JP2017056876A - Brake control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a possibility that slide of a head car in a train composed of cars occurs.SOLUTION: A first mechanical brake force calculating section 16 calculates first mechanical brake force of each car so that a first brake force difference obtained by subtracting electric brake force from brake force required by a train composed of cars as a whole is compensated preferentially with mechanical brake of a T car. A second mechanical brake force calculating section 17 calculates second mechanical brake force of each car so that a second brake force difference obtained by subtracting the electric brake force from required brake force for every unit including the T car and an M car is compensated preferentially with mechanical brake of the T car of the unit. A selecting section 18 outputs brake-force command values based on the first mechanical brake force of each car in a state where slide of the car is hard to occur, and outputs brake-force command values based on the first mechanical brake force or the second mechanical brake force of each car according to the first mechanical brake force and the second mechanical brake force of some cars including a head car, in a state where slide of the car is likely to occur.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a brake control system that performs brake control of a train set.

  In the case of a train train in which a plurality of vehicles are connected, the adhesive force between the wheels and the track in the leading vehicle in the traveling direction is small compared to the adhesive force in the intermediate vehicle located in the center of the train train. Likely to happen. In order to suppress gliding, in the train set disclosed in Patent Document 1, the torque value that each vehicle should generate is determined so that the share of the target torque of the intermediate vehicle is larger than that of the leading vehicle.

Japanese Patent Laid-Open No. 04-150708

  When a train train is composed of an electric vehicle equipped with a main motor and an accompanying vehicle not equipped with a main motor, the electric brake is used preferentially in the entire train, and the mechanical brake of the accompanying vehicle is used next. Control is performed. When formation control is performed in a formation train in which the leading vehicle is an accompanying vehicle, if the electric braking force varies and sufficient electric braking force cannot be obtained in some electric vehicles, the mechanical braking of the leading vehicle There is a case where the braking force borne by is increased and sliding occurs.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to reduce the possibility of occurrence of sliding of a leading vehicle in a train set.

  In order to achieve the above object, a brake control system according to the present invention is a brake control system that performs brake control of a train train having at least two vehicles each including an electric vehicle equipped with a main motor and an accompanying vehicle not equipped with the main motor. A necessary brake force calculation unit, an electric brake force calculation unit, a first mechanical brake force calculation unit, a second mechanical brake force calculation unit, a sliding determination unit, and a selection unit are provided. The required brake force calculation unit calculates the required brake force for each of the electric vehicle and the accompanying vehicle in accordance with a brake command including deceleration. The electric brake force calculation unit calculates the electric brake force of the electric vehicle generated by the operation of the main motor. The first mechanical brake force calculation unit preferentially supplements the first differential brake force obtained by subtracting the total electric brake force from the total required brake force with the mechanical brake of the associated vehicle in the entire train. As shown, the first mechanical braking force of each vehicle is calculated. The second mechanical brake force calculation unit is obtained by dividing the train train into a plurality of units each including an electric vehicle and an accompanying vehicle, and subtracting the total electric brake force from the total required brake force for each unit. The second mechanical braking force of each vehicle is calculated so that the second differential braking force is preferentially compensated by the mechanical braking of the accompanying vehicle included in the unit. The sliding determination unit determines whether or not the sliding is likely to occur. The selection unit outputs a braking force command value based on the first mechanical braking force of each vehicle to the mechanical brake when the sliding determination unit determines that the sliding is not likely to occur, and the sliding determination unit If it is determined that the vehicle is likely to occur, depending on the first mechanical brake force and the second mechanical brake force calculated for some of the vehicles including the leading vehicle in the traveling direction of the train train Thus, a brake force command value based on the first mechanical brake force of each vehicle or the second mechanical brake force of each vehicle is output to the mechanical brake.

  According to the present invention, the first mechanical brake according to the first mechanical brake force and the second mechanical brake force calculated for some of the vehicles including the leading vehicle in a state in which sliding is likely to occur. By outputting a braking force command value based on the force or the second mechanical braking force to the mechanical brake, it is possible to reduce the possibility of the leading vehicle sliding in the train set.

