JP2017159742A - Brake control method for railroad vehicle, brake control device, and brake control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce brake distance by generating brake force more efficiently than the case where constant brake cylinder pressure is applied.SOLUTION: In a railroad vehicle for generating brake force by applying preset brake cylinder pressure to a wheel, brake cylinder pressure is increased or decreased at a predetermined cycle with respect to a target set value.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a brake control method, a brake control device, and a brake control program for a railway vehicle that can exhibit the maximum braking force when an abnormality such as an earthquake occurs.

Conventionally, a braking device for a railway vehicle uses an electric brake by regenerative braking or the like, and a mechanical brake that presses a brake against a wheel tread by air pressure or hydraulic pressure, or presses a brake pad against a brake disc. Yes.
The air pressure used for the braking is called a brake cylinder pressure (BC pressure), and is converted into an oil pressure by an air pressure controlled based on a brake command or by an air-oil pressure conversion device, and by this oil pressure, the brake is controlled. It is a method to operate. In general, the brake cylinder pressure (BC pressure) is calculated based on the brake notch type, the relationship between the traveling speed of the vehicle and the adhesion coefficient between the rail / wheels, and the boarding rate (responsible load).

If the brake cylinder pressure (BC pressure) is continuously applied to the brake pad to generate a large braking force, the friction coefficient decreases due to the influence of frictional heat and the like, and may fall below a preset target brake torque. is there.
As a method for preventing such a decrease in braking force, feedback control with respect to a target torque performed in an automobile or the like can be given. Unlike an automobile in which left and right wheels are independently supported, a railway vehicle has left and right wheels. Is integrally connected to the axle, so that it is difficult to detect a braking state such as a brake torque for each wheel.

  For example, in the vehicle braking force control apparatus disclosed in Patent Document 1, means for monitoring the brake disk temperature of each wheel, means for determining a target braking force at a wheel at which the brake disk temperature has reached a predetermined temperature, The braking force is controlled by means for determining the target braking force at other wheels based on the target braking force. Further, in the braking force control device of Patent Document 1, an appropriate braking force or yaw moment is obtained by taking into account the increase in the temperature of the brake components of the wheel.

JP 2009-12658 A

In Patent Document 1, feedback control is performed on a target torque for each wheel when a fade phenomenon occurs.
However, since the wheel axle of the railway vehicle has a structure in which the left and right wheels rotate integrally with the axle, the technique of Patent Document 1 cannot be applied directly. Different braking techniques are required.

  On the other hand, in railway vehicles, when an emergency brake with a high deceleration (braking force) or an earthquake brake with a higher setting (emergency brake in the event of an earthquake) is activated, the wheel tread and the control device Alternatively, the temperature of the brake disc and the brake lining may be significantly increased by frictional heat, and the assumed friction coefficient may not be obtained due to a so-called fade phenomenon. However, at present, no means has been proposed for reliably generating a braking force for an emergency brake (particularly an emergency brake when an earthquake occurs) assuming the fade phenomenon.

  The present invention has been made in view of the above-described circumstances, and suppresses a temperature increase of a wheel tread and a brake or a brake disk and a brake lining by increasing or decreasing a brake cylinder pressure (BC pressure) at a predetermined cycle. Thus, the present invention provides a brake control method, a brake control device, and a brake control program for a railway vehicle capable of obtaining a target brake torque and shortening a brake distance.

In order to solve the above problems, the present invention proposes the following means.
The railroad vehicle brake control method according to the present invention provides a control for increasing or decreasing the brake cylinder pressure at a predetermined cycle with respect to a target set value in a railcar that generates a braking force by supplying a preset brake cylinder pressure to wheels. It is characterized by performing.

  In addition, the brake control device for a railway vehicle according to the present invention includes an air supply valve and an exhaust valve inside a pressure generator that generates a braking force by supplying a preset brake cylinder pressure to the wheels of the railway vehicle. Control means for increasing / decreasing the brake cylinder pressure in a predetermined cycle by providing an on / off valve and controlling the on / off valve.

