JP2019080410A - Electropneumatic cooperation brake control system and control method therefor - Google Patents

Abstract

To provide a technique which can solve a problem such as decrease of a regenerative electric power amount and wear of a brake shoe, which occur on account of reason such that electric re-adhesion control is easy to be activated compared to air-readhesion control, in electropneumatic cooperative control.SOLUTION: An electropneumatic cooperation brake control system 1 comprises a cooperative control part 10, an electric brake control part 20, and an air brake control part 30. In the cooperative control part 10, a threshold condition initial setting part 13 so sets that at the time of brake start, a slide detection threshold condition for pneumatic control rather than a slide detection threshold condition for electropneumatic control becomes a relatively lower threshold condition so as to be capable of sensitively detecting sliding. A threshold condition setting part 15 so changes that when a threshold change condition is satisfied during braking, the slide detection threshold condition for electropneumatic control rather than the slide detection threshold condition for pneumatic control becomes a relatively lower threshold condition so as to be capable of sensitively detecting sliding.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an electro-pneumatic cooperative brake control system and the like.

  Conventionally, as a brake control method of a railway vehicle (hereinafter, also simply referred to as "vehicle"), electro-pneumatic coordinated brake control (hereinafter simply referred to as "collaborative control") which coordinates and controls electric brakes such as regenerative brakes and air brakes. Also known) (see, for example, Patent Documents 1 and 2).

  First, a brake control unit (BCU) generates an electric control signal based on a brake notch signal from a driver's cab, and a motor control device (for example, an inverter). Output to The electric control signal is a signal indicating the required electric braking force (the required electric braking force). The motor control device causes the inverter to generate a current for a braking torque so as to generate an electric braking force according to the electric control signal. In addition, the motor is actually generated by using the rotational speed (or rotational frequency) of the wheel (axle) detected by the speed generator and the current for braking torque (the current command value may be used). Calculate the electric braking force (generated electric braking force). Then, the generated electric brake force is fed back to the brake receiver. The brake receiver generates the required brake force by setting the remaining brake force obtained by subtracting the generated electric brake force fed back from the total required brake force according to the brake notch signal as the required air brake force. Control to meet the braking force and the required air braking force.

  On the other hand, in a vehicle that accelerates or decelerates due to a tensile force (also referred to as adhesive force) between a wheel and a rail, such as an electric car (power car) such as a train or an electric locomotive, the wheel has It is possible for a "sliding" in which the rotational speed of the axle is lower than the traveling speed of the vehicle. Therefore, when gliding occurs, re-adhesion control is performed in which the braking force is reduced (loosely held) and held to return to adhesive running (see, for example, Patent Document 3). The occurrence of sliding can be detected, for example, when the state value of the axle obtained from the rotational speed of the sliding axle or the like satisfies a predetermined threshold condition.

JP 2000-71964 A Unexamined-Japanese-Patent No. 2001-268705 JP 2007-210396 A

  By the way, in coordinated control using both the electric brake and the air brake, sliding on the electric control target shaft related to the electric brake on the electric control side and sliding on the empty control target shaft related to the air brake on the empty control side Each detects. Then, if sliding is detected on the electric control side, re-adhesion control (electric re-adhesion control) is performed on the electric control target axis, and if sliding is detected on the empty side, the empty target axis is used. Although the re-adhesion control (air re-adhesion control) is performed on the object, it is general that the threshold condition is defined so that the electric control side can easily detect the slide than the air control side. there were. Therefore, it is often the electric control side that re-adhesion control is performed first when sliding occurs.

  However, since the electric brake force generated by the motor control device is fed back to the brake receiver, when the electric re-adhesion control is performed, the reduction in the electric brake force during that time becomes the required air brake force by cooperative control. It would be distributed and compensated by the air brake force, and the required electric brake force would be reduced around, resulting in a situation where the air system becomes dominant. As a result, even if re-adhesion is performed by the electric re-adhesion control, the required electric brake force remains low, so that the amount of regenerative power decreases, and the required air brake force increases, so that the brakes wear. Was a problem that In addition, when the air brake force is increased, there is a possibility that the vehicle moves back and forth to deteriorate the ride comfort.

  In view of the above-described problems, the present invention has problems such as a decrease in the amount of regenerated power and wear of a control wheel caused by the easier to activate electric re-adhesion control than air re-adhesion control in electro-pneumatic cooperative control. It was devised for the purpose of eliminating it.