It is a block diagram showing an example of composition of a brake control system concerning an embodiment of the invention. It is a figure showing an example of a formation train provided with a brake control system concerning an embodiment. It is a figure which shows the example of the calculation result of the 1st mechanical brake force calculation part which concerns on embodiment. It is a figure which shows the example of the calculation result of the 2nd mechanical brake force calculation part which concerns on embodiment. It is a figure which shows the example of mounting to the train set of the brake control system which concerns on embodiment. It is a flowchart which shows the example of the brake control which the brake control system which concerns on embodiment performs. It is a flowchart which shows the other example of the brake control which the brake control system which concerns on embodiment performs. It is a flowchart which shows the other example of the brake control which the brake control system which concerns on embodiment performs. It is a flowchart which shows the other example of the brake control which the brake control system which concerns on embodiment performs.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or equivalent parts are denoted by the same reference numerals.

  FIG. 1 is a block diagram showing a configuration example of a brake control system according to an embodiment of the present invention. The brake control system 1 performs brake control of a train train having at least two or more vehicles each having an electric vehicle (hereinafter referred to as “M vehicle”) on which a main motor is mounted and an accompanying vehicle (hereinafter referred to as “T vehicle”) on which the main motor is not mounted. . The brake control system 1 uses the first mechanical brake force and the second mechanical brake force calculated for some vehicles including the leading vehicle in the traveling direction, whether or not the skid is likely to occur. In response, a brake force command value based on the first mechanical brake force or the second mechanical brake force is output to the mechanical brake 2.

  The brake control system 1 includes a command acquisition unit 11 that acquires a brake command, a variable load detector 12 that detects a load of the vehicle, a required brake force calculation unit 13 that calculates a necessary brake force, and an electric brake force that calculates an electric brake force. The calculation unit 14, the sliding determination unit 15 that determines whether or not sliding is likely to occur, the first mechanical brake force calculation unit 16 that calculates the first mechanical brake force, and the second mechanical brake force A second mechanical brake force calculator 17 and a selector 18 that outputs a first mechanical brake force or a brake force command value based on the second mechanical brake force to the mechanical brake 2.

  The command acquisition unit 11 acquires a brake command including deceleration and sends it to the necessary brake force calculation unit 13. For example, the command acquisition unit 11 acquires a brake command including deceleration from a master controller, a train control system, or the like provided in the cab. The variable load detector 12 detects the load on the vehicle constituting the train or the carriage provided in the vehicle, and sends the load to the necessary brake force calculation unit 13. The variable load detector 12 detects a load on the vehicle or the carriage based on a variable load signal emitted from an air spring that supports the carriage of the vehicle. The variable load signal indicates a change in pressure according to the sprung load, and the load includes the weight of the passenger and the cargo in addition to the weight of the vehicle itself.

  The required brake force calculation unit 13 calculates a required brake force that is a brake force necessary for obtaining the deceleration included in the brake command for each of the M car and the T car. The necessary brake force calculation unit 13 may calculate the necessary brake force for each vehicle, or may calculate the necessary brake force for each carriage. The necessary brake force calculation unit 13 calculates the necessary brake force for each vehicle or carriage based on the brake command and the load on the vehicle or carriage. Since the load is the product of the mass and the gravitational acceleration, when the load is detected by the variable load detector 12 in such a unit that the detected value of the load coincides with the mass, the product of the deceleration and the detected value of the load is used. Necessary brake force can be calculated. The necessary brake force calculation unit 13 sends the calculated necessary brake force to the first mechanical brake force calculation unit 16 and the second mechanical brake force calculation unit 17.

  The electric brake force calculation unit 14 detects a current output from a power converter (not shown) to the main motor, and calculates an electric brake force generated by the operation of the main motor. The electric brake force calculation unit 14 sends the calculated electric brake force to the first mechanical brake force calculation unit 16 and the second mechanical brake force calculation unit 17.

