JP7088642B2 - Brake control system - Google Patents

Description

The present disclosure relates to a brake control system mounted on a train.

Trains equipped with a brake control system equipped with an emergency braking function are known. The emergency brake function is a function that automatically generates braking force in an emergency to stop the train.

The emergency braking function is required to reduce the braking distance until the train stops as much as possible. However, in a train, simply increasing the braking force may cause the wheels to slide with respect to the track. Therefore, if the braking force is increased, the braking distance may be extended.

On the other hand, in Patent Document 1, among a plurality of vehicles possessed by a train, the braking force of the sliding vehicle is reduced, and the reduced braking force is compensated by the braking force of another vehicle. Techniques for ensuring overall deceleration are described.

Japanese Unexamined Patent Publication No. 2006-14543

The adhesive state of the wheels changes depending on the running conditions such as track alignment, weather, and temperature. Therefore, in the technique described in Patent Document 1, depending on the adhesive state of the wheels, the braking force of the other vehicle may be compensated to promote the sliding of the other vehicle, and the braking distance of the entire train may be rather large. be.

One aspect of the present disclosure is to provide a brake control system capable of decelerating or stopping a running train with a shorter braking distance in the event of a situation in which the running train should be slowed down or stopped. ..

The brake control system in one aspect of the present disclosure is mounted on a train configured to travel on track with a plurality of wheels. The train is equipped with at least one braking device. The at least one braking device is configured to generate braking force based on adhesion to the track for at least one wheel.

The brake control system includes a linear acquisition unit, a command output unit, and at least one brake control unit. The linear acquisition unit is configured to acquire linear information indicating the alignment of the current position of the train on the track. The command output unit is configured to output a brake command indicating a braking force according to the linear information acquired by the linear acquisition unit when a specific braking condition is satisfied. The at least one brake control unit is configured to control the operation of the at least one brake device, and causes the at least one brake device to generate the braking force indicated by the brake command output from the command output unit. It is configured.

According to such a configuration, when a specific braking condition is satisfied, a brake command indicating a braking force corresponding to the alignment of the current position of the train on the track is output. As a result, the brake control unit generates a braking force for the brake device according to the alignment of the current position of the train based on the brake command from the command output unit. Therefore, it is possible to decelerate or stop the train with a shorter braking distance when a situation occurs in which the running train should be decelerated or stopped.

The command output unit may be configured to output a brake command so that the larger the linear curvature indicated by the linear information, the lower the braking force. In this case, since an appropriate braking force can be generated according to the curvature of the current position of the train, the train can be decelerated or stopped at a shorter braking distance even while traveling on a curve.

The brake control system may further include an adhesive information acquisition unit. The adhesive information acquisition unit is configured to acquire adhesive information indicating the adhesive state of at least one of the plurality of wheels with respect to the track. Then, the command output unit may be configured to output a brake command indicating a braking force according to the linear information acquired by the linear acquisition unit and the adhesive information acquired by the adhesive information acquisition unit.

In this case, a brake command indicating a more appropriate braking force is output in consideration of the actual adhesive state in addition to the linearity. As a result, the brake control unit generates a more appropriate braking force for the brake device according to the alignment and adhesion state of the current position of the train based on the brake command from the command output unit. Therefore, the train can be decelerated or stopped at a shorter braking distance depending on the adhesive state.

Here, the adhesive information may include gliding information indicating the gliding state of the at least one wheel with respect to the track. In this case, a brake command indicating an appropriate braking force according to the sliding state is output. Therefore, the train can be decelerated or stopped at a shorter braking distance depending on the sliding state.

The gliding information may include information indicating the gliding level indicating the degree of gliding with respect to the track in stages. In this case, the command output unit can easily and appropriately determine the braking force indicated by the brake command to be output based on the information indicating the gliding level included in the gliding information.

When the adhesive information includes gliding information, the command output unit is configured to output a brake command so that the braking force decreases as the degree of gliding with respect to the track increases, based on the gliding state indicated by the gliding information. May be. In this case, since an appropriate braking force can be generated according to the degree of gliding, the train can be decelerated or stopped at a short braking distance according to the degree of gliding.

