JP2012180027A - Device and method for controlling brake - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a device and method for controlling a brake, capable of controlling a braking force according to travelling conditions and vehicle conditions to thereby reduce the frequency of occurrence of slide.SOLUTION: The device includes: a braking force calculating unit 5 for calculating the braking force for putting a brake on a train constituted of a plurality of vehicles; a slide suppressing control unit 12 for recording traveling information including a brake notch position of the vehicle in detecting a slide of a wheel of the vehicle and a traveling speed, and slide information to estimate an occurrence of slide based on the traveling information and the slide information, and calculating a braking sharing ratio that represents a ratio of sharing braking force for each vehicle, each bogie or each shaft relative to the braking force; and a braking force setting unit 6 for setting the sharing braking force based on the braking force and the braking sharing ratio and outputting a brake control signal to a foundation brake gear.

Description

  The present invention relates to a brake control device and a brake control method.

  In a railway vehicle, when the wheel is locked during braking and sliding occurs on the rail surface, wear of the wheel tread surface and multiple operation of the electromagnetic valve occur, and the frequency of maintenance such as wheel cutting and electromagnetic valve replacement increases. For this reason, it is necessary to control braking force appropriately and to suppress sliding.

  In a conventional brake control device for a railway vehicle, for example, the sliding of a wheel is detected while the vehicle is running, and the cumulative running distance obtained by accumulating the distance traveled by the sliding vehicle is the same for each vehicle. The brake sharing rate is calculated, and the braking force is controlled based on the brake sharing rate, so that sliding is suppressed. (For example, Patent Document 1)

Japanese Patent No. 4372740

  The above prior art outputs a preset braking force regardless of the driving conditions such as weather and driving speed, and the vehicle conditions such as the vehicle configuration position and wheel diameter, and suppresses the sliding when a sliding occurs. Like to do. However, in practice, there is a problem that the frequency of occurrence of sliding differs depending on conditions, such as a low adhesion state between the wheel and the rail surface during rainy weather, which makes it easier to slide. In addition, since the above-described prior art is the suppression control after the occurrence of the sliding, if the traveling condition or the vehicle condition becomes the same as the condition in which the previous sliding occurred, there is a high possibility that the sliding will occur again. There was a problem that the frequency of gliding could not be reduced sufficiently.

  The present invention has been made in view of the above, and provides a brake control device and a brake control method capable of controlling the braking force in accordance with traveling conditions and vehicle conditions and reducing the occurrence frequency of sliding. The purpose is to do.

  In order to solve the above-described problems and achieve the object, a brake control device according to the present invention is a brake control device that controls a basic brake device that brakes a vehicle, and brakes a train constituted by a plurality of the vehicles. A braking force calculation unit for calculating a braking force to be recorded; travel information including a brake notch position and a traveling speed of the vehicle when sliding of the wheel of the vehicle is detected; and sliding information is recorded, and the traveling information and the sliding A slip suppression control unit that performs a slip prediction based on the information, calculates a brake share ratio indicating a ratio of the brake force shared for each vehicle, each carriage, or each shaft with respect to the brake force, and outputs the brake share ratio to the anti-skid valve And setting the shared brake force based on the brake force and the brake share ratio, and outputting a brake control signal to the basic brake device. It characterized in that it comprises a braking force setting unit, the.

  According to the present invention, it is possible to control the braking force according to the running condition and the vehicle condition, and there is an effect that the occurrence frequency of the sliding can be reduced.

FIG. 1 is a diagram illustrating a configuration example of the brake control device according to the embodiment together with peripheral device configurations. FIG. 2 is a diagram showing an example of the sliding record map. FIG. 3 is a diagram illustrating an example of a predicted sliding point in a predicted sliding region. FIG. 4 is a diagram illustrating another configuration example of the brake control device according to the embodiment. FIG. 5 is a diagram illustrating an example in which the run record map generation unit and the run prediction unit are incorporated in the train control information management device.

  A brake control device and a brake control method according to embodiments of the present invention will be described below with reference to the accompanying drawings. In addition, this invention is not limited by embodiment shown below.