  The sliding determination unit 15 determines whether or not the sliding is likely to occur based on information indicating the ease of occurrence of the sliding, and sends the determination result to the selection unit 18. The information indicating the ease of occurrence of sliding is, for example, information indicating whether or not the rail is in a wet state, the train speed, the outside air temperature and the outside air humidity. The sliding determination unit 15 detects the amount of water droplets attached to the wiper with a sensor provided on the wiper, and when the amount of water droplets is equal to or greater than the threshold value, the rail is in a wet state and is likely to be slid. Judgment can be made. In addition, the sliding determination unit 15 may determine that the running is likely to occur when the train speed is equal to or higher than the threshold value, and the outdoor air temperature and the outdoor air humidity are equal to or higher than the threshold values provided for each. In some cases, it may be determined that the skid is likely to occur. The threshold value can be determined according to a result of a test run of a train train or a simulation.

  The first mechanical brake force calculation unit 16 preferentially obtains the first differential brake force obtained by subtracting the total electric brake force from the total required brake force in the entire train set by the mechanical brake of the T car. The first mechanical braking force of each vehicle is calculated so as to compensate. The first mechanical brake force calculation unit 16 sends the calculated first mechanical brake force of each vehicle to the selection unit 18. The second mechanical brake force calculation unit 17 divides the train train into a plurality of units each including M cars and T cars, and subtracts the total electric brake force from the total required brake force for each unit. The second mechanical braking force of each vehicle is calculated so that the second differential braking force to be supplemented is preferentially supplemented by the mechanical braking of the T car included in the unit. The second mechanical brake force calculation unit 17 sends the calculated second mechanical brake force of each vehicle to the selection unit 18.

  The selection unit 18 outputs a braking force command value based on the first mechanical braking force of each vehicle to the mechanical brake 2 when the sliding determination unit 15 determines that the sliding is not likely to occur. When the sliding determination unit 15 determines that the sliding is likely to occur, the selection unit 18 calculates the first mechanical brake force and the second mechanical braking force calculated for the leading vehicle in the traveling direction of the train set. A brake force command value based on the first mechanical brake force of each vehicle or the second mechanical brake force of each vehicle is output to the mechanical brake 2 in accordance with the mechanical brake force.

  In the present embodiment, the selection unit 18 is a case where the sliding determination unit 15 determines that the skid is likely to occur, and the leading vehicle is calculated from the first mechanical brake force calculated for the leading vehicle. When the first calculation result obtained by subtracting the second mechanical brake force calculated with respect to is greater than or equal to the first threshold value, a brake force command value based on the second mechanical brake force of each vehicle is obtained. Output to mechanical brake 2. Even when the sliding determination unit 15 determines that the skid is likely to occur, if the first calculation result is less than the first threshold, the selection unit 18 selects the first of each vehicle. The brake force command value based on the mechanical brake force is output to the mechanical brake 2. The first threshold value is a positive number that can be determined according to the result of a test run of a train train or a simulation.

  FIG. 2 is a diagram illustrating an example of a train train including the brake control system according to the embodiment. The arrows in FIG. 2 indicate the traveling direction of the train train. The first car, the second car, the third car, the fourth car, and the fourth car are connected in order from the leading vehicle in the traveling direction. Cars 1 and 4 are T cars, and Cars 2 and 3 are M cars. A dotted line in FIG. 2 indicates a unit, and the first car and the second car constitute a first unit, and the third car and the fourth car constitute a second unit. Details of the brake control operation of the brake control system 1 will be described using the train set shown in FIG.

  The deceleration included in the brake command acquired by the command acquisition unit 11 is α, and the detected load values of the first to fourth vehicles in the variable load detector 12 are W1, W2, W3, and W4, respectively. In this case, the required brake force calculation unit 13 calculates the required brake force of each vehicle from the first car to the fourth car as α · W1, α · W2, α · W3, α · W4, respectively.