A first invention for solving the above-mentioned problems is
Electric brake control that performs electric brake control based on a command signal of a given required electric brake force, and performs electric re-adhesion control when the state value of the electric control target shaft satisfies the sliding control threshold value conditions for electric control A unit (for example, the electric brake control unit 20 of FIG. 1);
An air brake control that performs air brake control based on a command signal of a given required air brake force and performs air reattachment control when the state value of the air control target shaft satisfies an air control slip detection threshold condition. A unit (for example, the air brake control unit 30 of FIG. 1);
A coordination controller (for example, coordination controller 10 in FIG. 1) that generates a command signal of the required electric brake force and a command signal of the required air brake force based on a given required brake force;
A control method of an electro-pneumatic cooperative brake control system (for example, the electro-pneumatic cooperative brake control system 1 of FIG. 1) comprising:
The threshold value is set to be relatively lower in order to make it possible to detect the sliding more sensitively than the sliding detection threshold condition for electric control at the start of the braking. Setting step (for example, step S3 of FIG. 2);
During braking, when the threshold change condition defined as the condition for changing the threshold condition is satisfied, the sliding detection threshold condition for electric control detects the sliding more sensitively than the sliding detection threshold condition for emptying. A change step (for example, step S17 in FIG. 2) of changing the condition to a relatively low threshold value to enable it;
Is a control method including

Also, as another invention,
Electric brake control that performs electric brake control based on a command signal of a given required electric brake force, and performs electric re-adhesion control when the state value of the electric control target shaft satisfies the sliding control threshold value conditions for electric control A unit (for example, the electric brake control unit 20 of FIG. 1);
An air brake control that performs air brake control based on a command signal of a given required air brake force and performs air reattachment control when the state value of the air control target shaft satisfies an air control slip detection threshold condition. A unit (for example, the air brake control unit 30 of FIG. 1);
A coordination controller (for example, coordination controller 10 in FIG. 1) that generates a command signal of the required electric brake force and a command signal of the required air brake force based on a given required brake force;
An electro-pneumatic cooperative brake control system (for example, the electro-pneumatic cooperative brake control system 1 of FIG. 1) comprising:
The threshold value is set to be relatively lower in order to make it possible to detect the sliding more sensitively than the sliding detection threshold condition for electric control at the start of the braking. An initial setting unit (for example, the threshold condition initial setting unit 13 of FIG. 1);
During braking, when the threshold change condition defined as the condition for changing the threshold condition is satisfied, the sliding detection threshold condition for electric control detects the sliding more sensitively than the sliding detection threshold condition for emptying. A changing unit (for example, the threshold condition changing unit 15 in FIG. 1) that changes the condition to a relatively low threshold to enable it;
An electro-pneumatic cooperative brake control system may be configured.

  According to the first invention and the like, at the time of starting the brake, it is easier to satisfy the sliding detection threshold condition for air control than the sliding detection threshold condition for electric control so that the air reattachment control works with priority. Set On the other hand, when the threshold change condition is satisfied, the sliding detection threshold condition for electric control is made easier to satisfy than the sliding detection threshold condition for emptying, and the electric re-adhesion control is set to work with priority. According to this, during braking, it is possible for the air-conditioning side to detect skidding more sensitively than the electric control side until the threshold changing condition is satisfied, and the air braking force is preferentially reduced. Therefore, as in the conventional case, as a result of the priority control of the re-adhesion control as in the prior art, the situation where the air-conditioning becomes dominant is avoided, and the re-adhesion control is effectively functioned to increase the regenerative power Can be In addition, since the air brake force is relaxed by the priority given to the air reattachment control, it is possible to suppress the wear of the control wheel.

Also, as a second invention,
The electric brake control unit outputs a feedback signal indicating generated electric braking force,
The cooperative control unit generates a command signal of the required electric brake force and a command signal of the required air brake force under a predetermined distribution condition for the required brake force until the threshold change condition is satisfied, and the threshold change condition And the command signal of the request electric brake force and the command signal of the request air brake force so that the request brake force is covered by the generated electric brake force and the request air brake force indicated by the feedback signal. Generate,
The control method of the first invention may be configured.

  According to the second aspect of the invention, the feedback signal is generated by generating the command signal of the required electric brake force and the command signal of the required air brake force according to a predetermined distribution condition after the start of the brake until the threshold change condition is satisfied. Since it is not necessary to perform cooperative control using the above, it is possible to more effectively increase the amount of regenerative power and to suppress the wear of the control wheel. At that time, if the distribution condition of the required electric brake force is large and the distribution of the required air brake force is small, the effect is further enhanced.

Also, as a third invention,
The changing step is an acceleration indicating a degree of sliding of the electronically controlled target shaft satisfying the electrically controlled sliding detection threshold condition and / or the vacant target shaft satisfying the empty control sliding detection threshold condition. Whether the threshold change condition is satisfied, at least including the threshold change condition, satisfying the condition indicating that the degree of sliding determined based on the sliding index value formed by the sliding speed or the equivalent value is relatively large To determine
The control method of the first or second invention may be configured.

  According to the third invention, when the sliding degree of the electronically controlled axis and / or the empty controlled axis is relatively large, it is possible to satisfy the threshold change condition.

Also, as a fourth invention,
The changing step determines whether the threshold change condition is satisfied, at least including in the threshold value changing condition that a predetermined brake continuation time has elapsed.
The control method of any of the first to third inventions may be configured.

  According to the fourth aspect of the invention, the threshold value change condition can be satisfied when the brake continuation time has elapsed a predetermined time.

As a fifth invention,
The change step determines whether the threshold change condition is satisfied, including at least the threshold change condition that the number of times the electronic control slide detection threshold condition has been met in a single brake has reached a predetermined number of times. Do,
The control method of any of the first to fourth inventions may be configured.

  According to the fifth invention, it is possible to satisfy the threshold change condition when the number of times the electronic control slide detection threshold condition is satisfied during one brake reaches a predetermined number.