  Also, the brake control program for a railway vehicle according to the present invention is characterized in that control is performed to increase / decrease a brake cylinder pressure for generating braking force on the wheels of the railway vehicle at a predetermined period.

  According to the present invention, the brake cylinder pressure is controlled to increase / decrease at a predetermined cycle, thereby suppressing the decrease in the brake torque and the friction coefficient while suppressing the temperature rise of the wheel tread and the brake or the brake disc and the brake lining. be able to. Accordingly, it is possible to stabilize the brake performance by keeping the variation in the brake distance small, and to shorten the brake distance.

The command value to the brake cylinder that generates a braking force on the wheel is shown, (a) is a fluctuation range of ± 20 kPa, (b) is a fluctuation range of ± 30 kPa, and (c) is a pressure with a fluctuation range of ± 40 kPa. A varied example is shown. It is a graph which shows the relationship between the period of a pressure fluctuation, and the average flow volume of an exhaust valve. Flowchart for performing control that gives sinusoidal pressure fluctuations at a fixed period to the target set value of the brake cylinder pressure when an "emergency brake command or earthquake brake command" is issued from the cab of the railway vehicle FIG. It is a graph which shows the relationship between the vehicle speed and brake cylinder pressure (BC pressure) based on Test Example 1. It is a graph which shows the relationship between vehicle speed and brake torque, Comprising: (a) is a conventional control, (b) is a graph which shows the proposed control which concerns on this invention. It is a graph which shows the relationship between a vehicle speed and a friction coefficient, Comprising: (a) is a conventional control, (b) is a graph which shows the proposed control which concerns on this invention. It is a graph which shows the conventional control which concerns conventionally, and the proposed control which concerns on this invention, Comprising: (a) is a relationship between brake distance and temperature, (b) is a comparison of an average friction coefficient, (c) It is a disk fastening bolt stress. Comparison (d) shows a comparison of average exhaust flow rates. It is a graph which shows the relationship between the vehicle speed and brake cylinder pressure (BC pressure) based on Test Example 2. It is a graph which shows the relationship between vehicle speed and brake torque, Comprising: (a) is a conventional control, (b) is a graph which shows the proposed control which concerns on this invention. It is a graph which shows the relationship between a vehicle speed and a friction coefficient, Comprising: (a) is a conventional control, (b) is a graph which shows the proposed control which concerns on this invention. It is a graph which shows the conventional control which concerns conventionally, and the proposed control which concerns on this invention, Comprising: (a) is the relationship between brake distance and temperature, (b) is a comparison of an average friction coefficient, (c) is a comparison of disk fastening bolt stress. , (D) shows a comparison of average exhaust flow rates. It is a graph which shows the relationship between the vehicle speed and brake cylinder pressure (BC pressure) based on Test Example 3. It is a graph which shows the relationship between vehicle speed and brake torque. It is a graph which shows the relationship between vehicle speed and an instantaneous friction coefficient. It is a graph which shows the relationship between a brake distance and temperature. It is a graph which shows the comparison of an average friction coefficient. It is a graph which shows the relationship between the vehicle speed and brake cylinder pressure (BC pressure) based on Test Example 4. It is a graph which shows the relationship between vehicle speed and brake torque. It is a graph which shows the relationship between vehicle speed and an instantaneous friction coefficient. It is a graph which shows the relationship between a brake distance and temperature. It is a graph which shows the comparison of an average friction coefficient.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS.
FIG. 1A to FIG. 1C are diagrams showing a railway vehicle brake control method according to the present invention, in which command values for brake cylinders that generate braking force on wheels are shown.
In FIGS. 1A to 1C, the target set value (for example, 400 kPa) of the brake cylinder pressure (BC pressure) serving as an index is shown as a command value “± 0 kPa” to the brake cylinder, and the target setting is set. A waveform of a command value for giving a sinusoidal pressure fluctuation at a constant period with respect to the value (400 kPa) is shown. That is, the brake cylinder pressure is controlled to increase or decrease so that the target set value is 400 kPa ± X kPa.
That is, the fluctuation range of the brake cylinder pressure (BC pressure) is within a range of ± 20 to 40 kPa with respect to the reference value “± 0 kPa (= target brake cylinder pressure: 400 kPa), and the fluctuation cycle is 0. It is set in a range of ˜2 seconds (“second” of the cycle is expressed as “s”).