  FIG. 3 is a diagram illustrating an example of a calculation result of the first mechanical brake force calculation unit according to the embodiment. In the example of FIG. 3, the load of each vehicle from the first car to the fourth car is equal, and the required braking force of each vehicle from the first car to the fourth car is 10 kN. In the example of FIG. 3, the electric brake force of the second car calculated by the electric brake force calculating unit 14 is 18 kN, and the electric brake force of the third car is 2 kN.

  The first mechanical brake force calculation unit 16 calculates a first differential brake force 20 kN by subtracting a total of 20 kN of electric brake force from a total of 40 kN of required brake force of the entire train set. The first mechanical brake force calculation unit 16 increases the first mechanical brake force of the first car and the fourth car so that the first differential brake force 20 kN is preferentially supplemented by the mechanical brakes of the first car and the fourth car. 10 kN is calculated, and the first mechanical braking force of the second car and the third car is calculated as 0 kN. In the example of FIG. 3, the first differential braking force is distributed to the first car and the fourth car so that the first mechanical braking forces of the first car and the fourth car are equal, but the first mechanical braking force of the first car is You may distribute so that it may become smaller than the 1st mechanical brake force of the 4th car.

  FIG. 4 is a diagram illustrating an example of a calculation result of the second mechanical brake force calculation unit according to the embodiment. Similar to FIG. 3, in the example of FIG. 4, the load of each vehicle from the first car to the fourth car is equal, and the required braking force of each vehicle from the first car to the fourth car is 10 kN, and the electric brake of the second car The force is 18 kN, and the electric brake force of Car 3 is 2 kN.

  The second mechanical brake force calculation unit 17 subtracts a total of 18 kN of electric brake force from a total of 20 kN of necessary brake force for a first unit including the first car and the second car to obtain a second differential brake force of 2 kN. And calculate. The second mechanical brake force calculation unit 17 sets the second mechanical brake force of the first car to 2 kN so that the second differential brake force 2 kN in the first unit is preferentially supplemented by the mechanical brake of the first car. The second mechanical brake force of the second car is calculated as 0 kN. The second mechanical brake force calculating unit 17 subtracts a total of 2 kN of electric brake force from a total of 20 kN of required brake force for a second unit including the third car and the fourth car to obtain a second differential brake force of 18 kN. calculate. The second mechanical brake force calculation unit 17 sets the second mechanical brake force of the third car to 8 kN so that the second differential brake force 18 kN in the second unit is preferentially supplemented by the mechanical brake of the fourth car. The second mechanical brake force of the fourth car is calculated as 10 kN.

  When the first threshold value is 5 kN, the first calculation result 8 kN obtained by subtracting the second mechanical brake force 2 kN of the first car from the first mechanical brake force 10 kN of the first car that is the leading vehicle is Since it is equal to or greater than the first threshold, the selector 18 sends a brake force command value based on the second mechanical brake force shown in FIG. In the first car, the mechanical brake 2 is controlled according to the brake force command value based on the second mechanical brake force that is smaller than the first mechanical brake force, so that the brake force that the mechanical brake of the first car bears is reduced. It is possible to reduce the possibility of gliding. When the first calculation result is less than the first threshold value, the mechanical brake 2 is controlled according to the brake force command value based on the first mechanical brake force. If the electric braking force is sufficiently obtained and the braking force borne by the mechanical brake of the first car is such that no sliding occurs, the brake control is performed based on the first mechanical braking force.

  The train set is not limited to the example in FIG. 2, and the first car, which is the leading vehicle, may be M cars. When the first car is an M car, the first mechanical brake force is calculated so that the first differential brake force is preferentially supplemented by the mechanical brake of the T car in the entire train set. The braking force borne by the car brake of the car is sufficiently small, and brake control is performed in a direction that suppresses sliding.