Also, as a sixth invention,
The change step determines whether the threshold change condition is satisfied, including at least the threshold change condition that the train travel speed has become equal to or less than a predetermined speed.
The control method of any of the first to fifth inventions may be configured.

  According to the sixth invention, when the train traveling speed becomes equal to or lower than the predetermined speed, it is possible to satisfy the threshold change condition.

As a seventh invention,
In the changing step, an air brake force equivalent value indicating the brake force of the air brake, an electric brake force equivalent value indicating the brake force of the electric brake, or the requested brake force is a brake force of a predetermined magnitude or more. Determining whether the threshold change condition is satisfied, including at least a threshold change condition that indicates that there is a predetermined brake condition is included.
The control method of any of the first to sixth inventions may be configured.

  According to the seventh invention, when the air brake force equivalent value, the electric brake force equivalent value, or the required brake force becomes a brake force equal to or greater than a predetermined magnitude, the threshold value change condition can be satisfied.

As an eighth invention,
The electric control target shaft by the electric brake control unit and the pneumatic control target shaft by the air brake control unit are different axes.
The control method of any of the first to seventh inventions may be configured.

As a ninth invention,
The electric control target shaft by the electric brake control unit and the empty control target shaft by the air brake control unit are partially or entirely the same shaft, or the empty control target shaft by the air brake control unit A part of the electric control target shaft by the electric brake control unit,
The control method of any of the first to seventh inventions may be configured.

FIG. 2 is a block diagram showing an example of a functional configuration of an electro-pneumatic cooperative brake control system. The flowchart which shows the flow of a process of an electro-pneumatic cooperative brake control system.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. The present invention is not limited by the embodiments described below, and the mode to which the present invention can be applied is not limited to the following embodiments. In the following description, the present invention is applied to an electric vehicle by way of example, but in the case of a vehicle (electric vehicle) that travels by driving a driving wheel (also referred to as a moving shaft) by an electric motor The present invention is also applicable to vehicles such as fuel cell vehicles.

  FIG. 1 is a block diagram showing an example of a functional configuration of an electro-pneumatic cooperative brake control system 1 of the present embodiment. As shown in FIG. 1, the electric and pneumatic cooperative brake control system 1 includes a cooperative control unit 10, an electric brake control unit 20, and an air brake control unit 30.

  In the electro-pneumatic cooperative brake control system 1, the electric brake control unit 20 controls the electric brake based on the command signal of the required electric brake force RE from the cooperative control unit 10 and also controls the electric control target shaft (dynamic shaft). When the state value satisfies the sliding detection threshold condition for electric control, re-adhesion control (electric re-adhesion control) is performed. On the other hand, the air brake control unit 30 controls the air brake based on the command signal of the required air brake force RM from the coordination control unit 10, and the state value of the blanking target shaft satisfies the slippage detection threshold condition for blanking. If it does, re-adhesion control (air re-adhesion control) is performed. In the present embodiment, it is assumed that the electronically controlled axes and the empty controlled axes are all the same (all the electrically controlled axes are also empty controlled axes), and the dynamically controlled axes are also the pneumatically controlled axes. Each of the electric brake control unit 20 and the air brake control unit 30 performs sliding detection on the basis of the state value of.

  Here, in the present embodiment, the “braking force” may be the braking force itself, a value corresponding to the braking force such as deceleration, or a signal indicating these. These are collectively called "brake force". If the present embodiment is applied to a braking force equivalent value such as deceleration, the braking force may be read as the braking force equivalent value in the following description.

  Also, the state value of the motion axis is a value that is used to determine whether or not sliding occurs on the corresponding moving wheel, and it is possible to use, for example, the speed difference ΔV, acceleration α, deceleration β, etc. it can. The speed difference ΔV is a difference between a reference speed Vm indicating a traveling speed (train traveling speed) of a vehicle obtained from a cab or the like and a speed V related to the rotation of a target moving shaft (moving wheel). When sliding is not occurring, the speed V is gradually reduced because the brake is in operation, and the speed V becomes lower than the reference speed Vm due to the occurrence of sliding. Therefore, in the case where the state value is the speed difference ΔV, the occurrence of sliding can be detected when the speed difference ΔV reaches a predetermined threshold. In addition, if acceleration α and deceleration β of the dynamic axis are used as state values, the occurrence of sliding is determined by acceleration α and deceleration β which are predetermined as values that acceleration α and deceleration β can not take in adhesion running. It can be detected when the threshold is reached. In addition, the slip ratio may be used as the state value, and the occurrence of sliding may be detected when the slip ratio reaches the threshold value. The slip ratio can be obtained by “the reduction of the speed V / the traveling speed of the vehicle (reference speed Vm)”. Alternatively, the sliding detection threshold condition for electric control and the sliding detection threshold condition for airiness may be OR condition or AND condition of the determination result using the above two or more state values.