Specifically, in the test example of FIG. 1A, the fluctuation range of the brake cylinder pressure (BC pressure) is ±± 0 kPa (= target brake cylinder pressure: 400 kPa) as a reference value. Within a range of 20 kPa, the fluctuation period is set to a range of 0.8 s (= 1.25 Hz), 1.2 s (= 0.83 Hz), and 1.6 s (= 0.63 Hz).
Further, in the test example of FIG. 1B, the fluctuation range of the brake cylinder pressure (BC pressure) is within a range of ± 30 kPa with respect to the reference value “± 0 kPa (= target brake cylinder pressure: 400 kPa)”. And the fluctuation period is set to a range of 0.8 s (= 1.25 Hz), 1.2 s (= 0.83 Hz), and 1.6 s (= 0.63 Hz).
Further, in the test example of FIG. 1C, the fluctuation range of the brake cylinder pressure (BC pressure) is within a range of ± 40 kPa with respect to the reference value “± 0 kPa (= target brake cylinder pressure: 400 kPa)”. And the fluctuation period is set to a range of 0.8 s (= 1.25 Hz), 1.2 s (= 0.83 Hz), and 1.6 s (= 0.63 Hz).

Then, the variation test of the brake cylinder pressure (BC pressure) shown in FIGS. 1A to 1C is performed together with the target set value “400 kPa” of the brake cylinder pressure (BC pressure) and the brake cylinder pressure (BC The same was performed for the target set values of “pressure” “200 kPa, 300 kPa”.
In addition, in such a variation test of the brake cylinder pressure (BC pressure), an on / off valve composed of an air supply valve and an exhaust valve is provided inside the pressure generator for supplying the brake cylinder pressure, and the on / off This was done by operating the valve at a predetermined period.

Further, a flow meter is provided in the exhaust passage in the pressure generator for supplying the brake cylinder pressure, and the average flow rate (L) when the variation test of the brake cylinder pressure (BC pressure) is performed by the flow meter. / min), and the results of the pressure fluctuation test were summarized as “relationship between the pressure fluctuation period and the average flow rate of the exhaust valve” shown in FIG.
Then, as shown in FIG. 2, the pressure fluctuation is within a range of “± 30 kPa” with a period of 1.2 s with respect to the target set value (200 kPa, 300 kPa, 400 kPa) of the brake cylinder pressure (BC pressure). If given, the average flow rate in the exhaust passage of the pressure generator becomes “30 L / min” which is the maximum value, and it has been confirmed that optimum pressure controllability can be obtained.
Further, as a result of further various experiments by the inventor, when performing control for giving a sinusoidal pressure fluctuation at a constant cycle to the target set value (200 kPa, 300 kPa, 400 kPa) of the brake cylinder pressure, the sinusoidal pressure If the fluctuation is set within a range of ± 30 kPa with respect to the target set value of the brake cylinder pressure and the cycle is set to approximately 0.8 s or more and 2 s or less, the average flow rate in the exhaust passage of the pressure generator may be an optimum value. It has been confirmed.
In FIG. 2, data on the target set value (300 kPa) of the brake cylinder pressure (BC pressure) is not described, but it has been confirmed that the tendency is almost the same as the target set value (200 kPa, 400 kPa). .