Embodiment.
FIG. 1 is a diagram illustrating a configuration example of the brake control device according to the present embodiment together with peripheral device configurations. The brake control device 11 is provided for each vehicle or each axle constituting the train.

  As shown in FIG. 1, the brake control device 11 according to the embodiment brakes each wheel 4 according to a plurality of speed sensors 3 that detect the rotational speed of each wheel 4 of the vehicle and a brake control signal described later. The basic brake device 7 is connected to the variable load device 2 that detects the load of the vehicle by the amount of deflection of the spring of the carriage and outputs a variable load signal. The brake control device 11 automatically increases or decreases the power running main circuit current, the electric brake current, the air brake pressure, etc. according to the vehicle load, so that the acceleration and deceleration are almost constant regardless of the magnitude of the load. To control.

  A brake command is input to the brake control device 11 from a brake handle 1 provided on a driver's cab (not shown) via a brake command line 13 that is connected across vehicles (not shown) and transmits a brake command in one direction. In addition, the brake control device 11 includes, for example, traveling information, which is information that changes during traveling of the train, from the train control information management device 20 mounted on the train, including traveling speed, traveling point, inclination of the traveling point, and the like. , Train organization information, vehicle configuration position indicating which vehicle (or which axis) the vehicle is, train diameter, wheel information, etc., and vehicle information that is information that does not change while the train is running are input. . The travel information includes the brake notch position obtained from the brake command input from the brake handle 1 and the vehicle weight information obtained from the applied load information output from the applied load device 2. The travel information can also include weather, humidity, wheel temperature, and the like. In addition, each vehicle information can be held in advance by the brake control device 11. In the following description, the travel information other than the travel speed and the brake notch position information, that is, the vehicle weight information, the travel point, the slope of the travel point, the weather, the humidity, the wheel temperature, etc., is referred to as “travel assist information”. That's it.

  The brake control device 11 includes a braking force calculation unit 5 that calculates a braking force that brakes a train composed of a plurality of vehicles, based on the brake command, the rotation speed of each wheel 4 and a response load signal, A sliding suppression control unit 12 that performs sliding suppression control that suppresses the occurrence of sliding based on each traveling information and each vehicle information, and outputs a brake sharing ratio that indicates a ratio of a braking force for each vehicle to a braking force, and a brake Brake force setting for setting a shared brake force based on the brake force output from the force calculation unit 5 and the brake share ratio output from the sliding suppression control unit 12 and generating a brake control signal for controlling the basic brake device 7 Part 6.

  The sliding suppression control unit 12 includes a sliding detection unit 8, a sliding distance calculation unit 9, a brake share ratio calculation unit 10, a sliding record map generation unit 16, and a sliding prediction unit 17.

  The brake control device 11 can be composed of, for example, a microcomputer having a storage unit storing a program and a CPU, and each block constituting the brake control device 11 is stored as software in the storage unit of the microcomputer. Can be stored.

  Next, the operation of the gliding suppression control unit 12 will be described with reference to FIGS. FIG. 2 is a diagram showing an example of the sliding record map. Moreover, FIG. 3 is a figure which shows an example of the sliding prediction point in a sliding prediction area | region.

  For example, the gliding detection unit 8 includes a rotation speed of the wheel 4 having the fastest rotation speed and a rotation speed of the wheel 4 having the slowest rotation speed among the rotation speeds of the wheels 4 output from the plurality of speed sensors 3. When the difference exceeds a predetermined value set in advance, it is detected that a skid has occurred, and a skid detection signal is output to the skid distance calculating unit 9 and the skid record map generating unit 16, and the fact that the skid has occurred is detected. At the time of detection, the rotational speed of the wheel 4 having the fastest rotational speed is output to the sliding distance calculation unit 9 together with the sliding detection signal.