In the present embodiment, a state value is set as the deceleration β, and a case where the detection threshold for power control β _M and the detection threshold for air control β _T are used as the threshold is illustrated. More specifically, the condition that "deceleration β is greater than or equal to detection threshold β _M for electric control" is the sliding detection threshold condition for electric control, and "the condition that" deceleration β is higher than detection threshold β _T for airing "is empty Set as the control slide detection threshold condition. When other state values are used, the detection threshold for electric control and the detection threshold for airiness according to the corresponding state value are set in the same manner as in the case of using the deceleration β described below. realizable.

  The cooperative control unit 10 can be configured by, for example, a brake control unit (BCU), and receives an input of a brake notch signal, and based on a reference speed Vm from a cab or the like, the entire vehicle can The required required braking force RT is calculated, and the required electric braking force RE required for the electric brake is calculated according to a predetermined distribution condition. The distribution conditions can be set in advance. For example, 70% of the required braking force RT is set as the required electric braking force RE, and 30% of the required braking force RT is set as the required air braking force RM, etc. It can be defined as an allocation ratio. Of course, the distribution ratio can be set for each traveling speed. The requested braking force RT may be input to the coordination control unit 10, and the requested electric braking force RE may be calculated from the requested braking force RT. The required electric braking force RE is indicated by, for example, an electric control signal, and is output from the coordination control unit 10 to the electric brake control unit 20.

  Thereafter, brake control is performed using both the electric brake and the air brake, but while the coordinated control is switched on by the coordinated control switching unit 11 described later, coordinated control is performed. That is, a command signal of the calculated required electric braking force RE is generated and output to the electric brake control unit 20, and the generated electric braking force CE calculated by the electric brake control unit 20 is input as a feedback signal. Then, the cooperative control unit 10 generates a command signal of the required air braking force RM so that the required braking force RT is covered by the generated electric braking force CE and the required air braking force RM indicated by the feedback signal, and the air brake control unit Output to 30. Specifically, the coordination control unit 10 calculates the remaining braking force obtained by subtracting the generated electric braking force CE from the required braking force RT as the required air braking force RM, and outputs the command signal to the air brake control unit 30. . The required air brake force RM is also referred to as a sky signal or the like.

  On the other hand, when the cooperative brake control is off, the required electric brake is distributed by distributing the required braking force RT at the distribution ratio (allocation condition) described above without performing the cooperative brake control using the feedback signal as described above. The force RE and the required air brake force RM are calculated. It can also be said that the remaining braking force obtained by subtracting the calculated required electric braking force RE from the required braking force RT is calculated as the required air braking force RM. Then, a command signal of the required electric brake force RE is generated and output to the electric brake control unit 20, and a command signal of the required air brake force RM is generated and output to the air brake control unit 30.

  The coordination control unit 10 includes a coordination control switching unit 11. The cooperative control switching unit 11 switches on (present) / off (absent) of the cooperative control and sets the presence or absence of the execution. In the present embodiment, the period of brake control relating to one brake operation (from the start to the end of the brake) including the change operation of the brake notch is one unit of the brake, and the coordinated control is turned on / off during one brake. Switch. More specifically, the cooperative control switching unit 11 switches the cooperative control off at the start of braking, and switches the cooperative control on when the threshold condition changing unit 15 determines that the threshold change condition is satisfied. The period of the brake control according to one change operation of the brake notch may be one unit of the brake, and the on / off switching of the coordinated control may be performed each time the brake notch is changed.

Moreover, cooperative control unit 10 includes a threshold condition initial setting unit 13, and a threshold condition changing portion 15, and _M for detection threshold β electrically-controlled for determining the skid detection threshold condition for the electrically controlled, sliding detection threshold conditions for air system To set the air conditioning detection threshold value β _T.

Specifically, the threshold condition initial setting unit 13, the brake notch signal is inputted, a detection threshold beta _M for electrical control, the air system for the detection threshold beta _T is initialized. In this embodiment, upon initiation brake, electronically controlled for gliding detection because the skyward system for skid detection threshold condition is a can detect sensitively sliding than the threshold condition, the air system for the initial value of the detection threshold beta _T setting the beta _T0 as a value of less than the initial value beta _M0 of electronically controlled for detection threshold _{β M (β T0 <β M0} ). Specific values of the threshold values β _M0 and β _T0 may be determined in advance. As a result, the skid detection threshold condition for air-conditioning at the start of braking is set to a condition that the threshold value is relatively lower than that of the sliding detection threshold condition for electric control.

On the other hand, the threshold condition changing unit 15 determines whether the threshold change condition defined as the condition for changing the threshold condition is satisfied during one brake. In this embodiment, for example, it is determined that "the brake continuation time after the brake notch signal is input has elapsed a predetermined time (for example, 3 seconds)" as the threshold change condition. Then, when it is determined that the threshold change condition is satisfied, the cooperative control switching unit 11 is notified of that and the sliding detection threshold condition for electric control is more sensitive than the empty sliding detection threshold condition. In order to make detection possible, the changed detection threshold for electric control β _M1 is set as a value less than the detection threshold for air control β _T1 after change (β _M1 <β _T1 ). Specific values of the thresholds β _M1 and β _T1 may be determined in advance. As a result, the sliding detection threshold condition for electric control when the threshold change condition is satisfied is set to a condition in which the threshold value is relatively lower than the sliding detection threshold condition for emptying.