Next, referring to the flowchart of FIG. 3, when an “emergency brake command or earthquake brake command” is issued from the cab of the railway vehicle, a sine wave pressure fluctuation with respect to the target set value of the brake cylinder pressure. The conditions for performing the control for giving the constant at a constant cycle will be described.
<< Step 1 >>
If it is determined from the cab of the railway vehicle whether it is an emergency brake (air brake only, so-called air control) or an earthquake brake (air brake only, so-called air control), and if it is determined that either brake operation has been performed, Proceed to step 2.
In addition, since an earthquake brake is used when a power failure occurs when an earthquake occurs, an electric brake cannot be used. Therefore, only the air brake acts.

<< Step 2 >>
It is determined whether or not only the air brake is actuated by the “emergency brake command or earthquake brake command” (the electric brake is not actuated). If YES, the process proceeds to step 3, and if NO, the process proceeds to step 7.

<< Step 3 >>
Feed-forward air brake control is performed on the disc brake to give a sine wave pressure fluctuation at a constant period to a target set value of the brake cylinder pressure set in advance (step 3A). This activates the “emergency brake or earthquake brake” (step 3B).
Note that the process of step 3 is executed based on a brake control program that performs control for giving a sinusoidal pressure fluctuation to the target set value of the brake cylinder pressure at a constant period.

<< Step 4 >>
When the adhesion coefficient between the wheel and the rail rapidly decreases, it is determined whether or not the wheel has slipped. If YES, the process proceeds to the next step 5.

<< Step 5 >>
Glide re-adhesion control such as loosening the brake cylinder pressure (BC pressure) is performed.

<< Step 6 >>
When the adhesion coefficient between the wheel and the rail increases, it is determined whether or not re-adhesion has occurred. If YES, the process returns to the next step 3 and if NO, the process returns to step 6.

<< Step 7 >>
In the case where the “emergency brake that operates only the air brake or the seismic brake that operates only the air brake” is not operated in step 2, it is assumed that the normal emergency brake operation is performed in step 2. A normal emergency braking operation using a brake is performed (steps 7A and 7B).

<< Step 8 >>
When the adhesion coefficient between the wheel and the rail sharply decreases, it is determined whether or not the wheel has slipped. If YES, the process proceeds to the next step 9.

<< Step 9 >>
Glide re-adhesion control such as loosening the brake cylinder pressure (BC pressure) is performed.

<< Step 10 >>
When the adhesion coefficient between the wheel and the rail increases, it is determined whether or not re-adhesion has occurred. If YES, the process returns to the next step 7, and if NO, the process returns to step 10.

Next, referring to FIG. 4 to FIG. 7, when the “emergency brake command that applies only the air brake or the earthquake brake command that applies only the air brake” is issued, the target set value of the brake cylinder pressure is set. On the other hand, the results of performance tests (emergency brake equivalent test, emergency brake improvement test) when sinusoidal pressure fluctuations are given at constant intervals will be described.
In the following “Emergency Brake Equivalent Test”, a test example in which an emergency brake is operated with a brake cylinder pressure (BC pressure) of about 400 kPa at the maximum for a vehicle traveling at 300 km / h or 400 km / h (test) Examples 1, 3) are shown.
In the “emergency brake improvement test”, a test example in which the seismic brake was operated at a higher brake cylinder pressure (BC pressure) of about 500 kPa for a vehicle traveling at 300 km / h or 400 km / h. (Test Examples 2 and 4) are shown.

<< Test Example 1 >>
In the “Emergency Brake Equivalent Test” shown in Test Example 1, as shown in FIG. 4, an emergency brake is operated at a brake cylinder pressure (BC pressure) of about 400 kPa for a vehicle that has been traveling at 300 km / h. An example is shown.
In the “Emergency Brake Equivalent Test” of Test Example 1, an emergency brake is operated with a brake cylinder pressure (BC pressure) of 400 kPa as a target set value for a vehicle traveling at 300 km / h, The brake operation is caused to perform a sine wave pressure fluctuation within a range of ± 30 kPa and a fluctuation cycle of 0.8 s or more (1.2 s in this example) with respect to the brake cylinder pressure (BC pressure). Yes.