  FIG. 5 is a diagram illustrating an example of mounting the brake control system according to the embodiment on a train set. The example which mounts the brake control system 1 in the train set shown in FIG. The command acquisition unit 11 sends a brake command to the necessary brake force calculation units 13a, 13b, 13c, and 13d. The sliding determination unit 15 determines whether it is in a state where it is easy to slide, and sends the determination result to the selection units 18a, 18b, 18c, and 18d. The variable load detectors 12a, 12b, 12c, and 12d detect the loads of the first, second, third, and fourth cars, respectively, and send them to the necessary brake force calculation units 13a, 13b, 13c, and 13d. The necessary brake force calculation units 13a and 13b send the calculated necessary brake force to the first mechanical brake force calculation unit 16b and the second mechanical brake force calculation unit 17b, and the necessary brake force calculation units 13c and 13d calculate the necessary brake force. The force is sent to the first mechanical brake force calculation unit 16c and the second mechanical brake force calculation unit 17c. The electric brake force calculation unit 14b sends the calculated electric brake force to the first mechanical brake force calculation unit 16b and the second mechanical brake force calculation unit 17b, and the electric brake force calculation unit 14c outputs the calculated electric brake force to the first To the second mechanical brake force calculating unit 16c and the second mechanical brake force calculating unit 17c.

  The first mechanical brake force calculation units 16b and 16c mutually transmit and receive information on the acquired necessary brake force and electric brake force, and, as described above, in the entire train, the electric brake force is calculated from the total required brake force. The first mechanical braking force of each vehicle is calculated so that the first differential braking force obtained by subtracting the sum is preferentially supplemented by the mechanical braking of the T car. The first mechanical brake force calculation unit 16b sends the calculated first mechanical brake force of the first car to the selection unit 18a, and sends the calculated first mechanical brake force of the second car to the selection unit 18b. The first mechanical brake force calculation unit 16c sends the calculated first mechanical brake force of the third car to the selection unit 18c, and sends the calculated first mechanical brake force of the fourth car to the selection unit 18d.

  As described above, the second mechanical brake force calculation unit 17b has the second differential brake force obtained by subtracting the total electric brake force from the total required brake force for the first unit. The second mechanical brake force of the first car and the second car is calculated so as to be preferentially compensated by the brake. The second mechanical brake force calculation unit 17b sends the calculated second mechanical brake force of the first car to the selection unit 18a, and sends the calculated second mechanical brake force of the second car to the selection unit 18b. As described above, the second mechanical brake force calculation unit 17c has a second differential brake force obtained by subtracting the total electric brake force from the total required brake force for the second unit. The second mechanical brake force of the third car and the fourth car is calculated so as to be preferentially compensated by the brake. The second mechanical brake force calculation unit 17c sends the calculated second mechanical brake force of the third car to the selection unit 18c, and sends the calculated second mechanical brake force of the fourth car to the selection unit 18d.

  When the sliding determination unit 15 determines that the sliding is not likely to occur, the selection units 18a, 18b, 18c, and 18d respectively set the braking force command values based on the first mechanical braking force to 1, 2, and 3. , Output to the mechanical brake 2 of the fourth car. The selection unit 18a provided in the leading vehicle is obtained by subtracting the second mechanical braking force from the first mechanical braking force when the sliding determination unit 15 determines that the sliding is likely to occur. It is determined whether or not the first calculation result is equal to or greater than a first threshold value. The selection units 18a, 18b, 18c, and 18d share the determination result. When it is determined that the sliding determination unit 15 is in a state in which sliding is likely to occur, and the first calculation result is equal to or greater than the first threshold, the selection units 18a, 18b, 18c, and 18d are respectively A brake force command value based on the second mechanical brake force is output to the mechanical brake 2 of the first, second, third and fourth cars. Even when the sliding determination unit 15 determines that the sliding is likely to occur, if the first calculation result is less than the first threshold, the selection units 18a, 18b, 18c, and 18d The brake force command value based on the first mechanical brake force is output to the mechanical brake 2 of the first, second, third and fourth cars, respectively.