These settings let the electronically controlled for detection threshold beta _M and air system for detection threshold beta _T (initialization or setting change), at the start brake air system for skid detection threshold condition, electrically controlled for gliding detection threshold The condition becomes easier to satisfy than the condition (the condition is satisfied earlier than the sliding detection threshold condition for electric control), and the air re-adhesion control works preferentially when the brake is started. On the other hand, when the threshold change condition is satisfied during braking, the sliding detection threshold condition for electric control is more likely to be satisfied than the sliding detection threshold condition for blanking, and when the threshold changing condition is satisfied during braking, Control re-adhesion control works preferentially.

  The electric brake control unit 20 can be configured by a motor control device that controls a motor that drives a moving wheel (also referred to as a moving shaft), and can be realized, for example, as one function of an inverter device. The electric brake control unit 20 generates a braking torque corresponding to the required electric braking force RE, and obtains a braking force by causing the motor to work as a generator. The electric brake may be either a regenerative brake or a regenerative brake, but in the present embodiment, it is a regenerative brake. The electric brake control unit 20 includes a control slip detection unit 21, a control re-adhesion control unit 23, and a generated electric braking force calculation unit 25.

The electronically controlled slip detection unit 21 includes a deceleration calculation unit 211 that calculates a deceleration β as a state value of the electronically controlled target shaft (motion shaft), and detects the occurrence of sliding based on the obtained deceleration β. Specifically, the electronically controlled slip detection unit 21 uses the detection threshold β _M (= β _M0 or β _M1 ) for electric control that is initialized by the threshold condition initial setting unit 13 and is changed by the threshold condition change unit 15. The deceleration .beta. Calculated by the deceleration calculation unit 211 is threshold-determined, and the occurrence of sliding is detected when the deceleration .beta. Reaches the detection threshold .beta. _M for the electric control and satisfies the sliding detection threshold for the electric control.

  The electronic control re-adhesion control unit 23 performs electronic control re-adhesion control when the electronic control slip detection unit 21 detects the occurrence of sliding, and performs control to reattach the dynamic axis of the object which has slid. In this electric re-adhesion control, control is performed to reduce the braking torque (in the case of an inverter, the current for the braking torque) to reduce the electric braking force. Then, it is determined that the state value falls below a predetermined threshold as the re-adhesion detection condition, and the braking torque is increased when the re-adhesion detection condition is satisfied, and the reduced electric braking force is required to the required electric braking force RE. Control to recover.

  The generated electric brake force calculator 25 calculates the currently generated electric brake force and outputs it as the generated electric brake force CE. The generated electric braking force is calculated, for example, using the braking torque controlled by the electric brake control unit 20 and the rotational speed (or rotational frequency) of the moving shaft.

  The air brake control unit 30 is a functional unit that drives the brake cylinder using compressed air as a power source, and controls the operation of the air brake that generates a frictional force by a mechanical operation that presses the control element against the wheel tread and the brake disc. The air brake is controlled to generate an air brake force corresponding to the required air brake force RM by controlling the air supply and exhaust of the brake cylinder and adjusting the brake cylinder pressure (BC pressure). For example, it can be realized by adjusting the BC pressure such that a value corresponding to the current air brake force (hereinafter referred to as "air brake force equivalent value") becomes a value corresponding to the required air brake force RM. The air brake force equivalent value can be, for example, a detection signal of a pressure sensor that detects BC pressure. The air brake control unit 30 includes an air slide detection unit 31 and an air reattachment control unit 33.

The sky slide detection unit 31 includes a deceleration calculation unit 311 that calculates the deceleration β as a state value of the air control target shaft (the motion shaft in the present embodiment), and detects the occurrence of slide based on the calculated deceleration β Do. Specifically, the idle / sliding detection unit 31 uses the air conditioning detection threshold β _T (= β _T0 or β _T1 ) that is initially set by the threshold condition initial setting unit 13 and is changed by the threshold condition change unit 15. The deceleration .beta. Calculated by the deceleration calculation unit 311 is threshold-determined, and the occurrence of sliding is detected when the deceleration .beta. Reaches the air-conditioning detection threshold value .beta. _T and the air-conditioning sliding detection threshold condition is satisfied.

  The air re-adhesion control unit 33 performs air re-adhesion control when the air-sliding detection unit 31 detects the occurrence of sliding, and performs control to re-adhere the motion axis of the object that has slid. In this re-adhesion control, control is performed to reduce the BC pressure to reduce the air brake force. Then, it is determined that the state value falls below a predetermined threshold as the re-adhesion detection condition, and the BC pressure is increased when the re-adhesion detection condition is satisfied, and the lowered air brake force is required to the requested air brake force RM. It performs control to recover.