It was confirmed that the brake performance (brake torque, instantaneous friction coefficient, brake distance, etc.) was greatly improved by causing the sinusoidal pressure fluctuation with respect to the brake cylinder pressure (BC pressure) as described above. Yes.
Specifically, as shown in FIG. 5A, “conventional control” (hereinafter referred to as “conventional control”) that does not give a sinusoidal pressure fluctuation, and sinusoidal waveform shown in FIG. 5B. As can be seen from comparison with the “proposed control” (hereinafter referred to as “suggested control”) according to the present invention to which the pressure fluctuation is applied, the “suggested control” shown in FIG. It has been confirmed that the test result of “” exceeds all speed ranges.
In addition, although brake torque was measured 5 times each in "conventional control" and "proposed control", each graph of Fig.5 (a) and (b) showed the average of those measured values.

Further, as shown in FIG. 6 (a), as compared with “conventional control” and “proposed control” shown in FIG. 6 (b), the controller is pressed against the wheel tread or brake lining is applied. With respect to the instantaneous friction coefficient when pressed against the brake disc, it has been confirmed that the test result of “suggested control” shown in FIG. 6B exceeds all speed ranges.
In addition, although the instantaneous friction coefficient was measured 5 times each by "conventional control" and "proposed control", each graph of Fig.6 (a) and (b) showed the average of those measured values.
Further, in the “proposed control” of FIG. 6B, an instantaneous friction coefficient having a predetermined amplitude is obtained by applying a sinusoidal pressure fluctuation to the brake cylinder. The plot of the peak of the valley) is indicated by a broken line, and the average value at the center of the amplitude is indicated by a solid line.

Further, as shown in FIG. 7A, the average stop distance (m) of “conventional control” and “proposed control” is compared, and the average stop distance of “conventional control” is 5182 m. It has been confirmed that the average stop distance of “Proposed control” is 14% shorter than that of “Conventional control”.
On the other hand, even if the average stop distance of the “proposed control” is reduced by 14% compared to the “conventional control”, as shown in FIG. 7A, the disc maximum temperature (the method of pressing the brake lining against the brake disc) ) The maximum temperature of the lining maximum temperature (method of pressing the brake lining against the brake disc) has been confirmed to be the same level in both “conventional control” and “proposed control”.

  In addition, as the average stop distance of “proposed control” is shortened by 14% compared to “conventional control”, as shown in FIG. 7B, the controller is pressed against the wheel tread or brake lining is applied. Regarding the average friction coefficient when pressed against the brake disc, it has been confirmed that “proposed control” is improved by 15% compared to “conventional control”.

Even if the average stop distance of “proposed control” is reduced by 14% compared to “conventional control”, as shown in FIG. 7C, the disk fastening bolt stress (tensile stress, bending stress, shaft As for force, maximum axial force, and maximum load amplitude), it is confirmed that both “conventional control” and “proposed control” are at the same level.
Further, as shown in FIG. 7D, the average flow rate in the exhaust passage of the pressure generator increases by 50% in “proposed control” compared to “conventional control”. It has been confirmed that it contributed to the improvement of stopping distance.

<< Test Example 2 >>
In the “emergency brake improvement test” shown in Test Example 2, as shown in FIG. 8, the seismic brake was operated at a brake cylinder pressure (BC pressure) of about 500 kPa for a vehicle traveling at 300 km / h. An example is shown.
And in the "emergency brake improvement test" of this test example 2, while operating the emergency brake with the brake cylinder pressure (BC pressure) of 500 kPa used as a target set value with respect to the vehicle which was drive | working at 300 km / h, The brake operation is caused to perform a sine wave pressure fluctuation within a range of ± 30 kPa and a fluctuation cycle of 0.8 s or more (1.2 s in this example) with respect to the brake cylinder pressure (BC pressure). Yes.