  The running distance calculation unit 9 calculates the accumulated running distance of each wheel 4 by accumulating the running distance calculated by multiplying the duration of the sliding detection signal and the rotation speed, and calculates the brake share ratio calculating unit 10 and the running record. The data is output to the map generation unit 16. Further, when a sliding prediction signal (to be described later) is input from the sliding prediction unit 17, the sliding distance calculation unit 9 multiplies the duration of the sliding prediction signal by the rotation speed at the time when the sliding prediction signal is input. The calculated predicted run distance is accumulated to calculate the predicted accumulated run distance of each wheel 4 and output to the brake share calculation unit 10.

  The brake share ratio calculation unit 10 indicates a ratio of the share brake force for each vehicle, each carriage, or each axis with respect to the brake force output from the brake force calculation unit 5 in accordance with the accumulated run distance or the predicted accumulated run distance. Calculate the share rate. The brake sharing ratio becomes a value that is reduced with respect to a predetermined ratio set in advance as the cumulative running distance or the predicted cumulative running distance is longer.

  When the sliding detection signal is input from the sliding detection unit 8, the sliding record map generation unit 16 records each traveling information and each vehicle information at that time, and records the cumulative sliding distance at that time as the sliding information.

  Then, based on each recorded travel information, each vehicle information, and sliding information, a calculated braking force obtained by converting the brake notch position into a braking force is obtained, and a sliding degree obtained by discretely quantifying the cumulative running distance is obtained. As shown in FIG. 2, a sliding record map is generated in which the sliding degree, which is recorded in association with the traveling speed and the calculated braking force, is recorded in association with the traveling speed and the calculated braking force. In the example shown in FIG. 2, the traveling speed is shown on the horizontal axis, and the calculated braking force is shown on the vertical axis. Further, each point shown in FIG. 2 indicates a sliding occurrence point where the sliding has occurred, and a numerical value in each sliding occurrence point indicates a sliding degree at each sliding occurrence point. Here, the sliding degree is quantified in five steps from the shortest to the longest cumulative running distance. The sliding occurrence point where the sliding degree is “4” or more indicates a large sliding occurrence point where the cumulative running distance is equal to or greater than a preset threshold.

  The sliding record map generation unit 16 corrects the traveling speed and the calculated brake force based on each traveling auxiliary information and each vehicle information every time a sliding occurs, and each sliding occurrence point is displayed on the sliding recording map shown in FIG. Record along with the run. For example, when there is a downward slope at the travel point, the skid is more likely to occur, and therefore, the travel speed and the calculated brake force are corrected in a direction in which the travel speed and the calculated brake force are reduced (direction of arrow A in the figure). Further, for example, when the vehicle weight is smaller than a preset value, it is difficult for the skid to occur. Therefore, the traveling speed and the calculated braking force are corrected in a direction in which the traveling speed and the calculated braking force increase (direction of arrow B in the figure). In other words, the total occurrence amount of each correction amount for the traveling speed and the calculated braking force is applied to record each sliding occurrence point.

  Then, a sliding occurrence boundary line (dotted line shown in FIG. 2) is obtained from each sliding occurrence point and the degree of sliding, and for example, the sliding occurrence boundary line is translated to the large sliding occurrence point (C point in FIG. 2). The region (D region in FIG. 2) that is equal to or greater than the large sliding occurrence boundary line (the dashed line shown in FIG. 2) is output to the sliding prediction unit 17 as a sliding prediction region (see FIG. 3).

  When the brake command is input, the sliding prediction unit 17 obtains a corrected traveling speed by correcting the traveling speed at that time based on each traveling auxiliary information and each vehicle information, and similarly, from the brake notch position at that time. The calculated braking force is corrected based on each traveling assistance information and each vehicle information to obtain a corrected braking force.

  As shown in FIG. 3, when a predicted sliding point X that is an intersection of the corrected traveling speed and the corrected braking force is within the predicted sliding region, a predicted sliding signal is output. This sliding prediction point moves in the direction of the arrow E shown in FIG. 3 with the passage of time. When the sliding prediction point leaves the sliding prediction region, the output of the sliding prediction signal is stopped. In other words, the longer the predicted run point is located at a position farther from the major run occurrence boundary, the longer the duration of the predicted run signal.