Next, the flow of processing of the electro-pneumatic cooperative brake control system 1 will be described with reference to FIG. The cooperation control unit 10 will be described as a subject of processing. First, as shown in FIG. 2, the coordination controller 10 is in a standby state until the brake is started, that is, until the brake notch signal is input. When the brake notch signal is input (step S1: YES), the threshold condition initial setting unit 13, electronically controlled for detection threshold beta _M and Availability system for detection threshold beta _T and each initial value beta _{M0 of,} beta _The electric control detection threshold value β _M0 is output to the electric control slip detection unit 21, and the air control detection threshold value β _T0 is output to the air release slip detection unit 31 (step S3). Further, the cooperative control switching unit 11 switches the cooperative control off (step S5). Then, in the electric brake control unit 20, the electronically controlled slide detection unit 21 detects the occurrence of slide using the detection threshold value β _M0 for electric control in the process of step S3, and when it is detected, the electric re-adhesion control unit 23 Will perform electronic re-adhesion control. On the other hand, in the air brake control unit 30, the air slipping control unit 31 detects the occurrence of sliding using the air conditioning detection threshold value β _T0, and when it is detected, the air retouching control unit 33 controls the air retouching control. Will do.

  Subsequently, the coordination control unit 10 calculates the required braking force RT based on the reference speed Vm according to the brake notch signal (step S7). Then, while cooperative control is off (NO in step S9), the required brake force is distributed according to a predetermined distribution condition, and a command signal of the required electric brake force RE is output to the electric brake control unit 20 and the required air brake The command signal of force RM is output to the air brake control unit 30 (step S11). In response to the command signal here, the electric brake control unit 20 generates a braking torque in accordance with the required electric brake force RE to drive the electric brake. On the other hand, the air brake control unit 30 controls the BC pressure in accordance with the required air brake force RM to drive the air brake. Thereafter, the threshold condition changing unit 15 starts the timer and starts measuring the brake continuation time (step S13), and the process proceeds to step S15.

That is, in step S <b> 15, the threshold condition changing unit 15 determines whether the threshold change condition is satisfied, using the brake continuation time whose timing is started in step S <b> 13. If the threshold change condition is not satisfied (step S15: NO), the process proceeds to step S21. On the other hand, if it is determined that the threshold change condition is satisfied (step S15: YES), the threshold condition changing unit 15 changes the detection threshold beta _T for electronically controlled for detection threshold beta _M and empty system, the changed The electronic control detection threshold value β _M1 is output to the electronic control slip detection unit 21, and the air control detection threshold value β _T1 is output to the air control slip detection unit 31 (step S17). Further, the cooperative control switching unit 11 switches the cooperative control on (step S19). Thereafter, the process proceeds to step S21. Then, in the electric brake control unit 20, the electronically controlled slide detection unit 21 detects the occurrence of slide by using the detection threshold β _M1 for electric control in the process of step S19. Performs electronic re-adhesion control. Further, in the air brake control unit 30, the air slide detection unit 31 detects the occurrence of slide using the air detection detection threshold value β _T1, and when it is detected, the air reattachment control unit 33 controls the air reattachment control. I do.

  Then, in step S21, it is determined whether or not the brake is continued. If the brake is continued (step S21: YES), the process returns to step 7. Then, when the coordinated control is turned on (step S9: YES), the coordinated control unit 10 executes the coordinated control to distribute the required braking force RT, and sends a command signal of the required electric braking force RE to the electric brake control unit 20. While outputting, the command signal of demand air brake force RM is outputted to air brake control part 30 (Step S23). Thereafter, the process proceeds to step S21. In response to the command signal here, the electric brake control unit 20 drives the electric brake according to the required electric brake force RE, and the air brake control unit 30 drives the air brake according to the required air brake force RM.

  As described above, according to the present embodiment, during one brake operation, coordinated control is turned off during the period from when the brake is started until the threshold change condition is satisfied, and the required braking force RT is applied under a predetermined distribution condition. It can be distributed to the demand electric brake force RE and the demand air brake force RM. In the meantime, the airborne sliding detection threshold condition is made easier to satisfy than the electronic control sliding detection threshold condition so that airborne re-adhesion control works preferentially. On the other hand, when the threshold change condition is satisfied, cooperative control is turned on to make it easier to satisfy the sliding detection threshold condition for electric control than the empty sliding detection threshold condition, and the electric re-adhesion control works with priority. Let's do it. Therefore, while braking until the threshold changing condition is satisfied, the conventional electric re-adhesion control works preferentially to prevent the air-conditioning from becoming a dominant condition, so It is possible to effectively function the adhesion to increase the amount of regenerative power. In addition, since the air brake force is relaxed by the priority given to the air reattachment control, it is possible to suppress the wear of the control wheel.

  In the above embodiment, it is determined whether the threshold change condition is satisfied using the brake continuation time. On the other hand, "a condition that indicates that the degree of sliding determined based on the sliding index value representing the degree of sliding of the electronic control target shaft satisfying the sliding detection threshold condition for electronic control is relatively large" is the threshold value. It may be determined as a change condition. Alternatively, the threshold change condition may be "a condition that indicates that the degree of sliding determined based on the sliding index value representing the degree of sliding of the empty target axis satisfying the empty slide detection threshold condition is relatively large". These OR conditions and AND conditions can also be used as threshold change conditions. For example, as the sliding index value, the acceleration α of the electronically controlled shaft and / or the vacant control shaft, the sliding speed which is the speed difference ΔV, or their equivalent value can be used.