Then, it was confirmed that the brake performance (brake torque, instantaneous friction coefficient, average stop distance, etc.) was greatly improved by causing the sinusoidal pressure fluctuation with respect to the brake cylinder pressure (BC pressure) as described above. ing.
Specifically, as shown in FIG. 9A, “conventional control” that does not give a sinusoidal pressure fluctuation, and the present invention that gives a sinusoidal pressure fluctuation shown in FIG. As can be seen from comparison with “proposed control”, it has been confirmed that the test result of “proposed control” shown in FIG. 9B exceeds the target torque in all speed ranges.
In addition, although brake torque was measured 3 times each in "conventional control" and "proposed control", each graph of Fig.9 (a) and (b) showed the average of those measured values.

Further, as shown in FIG. 10 (a), as compared with “conventional control” and “proposed control” shown in FIG. 10 (b), the controller is pressed against the wheel tread or brake lining is applied. With respect to the instantaneous friction coefficient when pressed against the brake disc, it has been confirmed that the test result of “proposed control” shown in FIG. 10B exceeds all speed regions.
In addition, although the instantaneous friction coefficient was measured 3 times each in "conventional control" and "proposed control", each graph of Fig.10 (a) and (b) showed the average of those measured values.
In the “proposed control” of FIG. 10B, an instantaneous friction coefficient having a predetermined amplitude can be obtained by applying a sinusoidal pressure fluctuation to the brake cylinder. The plot of the peak of the valley) is indicated by a broken line, and the average value at the center of the amplitude is indicated by a solid line.

Further, as shown in FIG. 11A, the average stop distance (m) of “conventional control” and “proposed control” is compared, and the average stop distance of “conventional control” is 3051 m. It has been confirmed that the average stop distance of “2” is 2828 m, and the average stop distance of “proposed control” is shortened by 7% compared to “conventional control”.
On the other hand, even if the average stop distance of the “proposed control” is shortened by 7% compared to the “conventional control”, as shown in FIG. 11A, the disc maximum temperature (the method of pressing the brake lining against the brake disc) ) The maximum temperature of the lining maximum temperature (method of pressing the brake lining against the brake disc) has been confirmed to be the same level in both “conventional control” and “proposed control”.

  Further, as the average stop distance of “proposed control” is shortened by 7% compared with “conventional control”, as shown in FIG. 11 (b), the controller is pressed against the wheel tread or the brake lining is applied. Regarding the average friction coefficient when pressed against the brake disc, it has been confirmed that the “proposed control” is improved by 7% compared to the “conventional control”.

Further, even if the average stop distance of the “proposed control” is shortened by 7% compared with the “conventional control”, as shown in FIG. 11C, the disk fastening bolt stress (tensile stress, bending stress, shaft As for force, maximum axial force, and maximum load amplitude), it is confirmed that both “conventional control” and “proposed control” are at the same level.
Further, as shown in FIG. 11 (d), regarding the average flow rate in the exhaust passage of the pressure generator, “proposed control” increases by 50% compared to “conventional control”, and “proposed control” It has been confirmed that it contributed to the improvement of stopping distance.

<< Test Example 3 >>
In the “emergency brake equivalent test” shown in Test Example 3, as shown in FIG. 12, an emergency brake is operated at a brake cylinder pressure (BC pressure) of about 400 kPa on a vehicle that has been traveling at 400 km / h. An example is shown.
In the “emergency brake equivalent test” of Test Example 3, an emergency brake is operated at a brake cylinder pressure (BC pressure) of 400 kPa which is a target set value for a vehicle traveling at 400 km / h, The brake operation is caused to perform a sine wave pressure fluctuation within a range of ± 30 kPa and a fluctuation cycle of 0.8 s or more (1.2 s in this example) with respect to the brake cylinder pressure (BC pressure). Yes.