  By controlling in this way, the sliding prediction according to the driving information including the driving assistance information and the vehicle information becomes possible.

  FIG. 4 is a diagram illustrating another configuration example of the brake control device according to the embodiment. FIG. 5 is a diagram illustrating an example in which the run record map generation unit and the run prediction unit are incorporated in the train control information management device. In the configuration example shown in FIG. 1 described above, the brake force setting unit 6 sets the shared brake force based on the brake force output from the brake force calculation unit 5 and the brake share rate output from the sliding suppression control unit 12. Although the basic brake device 7 is controlled, as shown in FIG. 4, the present invention can also be applied to a configuration including a non-skid valve 18 that controls the basic brake device 7. In addition, the same code | symbol is attached | subjected to the structure part same or equivalent to the structure shown in FIG. 1, and the detailed description is abbreviate | omitted.

  In the example illustrated in FIG. 4, the brake force setting unit 6 a generates a brake control signal based on the brake force output from the brake force calculation unit 5 and outputs the brake control signal to the anti-skid valve 18.

  The anti-skid valve 18 is supplied with compressed air corresponding to a brake control signal from a brake cylinder pipe (not shown), and adjusts the brake cylinder pressure in accordance with the brake share ratio output from the brake share ratio calculation unit 10 to adjust the brake cylinder pressure. 7 is controlled.

  Moreover, it is also possible to comprise the sliding suppression control part 12 as another apparatus different from a brake control apparatus, for example, as shown in FIG. 5, the sliding record map production | generation part in the sliding suppression control part 12 is shown. 16 and the run prediction unit 17 may be incorporated in the train control information management device 20. It goes without saying that the same effect can be obtained in any of the embodiments.

  As described above, according to the brake control device of the embodiment, a sliding record map is generated based on traveling information, vehicle information, and sliding information when actual sliding occurs, and a brake command is input. The occurrence of sliding is predicted by comparing the driving information and vehicle information at the time and the sliding record map, and the sliding suppression control is performed based on the prediction, so the braking force is controlled according to the driving condition and vehicle condition. And the frequency of occurrence of sliding can be reduced.

  In the above-described embodiment, the brake control device is described as being provided for each vehicle or each axle constituting the train. However, the present invention is not limited to this configuration, and the train control device The structure provided with one brake control apparatus for every formation may be sufficient.

  Note that the configuration shown in the above embodiment is an example of the configuration of the present invention, and can be combined with another known technique, and a part thereof is omitted without departing from the gist of the present invention. Needless to say, it is possible to change the configuration.

DESCRIPTION OF SYMBOLS 1 Brake handle 2 Response apparatus 3 Speed sensor 4 Wheel 5 Brake force calculation part 6, 6a Brake force setting part 7 Basic brake device 8 Sliding detection part 9 Sliding distance calculation part 10 Brake share calculation part 11 Brake control apparatus 12 Sliding suppression Control unit 13 Brake command line 16 Sliding record map generation unit 17 Sliding prediction unit 18 Sliding prevention valve 20 Train control information management device

Claims (10)