  In this case, the electronically controlled skid detection unit 21 and / or the idle skid detection unit 31 calculate the acceleration α or the like as a state value, and output the calculated value to the threshold condition change unit 15. Then, the threshold condition changing unit 15 uses the input value as the sliding index value, and changes the threshold by comparing with, for example, a predetermined predetermined threshold (a threshold for determining that the sliding has exceeded the small slide). It is determined whether the condition is satisfied (whether the degree of sliding is relatively large).

  Further, as the equivalent value, for example, the result of the sliding detection by the electronically controlled sliding detection unit 21 and / or the airborne sliding detection unit 31 can be used. When the electronic control slip detection unit 21 or the air slip detection unit 31 performs slide detection using the acceleration α and the speed difference ΔV as the state values, the detection result can be said to be an equivalent value of the state values.

  In addition, the threshold change condition may be that "the number of times the electronic control slide detection threshold condition has been satisfied during one brake has reached a predetermined number". The number of times that the sliding detection threshold condition for electric control is satisfied may be determined appropriately. In this case, when the electronic control slip detection unit 21 detects a slide, the threshold condition change unit 15 is notified of that (the broken arrow in FIG. 1). Then, the threshold condition changing unit 15 counts the number of notifications and determines whether the threshold change condition is satisfied.

  In addition, "the train traveling speed has become equal to or less than a predetermined speed" may be set as the threshold change condition. As the predetermined speed, for example, a threshold speed that can be determined to be a low speed region can be employed. In this case, the threshold condition changing unit 15 makes a threshold determination on the reference velocity Vm, and determines that the threshold change condition is satisfied when it becomes equal to or lower than a predetermined velocity.

  The threshold change condition includes the brake continuation time, the sliding index value, the number of times the sliding detection threshold condition for electric control is satisfied, and the OR condition or the AND condition of the determination result of two or more of the threshold change conditions related to the train traveling speed. You can also

  Furthermore, as the threshold change condition, an air brake force equivalent value indicating the current air brake force, an electric brake force equivalent value indicating the current electric brake force, or the required brake force RT is predetermined. The threshold change condition may at least include that a predetermined brake condition that indicates that the braking force is greater than or equal to the magnitude. In this case, the air brake force is at a certain level or more, the electric brake force is at a certain level or more, or the brake force at a certain level or more is required. The threshold condition can be switched so that the sliding can be detected more sensitively in the case of the sliding detection threshold condition for electric control than the control sliding detection threshold condition, and it is possible to make it easier to invoke the re-adhesion control for electric control. . The electric brake force equivalent value may be the value of the generated electric brake force CE that is calculated, or may be the value of the current or power of the motor corresponding to the electric brake force generated by the regenerative brake.

  Further, in the above embodiment, the distribution conditions (the distribution ratio of the required electric braking force RE and the distribution ratio of the required air braking force RM) at the time of distributing the required braking force RT according to the input of the brake notch signal are fixed. However, it may be set variably during braking. For example, control using the electric brake preferentially can be performed. Specifically, while the required electric braking force RE is less than the predetermined value, all (100%) of the required braking force RT is distributed as the required electric braking force RE, while when it reaches the predetermined value, it is gradually The ratio of the required electric braking force RE may be reduced and the ratio of the required air braking force RM may be increased.

  In the above embodiment, the case where the electronically controlled shaft and the pneumatically controlled shaft are all the same has been described. However, when the electrically controlled shaft and the pneumatically controlled shaft are partially the same (a part of the axle is electrically The same applies to the control target axis and the empty control target axis). Alternatively, in the case where a part of the empty control axes is the electric control target axis, for example, all the axles are empty control axes and a part of the axles is the electric control target axis, etc. Applicable The same applies to the case where the electronically controlled axis and the pneumatically controlled axis are completely different axes.

  In the above embodiment, the coordination control unit 10 has been described as an independent functional unit, but the coordination control unit 10 and the air brake control unit 30 may be configured as one functional unit (device).

  In addition, although the threshold condition initial setting unit 13 and the threshold condition change unit 15 have been described as a configuration that the cooperative control unit 10 has, the electric brake control unit 20 and the air brake control unit 30 respectively have the threshold condition initial setting unit 13 and the threshold The condition changing unit 15 may be provided. In that case, the brake notch signal may be input to each of the electric brake control unit 20 and the air brake control unit 30.

In addition, the threshold condition initial setting unit 13 and the threshold condition change unit 15 output the detection threshold for electric control β _M and the detection threshold for empty control β _T to the electric brake control unit 20 and the air brake control unit 30, respectively. Although the explanation has been made as above, it may be as follows. That is, the electric brake control unit 20 stores the detection threshold _values β _M0 and β _M1 for electric control, and the air brake control unit 30 stores the detection threshold _values β _T0 and β _T1 for empty control, and the threshold condition initial setting unit 13 and the threshold The condition changing unit 15 outputs a switching signal. The electric brake control unit 20 and the air brake control unit 30, which have received the switching signal, detect the corresponding detection threshold β _M (= β _M0 or β _M1 ) or the detection threshold β _T (= β _T0 or β _T1). ) Is selected and used as a setting threshold for sliding detection.