Then, it was confirmed that the brake performance (brake torque, instantaneous friction coefficient, average stop distance, etc.) was greatly improved by causing the sinusoidal pressure fluctuation with respect to the brake cylinder pressure (BC pressure) as described above. ing.
Specifically, as shown in FIG. 13, it can be understood by comparing “conventional control” that does not give sinusoidal pressure fluctuations with “proposed control” according to the present invention that gives sinusoidal pressure fluctuations. In addition, with respect to the brake torque with respect to the target torque, it has been confirmed that the test result of “proposed control” exceeds all speed ranges.

  Further, as shown in FIG. 14, as can be seen by comparing “conventional control” and “proposed control”, the instantaneous friction coefficient when the brake is pressed against the wheel tread or the brake lining is pressed against the brake disc, It has been confirmed that the test result of “Proposed Control” exceeds all speed ranges.

Further, as shown in FIG. 15, the average stop distance (m) of “conventional control” and “proposed control” is 10940 m, and the average of “proposed control” is 10940 m. It has been confirmed that the stop distance is 9083 m, and the average stop distance of “proposed control” is shortened by 17% compared to “conventional control”.
On the other hand, even if the average stop distance of “proposed control” is shortened by 17% compared to “conventional control”, as shown in FIG. 15, the maximum disk temperature (the method of pressing the brake lining against the brake disk), the lining As for the maximum temperature of the maximum temperature (the method of pressing the brake lining against the brake disc), it has been confirmed that both “conventional control” and “proposed control” are at the same level.

  Further, as the average stop distance of “proposed control” is shortened by 7% compared to “conventional control”, as shown in FIG. 16, the control member is pressed against the wheel tread or the brake lining is applied to the brake disc. Regarding the average friction coefficient when pressed, it was confirmed that “proposed control” was improved by 15% compared to “conventional control”.

<< Test Example 4 >>
In the “emergency brake improvement test” shown in Test Example 4, as shown in FIG. 17, the seismic brake was operated with a brake cylinder pressure (BC pressure) of about 500 kPa for a vehicle traveling at 400 km / h. An example is shown.
And in the "emergency brake improvement test" of this test example 4, while operating the emergency brake with the brake cylinder pressure (BC pressure) of 500 kPa used as a target set value with respect to the vehicle which was drive | working at 400 km / h, The brake operation is caused to perform a sine wave pressure fluctuation within a range of ± 30 kPa and a fluctuation cycle of 0.8 s or more (1.2 s in this example) with respect to the brake cylinder pressure (BC pressure). Yes.

Then, it was confirmed that the brake performance (brake torque, instantaneous friction coefficient, average stop distance, etc.) was greatly improved by causing the sinusoidal pressure fluctuation with respect to the brake cylinder pressure (BC pressure) as described above. ing.
Specifically, as shown in FIG. 18, it can be understood by comparing “conventional control” that does not give sinusoidal pressure fluctuation and “proposed control” according to the present invention that gives sinusoidal pressure fluctuation. In addition, with respect to the brake torque with respect to the target torque, it has been confirmed that the test result of “proposed control” exceeds all speed ranges.

  Further, as shown in FIG. 19, as can be seen by comparing “conventional control” and “proposed control”, the instantaneous friction coefficient when pressing the control against the wheel tread or pressing the brake lining against the brake disc is as follows: It has been confirmed that the test result of “Proposed Control” exceeds all speed ranges.

In addition, as shown in FIG. 20, the average stop distance (m) of “conventional control” and “proposed control” is compared, and the average stop distance of “conventional control” is 7098 m. The stop distance is 6372 m, and it is confirmed that the average stop distance of “proposed control” is shortened by 10% compared to “conventional control”.
On the other hand, even if the average stop distance of the “proposed control” is reduced by 10% compared to the “conventional control”, as shown in FIG. 20, the maximum disk temperature (the method of pressing the brake lining against the brake disk), the lining As for the maximum temperature of the maximum temperature (the method of pressing the brake lining against the brake disc), it has been confirmed that both “conventional control” and “proposed control” are at the same level.