The adhesive information may include idling information indicating the idling state of the at least one wheel with respect to the track. In this case, a brake command indicating an appropriate braking force according to the idling state is output. Therefore, the train can be decelerated or stopped at a shorter braking distance depending on the idling state.

Here, the train may include a plurality of vehicles, and each of the plurality of vehicles may be equipped with a brake device. Further, the brake control unit may be provided in each of the plurality of vehicles and may be configured to control the operation of the brake device mounted on the vehicle provided with the brake control unit.

In such a configuration, the adhesive information acquisition unit may be configured to acquire adhesive information for each of a plurality of vehicles. Further, the command output unit may be configured to output a brake command indicating a braking force according to the adhesive information of the vehicle acquired by the adhesive information acquisition unit for each of the plurality of vehicles. Then, the brake control unit provided in each of the plurality of vehicles brakes the braking force indicated by the brake command based on the brake command output from the command output unit to the vehicle provided with the brake control unit. It may be configured to generate in the device.

In this case, the brake command is output individually for each vehicle. Further, the brake command to each vehicle is a brake command indicating the braking force according to the adhesive state of the output destination vehicle. Therefore, it is possible to individually generate an appropriate braking force according to the adhesive state of the vehicle for each vehicle, and it is possible to shorten the braking distance of the entire train.

It is explanatory drawing which shows the train 1 of an embodiment. It is explanatory drawing for demonstrating the braking force of each brake command. It is a flowchart of adhesive information output processing. It is a flowchart of brake command output processing. It is a flowchart of a brake control process. It is explanatory drawing which shows an example of the brake command EB output to each vehicle.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
[1. Embodiment]
(1-1) Overall configuration of a train As shown in FIG. 1, the train 1 of the present embodiment includes a plurality of railway vehicles (hereinafter, abbreviated as vehicles) 100. The plurality of vehicles 100 are connected along the traveling direction. The train 1 of the present embodiment includes a plurality of vehicles 100 having a total of N cars. In FIG. 1, among the N vehicles 100, the first vehicle 100-1 and the nth vehicle 100-n are shown, and the other vehicles 100 are not shown. N and n are natural numbers.

Each vehicle 100 is provided with a plurality of wheels 110. The train 1 is configured to travel on the track 200 by a plurality of wheels 110. A rail 201 is laid on the track 200, and the train 1 travels on the rail 201.

The train 1 includes a current collector and an electric motor (not shown), collects electric power from an overhead wire (not shown) by the current collector, and the electric motor is driven based on the electric power to rotate a plurality of wheels 110. It is configured to run.

Each vehicle 100 is equipped with a brake device 15. Each brake device 15 generates braking force based on adhesion with the track 200 (specifically, adhesion with the rail 201) to a plurality of wheels 110 of the vehicle 100 on which the brake device 15 is mounted. It is configured to reduce the axial speed of each wheel 110.

The type of each brake device 15 is not particularly limited, and may be a mechanical brake, a regenerative brake, or a combination thereof. Further, in the case of a mechanical brake, any specific braking method (for example, tread brake, disc brake, etc.) may be used.

The brake control system 5 is mounted on the train 1 of the present embodiment configured as described above. The brake control system 5 is a system for generating an emergency braking force on the train 1 to decelerate or stop the train 1 when a specific braking condition is satisfied.

The brake control system 5 may be configured to decelerate the train 1 to a certain speed or less without completely stopping the train 1, but in the present embodiment, the brake control system 5 is configured to completely stop the train 1. There is. Further, the emergency braking force means a braking force for stopping the train 1 as soon as possible when a specific braking condition for stopping the train 1 is satisfied. The emergency braking force is generally greater than the braking force of a regular brake generated by the driver's operation.

Specific braking conditions for stopping train 1 include, for example, the occurrence of an earthquake, failure of a regular brake device, failure of a security device, and the like. In this embodiment, when an earthquake of a certain level or higher occurs, power transmission to the overhead line is stopped. Therefore, in the train 1, at least, the voltage value of the overhead wire input via the current collector is set to be at least a certain level or less as a specific braking condition. That is, the train 1 is configured to indirectly detect the occurrence of an earthquake and generate an emergency braking force when the voltage value of the overhead wire falls below a certain level.

