where the tangential force coefficient is generally small, the threshold value is relatively larger than that in the low speed region, so that the sliding is detected after a high sliding speed is reached. On the other hand, based on the estimated value of the tangential force coefficient when sliding is detected, for example, the threshold value hs_b is changed as in the following equation.

Where k, a, b are constants, grad: gradient in thousandths, μ0: adhesion coefficient corresponding to the maximum service brake, fmin: minimum value of f (μest), hs_b0: vehicle at maximum service brake Is a threshold value corresponding to the set deceleration. F (μest) has a value of 1.0 or less as shown in the equation (3).
As shown in the equations (2) to (3), the smaller the estimated value μest of the tangential force coefficient is, the smaller the threshold value of the sliding detection is. Therefore, since the sliding can be detected early in the high speed range, as shown in FIG. Since the sliding speed can be further reduced as compared with the first aspect of the present invention, further effective use of the adhesive force is possible.

  The present invention has been made by utilizing tangential force estimation by a disturbance observer for improving the sliding re-adhesion control performance when an air braking force is applied to an accompanying vehicle in a train. In the case where it can be clearly expressed by an indirect control amount without directly measuring, the present patent using tangential force estimation by a disturbance observer can be applied to, for example, a diesel train or a diesel locomotive.

It is a block diagram which shows one Example as described in Claim 1 of this invention. It is a block diagram which shows one Example as described in Claim 2 of this invention. It is a figure which shows the example of the sliding re-adhesion control state controlled using one Example of Claim 1 of this invention. It is an example of the sliding re-adhesion control state controlled using one embodiment according to claim 2 of the present invention. It is a figure which shows the general characteristic with respect to the sliding speed of a tangential force coefficient or a tangential force. It is a block diagram of a minimum dimension disturbance observer system tangential force coefficient estimator. It is a figure which shows the example of the sliding re-adhesion control state controlled using the conventional accompanying vehicle brake receiving device.

Explanation of symbols

Fmu 接線力推定値
ｒ 車輪半径
Ｊｍ 車軸周りの慣性モーメント

ａ 外乱オブザーバの極
ｓ ラプラス演算子
1 Discharge valve RSKV / Supply stop valve ASKV motion information storage device 2 Air brake force calculator 3 Minimum dimension disturbance observer tangential force coefficient estimator 4 Wheel axis acceleration calculator 5 Sliding detector 6 Discharge valve / Supply stop valve ON / OFF Timing setter SRSKV Discharge valve RSKV operation signal SASKV Supply stop valve ASKV operation signal
His_act Operation history information Fcom_br Brake force command value ωaxl Wheel speed
Fair Air brake force Weight Response load signal αaxl Wheel axle acceleration
slip Sliding detection signal μest Estimated tangential force coefficient τd_min Air brake torque reduction within a range where it can be reliably adhered again
Minimum value τc_mu Air block corresponding to the estimated value of tangential force coefficient at the time of sliding detection commanded after re-adhesion
Air brake torque slightly less than rake torque

Fmu Estimated tangential force r Wheel radius Jm Moment of inertia around axle

a Disturbance observer pole s Laplace operator

Claims (2)

Tangential force coefficient estimator that estimates the tangential force coefficient of the associated vehicle wheel from the brake force command value, the operation history information of the discharge valve RSKV and supply stop valve ASKV, the wheel speed detected by the speed sensor, the associated vehicle mass, wheel diameter, etc. A sliding detector that detects sliding of the associated axle from the difference between the vehicle speed calculated using the wheel speed for one vehicle and the wheel speed or from the associated axle acceleration calculated from the speed sensor; If this is the case, a torque smaller than the torque corresponding to the tangential force coefficient estimated value is commanded, the associated wheel is returned to the re-adhesion state, and then the torque corresponding to the tangential force coefficient estimated value is commanded at the time of sliding detection. On / off control of the discharge valve RSKV and the supply stop valve ASKV is performed based on the ON / OFF timing setting values of the discharge valve RSKV and the supply stop valve ASKV after the set sliding detection time. An accompanying vehicle brake receiver, comprising a solenoid valve controller.
  The accompanying vehicle brake receiver according to claim 1, further comprising a sliding detector having a variable threshold for detecting the sliding based on the tangential force coefficient estimated by the tangential force coefficient estimator. Car brake balance

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