  Further, as the average stop distance of the “proposed control” is shortened by 10% compared to the “conventional control”, as shown in FIG. 21, the controller is pressed against the wheel tread or the brake lining is applied to the brake disc. Regarding the average friction coefficient when pressed, it was confirmed that the “proposed control” was improved by 10% compared to the “conventional control”.

As described in detail above, in the brake control method for a railway vehicle according to the present embodiment, by performing control to give a sinusoidal pressure fluctuation at a constant period to the target set value of the brake cylinder pressure (BC pressure), The brake torque and the coefficient of friction can be improved while suppressing the temperature rise of the wheel tread and the brake or the brake disc and the brake lining.
As a result, in the brake control method for a railway vehicle, the brake torque, the instantaneous / average friction coefficient, the average stop distance, and the disk / lining temperature of “Proposed Control” in Test Examples 1 to 4 (FIGS. 5 to 21) are shown. In addition, it is possible to stabilize the brake performance by reducing the variation in the brake distance and to shorten the brake distance.

In the above embodiment, the brake control method for the railway vehicle has been described.
Such a brake control method includes an air supply valve and an exhaust valve (on / off valve) inside a pressure generating device that generates brake force by supplying brake cylinder pressure to the wheels of a railway vehicle. The present invention is applied to a brake device capable of changing the brake cylinder pressure by the valve control, and has a control for giving a sinusoidal change with respect to the brake cylinder pressure at a constant period to the on / off valve. This is done by the valve control means. At this time, the processing to be set in the valve control means is performed based on the flowchart shown in FIG.

  Further, the present invention is characterized by a control method of performing control for giving a pressure fluctuation at a constant cycle to a target set value of the brake cylinder pressure, and includes a specific fluctuation waveform exemplified in the embodiment, The pressure fluctuation range and the period are not limited.

  As mentioned above, although embodiment of this invention was explained in full detail with reference to drawings, the concrete structure is not restricted to this embodiment, The design change etc. of the range which does not deviate from the summary of this invention are included.

The present invention relates to a brake control method, a brake control device, and a brake control program for a railway vehicle that can be quickly stopped when an abnormality such as an earthquake occurs.

Claims (8)

In a railway vehicle that generates braking force by supplying a preset brake cylinder pressure to wheels,
A brake control method for a railway vehicle, wherein the brake cylinder pressure is changed from a set pressure at a predetermined cycle.   The brake control method for a railway vehicle according to claim 1, wherein the brake cylinder pressure is increased or decreased in a sine wave shape at a predetermined cycle.   3. The railway according to claim 1, wherein the fluctuation of the brake cylinder pressure is set in a range of ± 30 kPa with respect to a target set value of the brake cylinder pressure corresponding to a speed. Vehicle brake control method.   The brake control method for a railway vehicle according to any one of claims 1 to 3, wherein the brake cylinder pressure is set so as to change at a cycle of 0.8 seconds or more.   The fluctuation of the brake cylinder pressure is set in a range of ± 30 kPa and a period of 1.2 seconds with respect to a target set value of the brake cylinder pressure corresponding to a speed. The brake control method of a railway vehicle according to any one of the above.   An on / off valve composed of an air supply valve and an exhaust valve is provided inside the pressure generator for supplying the brake cylinder pressure, and the pressure fluctuation is generated by operating the on / off valve at a predetermined cycle. The brake control method for a railway vehicle according to any one of claims 1 to 5. An on / off valve consisting of an air supply valve and an exhaust valve is provided inside the pressure generator for supplying a brake cylinder pressure set in advance to the wheels of the railway vehicle to generate a braking force, and the on / off valve is opened and closed. By changing the brake cylinder pressure,
A brake control device comprising control means for increasing or decreasing the brake cylinder pressure at a predetermined cycle.   A brake control program for performing control so as to fluctuate in a predetermined cycle with respect to a set value for setting a brake cylinder pressure that applies a braking force to a wheel of a railway vehicle.

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