(1-2) Configuration of Brake Control System As shown in FIG. 1, the brake control system 5 includes an aggregation device 10 and a plurality of brake control devices 20. A plurality of brake control devices 20 are provided for each vehicle 100. Each brake control device 20 controls the operation of the brake device 15 mounted on the vehicle 100 provided with the brake control device 20.

Since each brake control device 20 has basically the same configuration, here, the configuration and functions of the brake control device 20 provided in the first vehicle 100-1 will be described as a representative. do.

As shown in FIG. 1, the brake control device 20 includes a brake control unit 21 and an adhesive state detecting unit 22.
(1-2-1) Configuration of Adhesive State Detection Unit The adhesive state detecting unit 22 acquires adhesion-related information indicating the adhesive state of a plurality of wheels 110 of the vehicle 100-1 with respect to the track 200. In the present embodiment, the adhesion-related information includes gliding-related information D01 and slip-related information D02.

The gliding-related information D01 is at least one piece of information necessary for calculating the gliding level of the wheel 110. The gliding level is an index indicating the degree of gliding of the wheel 110 with respect to the track 200, and in the present embodiment, one of three stages of gliding levels 0, 1, and 2 is calculated.

At least one piece of information required to calculate the gliding level includes, for example, the rotation axis speed of the wheel 110, the rotation axis deceleration of the wheel 110, the speed of the vehicle 100-1 (hereinafter referred to as vehicle speed), and the like. .. As the vehicle speed, the speed of another vehicle 100 or the vehicle speed detected by the aggregation device 10 may be substituted.

The slip-related information D02 is at least one piece of information necessary for calculating the slip level of the wheel 110. The idling level is an index indicating the degree of idling of the wheel 110 with respect to the track 200, and in the present embodiment, any of three stages of idling levels 0, 1, and 2 is calculated. As at least one piece of information required to calculate the slip level, for example, each of the above-mentioned information necessary to calculate the gliding level can be mentioned.

(1-2-2) Configuration of Brake Control Unit The brake control unit 21 includes a microcomputer including a CPU 21a and a memory 21b in the present embodiment. The memory 21b has a semiconductor memory such as a ROM, RAM, NVRAM, or a flash memory.

Various programs and data are stored in the memory 21b. The various programs stored in the memory 21b include each program of the adhesive information output process of FIG. 3 and the brake control process of FIG. 5, which will be described later.

Various functions of the brake control unit 21 are realized by the CPU 21a executing a program stored in the memory 21b. However, the various functions of the brake control unit 21 are not limited to those realized by executing the program, and some or all of them may be realized by using one or a plurality of hardware.

The brake control unit 21 calculates the sliding level and the idling level based on the adhesive-related information acquired by the adhesive state detecting unit 22, that is, the sliding-related information D01 and the slip-related information D02.
The gliding level can be calculated by various methods based on the gliding-related information D01. For example, two different threshold values can be set for the rotation axis deceleration, and one of the three stages can be calculated based on the magnitude relationship between each threshold value and the rotation axis deceleration. It can be said that the larger the deceleration of the rotating shaft, the higher the sliding level.

As for the gliding level, the gliding levels are higher in the order of gliding levels 0, 1, and 2. That is, the degree of gliding is the smallest at the gliding level 0, and the degree of gliding is the highest at the gliding level 2. If no gliding has occurred, the gliding level is calculated as gliding level 0.

Further, for example, the gliding level sets two different threshold values for the difference between the vehicle speed and the rotation axis speed (hereinafter referred to as speed difference), and based on the magnitude relationship between each threshold value and the speed difference, three. Any of the stages can be calculated. It can be said that the smaller the rotation axis speed with respect to the vehicle speed, the higher the gliding level.

Further, for example, the gliding level can be calculated by setting two different threshold values for the slip rate and calculating one of the three stages based on the magnitude relationship between each threshold value and the slip rate. The slip rate is a value obtained by dividing the speed difference by the vehicle speed, and the larger the slip rate is, the higher the slip level is.