  FIG. 6 is a flowchart illustrating an example of brake control performed by the brake control system according to the embodiment. The required brake force calculation unit 13 calculates the required brake force for each of the M and T vehicles, and the electric brake force calculation unit 14 calculates the electric brake force (step S11). The first mechanical brake force calculation unit 16 preferentially obtains the first differential brake force obtained by subtracting the total electric brake force from the total required brake force in the entire train set by the mechanical brake of the T car. The first mechanical braking force of each vehicle is calculated so as to compensate. For each unit, the second mechanical brake force calculation unit 17 obtains the second brake force obtained by subtracting the total electric brake force from the total required brake force, and the mechanical brake of the T car included in the unit. The second mechanical brake force of each vehicle is calculated so as to be preferentially compensated at (step S12).

  The sliding determination unit 15 determines whether or not the sliding is likely to occur based on information indicating the ease of occurrence of the sliding (step S13). When it is determined by the sliding determination unit 15 that the sliding is not likely to occur (step S14; N), the selection unit 18 sets the braking force command value based on the first mechanical braking force of each vehicle to the mechanical brake 2 (Step S15). In the case where it is determined by the skid judging unit 15 that the skid is likely to occur (step S14; Y), the skid is calculated for the leading vehicle from the first mechanical brake force calculated for the leading vehicle. When the first calculation result obtained by subtracting the second mechanical brake force is equal to or greater than the first threshold (step S16; Y), the selection unit 18 uses the second mechanical brake force of each vehicle. Is output to the mechanical brake 2 (step S17). Even when the sliding determination unit 15 determines that the skid is likely to occur (step S14; Y), when the first calculation result is less than the first threshold (step S16; N). The selection unit 18 outputs a brake force command value based on the first mechanical brake force of each vehicle to the mechanical brake 2 (step S15).

  The brake control system 1 repeats the above process at regular intervals. By repeating the above process at regular intervals, the brake based on the first mechanical brake force is applied in accordance with the ease of occurrence of the sliding between the start of the braking operation and the stop of the train train. The force command value and the brake force command value based on the second mechanical brake force are switched. When the first calculation result is greater than or equal to the first threshold, the mechanical brake force of the leading vehicle can be reduced by outputting the brake force command value based on the second mechanical brake force to the mechanical brake 2. It is possible to suppress gliding. In the above example, the calculation of the first mechanical brake force and the second mechanical brake force is performed at the same timing. However, the second mechanical brake force calculation unit 17 causes the sliding determination unit 15 to perform sliding. The second mechanical braking force may be calculated only when it is determined that the state is easy.

  The operation of the selection unit 18 is not limited to the above example. FIG. 7 is a flowchart illustrating another example of brake control performed by the brake control system according to the embodiment. The process from step S11 to step S15 and the process of step S17 are the same as in FIG. In the case where it is determined by the skid judging unit 15 that the skid is likely to occur (step S14; Y), the elapsed time after the first calculation result exceeds 0 is equal to or greater than the second threshold. In this case (step S18; Y), the selection unit 18 outputs a brake force command value based on the second mechanical brake force of each vehicle to the mechanical brake 2 (step S17). Similar to the first threshold value, the second threshold value is a positive number that can be determined according to the result of a test run of a train train or a simulation.

  Even when the sliding determination unit 15 determines that the skid is likely to occur (step S14; Y), the elapsed time after the first calculation result exceeds 0 is less than the second threshold. In some cases (step S18; N), the selection unit 18 outputs a brake force command value based on the first mechanical brake force of each vehicle to the mechanical brake 2 (step S15). When the elapsed time after the first calculation result exceeds 0 is equal to or greater than the second threshold value, the brake force command value based on the second mechanical brake force is output to the mechanical brake 2, thereby Mechanical braking force can be reduced, and sliding can be suppressed.