  Further, although the generated electric brake force calculation unit 25 calculates the electric brake force currently generated and outputs it as the generated electric brake force CE, it may be as follows. That is, a braking force obtained by adding a given addition value to the calculated electric braking force is output as the generated electric braking force CE. In this way, when coordinated control is on, the required air brake force RM is reduced by the added value, so that sliding control and re-adhesion control are performed when electronic re-adhesion control works. Can be expected to be effective in reducing events such as repeated occurrence of

DESCRIPTION OF SYMBOLS 1 ... Electro-pneumatic cooperative brake control system 10 ... Coordinated control part 11 ... Coordinated control switching part 13 ... Threshold condition initial setting part 15 ... Threshold condition change part 20 ... Electric brake control part 21 ... Electric control slip detection part 211 ... Deceleration calculation Section 23 ... electric control re-adhesion control unit 25 ... generated electric brake force calculation unit 30 ... air brake control unit 31 ... air-on-slip detection unit 311 ... deceleration calculation unit 33 ... empty control re-adhesion control unit

Claims (10)

Electric brake control that performs electric brake control based on a command signal of a given required electric brake force, and performs electric re-adhesion control when the state value of the electric control target shaft satisfies the sliding control threshold value conditions for electric control Department,
An air brake control that performs air brake control based on a command signal of a given required air brake force and performs air reattachment control when the state value of the air control target shaft satisfies an air control slip detection threshold condition. Department,
A coordination controller that generates a command signal of the required electric brake force and a command signal of the required air brake force based on a given required brake force;
A control method of an electro-pneumatic cooperative brake control system comprising:
The threshold value is set to be relatively lower in order to make it possible to detect the sliding more sensitively than the sliding detection threshold condition for electric control at the start of the braking. Setting step,
During braking, when the threshold change condition defined as the condition for changing the threshold condition is satisfied, the sliding detection threshold condition for electric control detects the sliding more sensitively than the sliding detection threshold condition for emptying. Changing the threshold to a relatively low condition to make it possible;
Control method including: The electric brake control unit outputs a feedback signal indicating generated electric braking force,
The cooperative control unit generates a command signal of the required electric brake force and a command signal of the required air brake force under a predetermined distribution condition for the required brake force until the threshold change condition is satisfied, and the threshold change condition And the command signal of the request electric brake force and the command signal of the request air brake force so that the request brake force is covered by the generated electric brake force and the request air brake force indicated by the feedback signal. Generate,
The control method according to claim 1. The changing step is an acceleration indicating a degree of sliding of the electronically controlled target shaft satisfying the electrically controlled sliding detection threshold condition and / or the vacant target shaft satisfying the empty control sliding detection threshold condition. Whether the threshold change condition is satisfied, at least including the threshold change condition, satisfying the condition indicating that the degree of sliding determined based on the sliding index value formed by the sliding speed or the equivalent value is relatively large To determine
The control method according to claim 1 or 2. The changing step determines whether the threshold change condition is satisfied, at least including in the threshold value changing condition that a predetermined brake continuation time has elapsed.
The control method according to any one of claims 1 to 3. The change step determines whether the threshold change condition is satisfied, including at least the threshold change condition that the number of times the electronic control slide detection threshold condition has been met in a single brake has reached a predetermined number of times. Do,
The control method according to any one of claims 1 to 4. The change step determines whether the threshold change condition is satisfied, including at least the threshold change condition that the train travel speed has become equal to or less than a predetermined speed.
The control method according to any one of claims 1 to 5. In the changing step, an air brake force equivalent value indicating the brake force of the air brake, an electric brake force equivalent value indicating the brake force of the electric brake, or the requested brake force is a brake force of a predetermined magnitude or more. Determining whether the threshold change condition is satisfied, including at least a threshold change condition that indicates that there is a predetermined brake condition is included.
The control method according to any one of claims 1 to 6. The electric control target shaft by the electric brake control unit and the pneumatic control target shaft by the air brake control unit are different axes.
The control method according to any one of claims 1 to 7. The electric control target shaft by the electric brake control unit and the empty control target shaft by the air brake control unit are partially or entirely the same shaft, or the empty control target shaft by the air brake control unit A part of the electric control target shaft by the electric brake control unit,
The control method according to any one of claims 1 to 7. Electric brake control that performs electric brake control based on a command signal of a given required electric brake force, and performs electric re-adhesion control when the state value of the electric control target shaft satisfies the sliding control threshold value conditions for electric control Department,
An air brake control that performs air brake control based on a command signal of a given required air brake force and performs air reattachment control when the state value of the air control target shaft satisfies an air control slip detection threshold condition. Department,
A coordination controller that generates a command signal of the required electric brake force and a command signal of the required air brake force based on a given required brake force;
An electro-pneumatic cooperative brake control system comprising
The threshold value is set to be relatively lower in order to make it possible to detect the sliding more sensitively than the sliding detection threshold condition for electric control at the start of the braking. An initial setting unit,
During braking, when the threshold change condition defined as the condition for changing the threshold condition is satisfied, the sliding detection threshold condition for electric control detects the sliding more sensitively than the sliding detection threshold condition for emptying. A change unit that changes the condition to a relatively low threshold to enable it;
Electric and air coordinated brake control system equipped with

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