A brake control device for controlling a basic brake device for braking a vehicle,
A braking force calculation unit for calculating a braking force for braking a train composed of a plurality of the vehicles;
The vehicle travel information including the brake notch position and the travel speed of the vehicle when the vehicle wheel is detected to be slipped, and the skid information are recorded, the skid is predicted based on the travel information and the skid information, and the brake A sliding suppression control unit that calculates a brake sharing ratio indicating a ratio of a shared braking force for each vehicle, each carriage, or each shaft with respect to force;
A brake force setting unit that sets the shared brake force based on the brake force and the brake share rate, and outputs a brake control signal to the basic brake device;
A brake control device comprising: A brake control device for controlling a basic brake device for braking a vehicle by means of a skid prevention valve,
A braking force calculation unit for calculating a braking force for braking a train composed of a plurality of the vehicles;
A brake force setting unit that generates a brake control signal based on the brake force and outputs the brake control signal to the anti-skid valve;
The vehicle travel information including the brake notch position and the travel speed of the vehicle when the vehicle wheel is detected to be slipped, and the skid information are recorded, the skid is predicted based on the travel information and the skid information, and the brake A slip suppression control unit that calculates a brake sharing ratio indicating a ratio of a shared braking force for each vehicle, each carriage, or each shaft with respect to force, and outputs the calculated value to the anti-skid valve;
A brake control device comprising: The sliding suppression control unit
The travel information, which is information that changes during travel of the vehicle, including the brake notch position and travel speed when the sliding of the wheel is detected, and the sliding information are recorded, and based on the travel information and the sliding information A sliding record map that obtains a calculated braking force from the brake notch position, obtains a sliding degree obtained by discretely quantifying the sliding distance, and records the sliding degree in association with the traveling speed and the calculated braking force. The brake control device according to claim 1, further comprising a sliding record map generation unit that generates The sliding suppression control unit
Based on the travel information when the brake command is input, the calculated brake force is obtained from the brake notch position, and the prediction of the slide is performed by comparing the relationship of the calculated brake force with the travel speed and the slide record map. The brake control device according to claim 3, further comprising a sliding prediction unit that outputs a sliding prediction signal indicating that sliding has occurred when the occurrence of sliding is predicted. The sliding suppression control unit
A run distance calculation unit that calculates a predicted cumulative run distance of the vehicle according to the run prediction signal;
Based on the predicted cumulative running distance, a brake share ratio calculation unit that calculates a brake share ratio indicating a ratio of the share brake force for each vehicle, each carriage, or each shaft with respect to the brake force;
The brake control device according to claim 4, further comprising: The travel information further includes any one or more of travel assistance information including vehicle weight, travel point, slope of the travel point, weather, humidity, or wheel temperature of the vehicle,
The sliding record map generation unit generates the sliding record map by correcting the traveling speed and the calculated brake force based on the traveling assistance information,
The brake control device according to claim 4, wherein the sliding prediction unit performs the sliding prediction by correcting the traveling speed and the calculated brake force based on the traveling assistance information. The sliding record map generation unit is configured to generate the traveling speed based on vehicle information that is information that does not change during the traveling of the vehicle, including any one or more of the train formation information, the vehicle configuration position, and the wheel diameter. And correcting the calculated braking force to generate the sliding record map,
The brake control device according to claim 4, wherein the sliding prediction unit performs the sliding prediction by correcting the traveling speed and the calculated brake force based on the vehicle information. When the sliding of the wheel is detected, the running information which is information that changes during the running of the vehicle including the brake notch position and the running speed, and the sliding information are recorded, and based on the running information and the sliding information, A calculated braking force is obtained from the brake notch position, a sliding degree obtained by discretely quantifying the sliding distance is obtained, and a sliding record map in which the sliding degree is recorded in association with the traveling speed and the calculated braking force is generated. The first step;
When a brake command is input, a calculated braking force is obtained from the brake notch position based on the traveling information, and a sliding prediction is performed by comparing the relationship of the calculated braking force with the traveling speed and the sliding record map. And when the occurrence of the sliding is predicted, a second step of outputting a sliding prediction signal indicating that the sliding has occurred,
A third step of performing brake control based on the sliding prediction signal;
A brake control method comprising: The travel information includes any one or more of travel auxiliary information including vehicle weight, travel point, inclination of the travel point, weather, humidity, or wheel temperature of the vehicle,
In the first step, the traveling record map is generated by correcting the traveling speed and the calculated braking force based on the traveling assistance information,
The brake control method according to claim 8, wherein, in the second step, the sliding prediction is performed by correcting the traveling speed and the calculated braking force based on the traveling assistance information. In the first step, the travel speed and the calculation are based on vehicle information that is information that does not change during travel of the vehicle, including any one or more of train formation information, vehicle configuration position, and wheel diameter. Generate the sliding record map by correcting the braking force,
The brake control method according to claim 8 or 9, wherein, in the second step, the sliding prediction is performed by correcting the traveling speed and the calculated braking force based on the vehicle information.

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