  FIG. 8 is a flowchart illustrating another example of brake control performed by the brake control system according to the embodiment. The process from step S11 to step S15 and the process of step S17 are the same as in FIG. In the case where it is determined by the skid judgment unit 15 that the skid is likely to occur (step S14; Y), the first computation result and the elapsed time after the first computation result exceeds 0 are obtained. When the second calculation result obtained by multiplication is greater than or equal to the third threshold value (step S19; Y), the selection unit 18 sets the brake force command value based on the second mechanical brake force of each vehicle to the mechanical brake. 2 (step S17). The third threshold value is a positive number that can be determined according to the result of the test run of the train train or the simulation, similarly to the first threshold value and the second threshold value.

  Even when the sliding determination unit 15 determines that the skid is likely to occur (step S14; Y), when the second calculation result is less than the third threshold (step S19; N). The selection unit 18 outputs a brake force command value based on the first mechanical brake force of each vehicle to the mechanical brake 2 (step S15). When the second calculation result is equal to or greater than the third threshold value, the mechanical brake force of the leading vehicle can be reduced by outputting the brake force command value based on the second mechanical brake force to the mechanical brake 2. It is possible to suppress gliding. By using the second calculation result obtained by multiplying the first calculation result and the elapsed time after the first calculation result exceeds 0, a mechanical brake force command is generated by a temporary fluctuation of the electric brake force. It is possible to suppress the fluctuation of the value.

  The selection unit 18 may determine whether to output a braking force command value based on any of the first mechanical braking force and the second mechanical braking force by combining arbitrary conditions among the plurality of conditions described above. . FIG. 9 is a flowchart illustrating another example of brake control performed by the brake control system according to the embodiment. In the example of FIG. 9, in the brake control system 1, the first mechanical brake force and the second mechanical force are combined by combining the processes of step S <b> 16 shown in FIG. 6, step S <b> 18 shown in FIG. 7, and step S <b> 19 shown in FIG. It is determined which brake force command value based on which brake force is to be output. The process from step S11 to step S15 and the process of step S17 are the same as those in FIG.

  In the case where it is determined by the skid judgment unit 15 that the skid is likely to occur (step S14; Y), the first calculation result is equal to or greater than the first threshold (step S16; Y), The elapsed time after the calculation result of 1 exceeds 0 is greater than or equal to the second threshold (step S18; Y), and the second calculation result is greater than or equal to the third threshold (step S19; Y). When at least one of the following holds, the selection unit 18 outputs a brake force command value based on the second mechanical brake force of each vehicle to the mechanical brake 2 (step S17). Even when the sliding determination unit 15 determines that the sliding is likely to occur (step S14; Y), the first calculation result is less than the first threshold (step S16; N), and the first When the elapsed time after the calculation result of 1 exceeds 0 is less than the second threshold (step S18; N), and the second calculation result is less than the third threshold (step S19; N). The selection unit 18 outputs a braking force command value based on the first mechanical braking force of each vehicle to the mechanical brake 2 (step S15).

  As described above, according to the brake control system 1 according to the present embodiment, the first mechanical brake force and the second mechanical brake force calculated with respect to the leading vehicle in a state in which sliding is likely to occur. The brake force command value based on the first mechanical brake force or the second mechanical brake force of each vehicle is output to the mechanical brake 2 to reduce the possibility of the leading vehicle sliding in the train set Is possible.

  The embodiment of the present invention is not limited to the above-described embodiment. The number of M cars and the number of T cars included in each unit may be the same or different. The necessary brake force calculation unit 13 calculates the necessary brake force of each vehicle based on the deceleration and the load, and then transfers a part of the necessary brake force of any number of forward vehicles including the leading vehicle to the rear vehicle. The required braking force may be adjusted to distribute. In that case, the first mechanical brake force calculating unit 16 and the second mechanical brake force calculating unit 17 use the adjusted necessary brake force. The train control system for controlling the train train may have the functions of the first mechanical brake force calculating unit 16 and the second mechanical brake force calculating unit 17. The selection unit 18 determines the braking force based on the first mechanical braking force or the second mechanical braking force of each vehicle according to the first mechanical braking force and the second mechanical braking force of a plurality of vehicles including the leading vehicle. The command value may be sent to the mechanical brake 2. In the brake control system 1 mounted on an eight-car train, the selection unit 18 subtracts the total of the second mechanical brake force from the total of the first mechanical brake force of the leading vehicle and the vehicle following the leading vehicle. The value obtained may be used as the first calculation result.

  DESCRIPTION OF SYMBOLS 1 Brake control system, 2 Mechanical brake, 11 Command acquisition part, 12, 12a, 12b, 12c, 12d Response load detector, 13, 13a, 13b, 13c, 13d Necessary brake force calculation part, 14, 14b, 14c Electric brake Force calculation unit, 15 sliding determination unit, 16, 16b, 16c first mechanical brake force calculation unit, 17, 17b, 17c second mechanical brake force calculation unit, 18, 18a, 18b, 18c, 18d selection unit.

Claims (4)

A brake control system that performs brake control of a train train having at least two vehicles each including an electric vehicle on which a main motor is mounted and an accompanying vehicle on which the main motor is not mounted,
In accordance with a brake command including deceleration, a required brake force calculation unit that calculates a required brake force of each of the electric vehicle and the accompanying vehicle;
An electric brake force calculating unit for calculating an electric brake force of the electric vehicle generated by the operation of the main motor;
Each vehicle is configured such that the first differential braking force obtained by subtracting the total of the electric braking force from the total of the required braking force is preferentially supplemented by the mechanical brake of the accompanying vehicle in the entire train set. A first mechanical brake force calculating unit for calculating the first mechanical brake force of
The train set is divided into a plurality of units each including the electric vehicle and the accompanying vehicle, and a second difference obtained by subtracting the total electric brake force from the total required brake force for each unit. A second mechanical brake force calculating unit that calculates a second mechanical brake force of each vehicle so that the brake force is preferentially supplemented by the mechanical brake of the accompanying vehicle included in the unit;
A sliding determination unit that determines whether or not the sliding is likely to occur;
When it is determined by the sliding determination unit that the sliding is not likely to occur, a braking force command value based on the first mechanical braking force of each vehicle is output to the mechanical brake, and the sliding determination unit performs the sliding. When it is determined that the state is likely to occur, the first mechanical brake force and the second mechanical brake force calculated for some of the vehicles including the leading vehicle in the traveling direction of the train train. And a selector that outputs a braking force command value based on the first mechanical braking force of each vehicle or the second mechanical braking force of each vehicle to the mechanical brake,
Brake control system with   The selection unit is calculated for the leading vehicle from the first mechanical braking force calculated for the leading vehicle when the sliding determination unit determines that the sliding is likely to occur. When the first calculation result obtained by subtracting the second mechanical brake force is equal to or greater than a first threshold value, the brake force command value based on the second mechanical brake force of each vehicle is The brake control system according to claim 1 which outputs to a mechanical brake.   The selection unit is calculated for the leading vehicle from the first mechanical braking force calculated for the leading vehicle when the sliding determination unit determines that the sliding is likely to occur. When the elapsed time after the first calculation result obtained by subtracting the second mechanical braking force exceeds 0 is equal to or greater than the second threshold, the second mechanical braking force of each vehicle The brake control system according to claim 1, wherein the brake force command value based on the output is output to the mechanical brake.   The selection unit is calculated for the leading vehicle from the first mechanical braking force calculated for the leading vehicle when the sliding determination unit determines that the sliding is likely to occur. The second calculation result obtained by multiplying the first calculation result obtained by subtracting the second mechanical braking force and the time after the first calculation result exceeds 0 is the third calculation result. 4. The brake control system according to claim 1, wherein, when the value is equal to or greater than the threshold value, the brake force command value based on the second mechanical brake force of each vehicle is output to the mechanical brake. 5.

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