The idling level can be calculated by various methods based on the idling-related information D02. For example, two different threshold values can be set for the speed difference between the vehicle speed and the rotation axis speed, and one of the three stages can be calculated based on the magnitude relationship between each threshold value and the speed difference. It can be said that the higher the rotation axis speed with respect to the vehicle speed, the higher the idling level.

It should be noted that it is only an example to divide the gliding level and the idling level into three levels. The gliding level and idling level may be divided into two levels or four or more levels.

The brake control unit 21 transmits the gliding information D1 including the calculated gliding level and the idling information D2 including the calculated idling level to the aggregation device 10. The gliding information D1 and the idling information D2 are examples of adhesive information indicating the adhesive state of the wheel 110 to the track 200.

Further, the brake command EB is input to the brake control unit 21 from the aggregation device 10. The brake command EB input from the aggregation device 10 to the brake control unit 21 is one of four types of brake commands in the present embodiment. Specifically, when a specific braking condition is satisfied, the aggregation device 10 has one of emergency brake command EB0, first earthquake brake command EB1, second earthquake brake command EB2, and third earthquake brake command EB3. Output one.

Each of the brake commands EB0, EB1, EB2, and EB3 is a command indicating the braking force required to decelerate the vehicle at a deceleration as illustrated in FIG. 2 according to the vehicle speed. That is, as is clear from FIG. 2, the braking force indicated by each brake command EB0, EB1, EB2, EB3 increases in the order of EB0, EB1, EB2, EB3.

Information for changing the deceleration force according to the vehicle speed may be included in the brake command EB. In this case, each brake control unit may increase or decrease the braking force according to the vehicle speed based on the information included in the brake command EB. Further, for example, the brake command EB itself does not consider the vehicle speed, and even if each brake control unit acquires the vehicle speed and increases or decreases the braking force according to the brake command EB according to the vehicle speed. good. Further, it is not essential to change the braking force according to the vehicle speed, so that the braking force is constant regardless of the vehicle speed, that is, the deceleration shown in FIG. 2 is constant regardless of the vehicle speed for each brake command EB. It may be set to.

When any of the brake command EBs is input, the brake control unit 21 outputs an operation command for generating the braking force indicated by the input brake command EB to the brake device 15. The brake device 15 stops the vehicle 100-1 by generating the braking force indicated by the operation command while the operation command is input from the brake control unit 21.

The brake control unit 21 also has a function of correcting the braking force indicated by the input brake command EB according to the adhesive state and outputting an operation command for generating the corrected braking force to the brake device 15. I have.

(1-3) Configuration of Aggregation Device The aggregation device 10 is provided in, for example, the first vehicle 100-1. In this embodiment, the aggregation device 10 includes a microcomputer including a CPU 10a and a memory 10b. The memory 10b has a semiconductor memory such as a ROM, RAM, NVRAM, or a flash memory.

Various programs and data are stored in the memory 10b. The various programs stored in the memory 10b include the brake command output processing program of FIG. 4, which will be described later.

Various functions of the aggregation device 10 are realized by the CPU 10a executing a program stored in the memory 10b. However, the various functions of the aggregation device 10 are not limited to those realized by executing the program, and some or all of them may be realized by using one or a plurality of hardware.

The aggregation device 10 has a linear acquisition function, an emergency braking condition monitoring function, and a command output function.
The linear acquisition function is a function for acquiring linear information indicating the alignment of the current position of the train 1 on the track 200. In the memory 10b of the aggregation device 10, linear information indicating the alignment of the entire line of the track 200 on which the train 1 travels is stored. Specifically, the linear information includes curvature information and gradient information.

Further, the aggregation device 10 includes a position detection device (not shown) that detects the current position of the train 1 on the track 200.
The linear acquisition function is a function of collating the linear information of the entire track 200 stored in the memory 10b with the current position detected by the position detecting device and acquiring linear information indicating the alignment of the current position.

The emergency braking condition monitoring function is a function that periodically monitors whether or not a specific braking condition for generating an emergency braking force is satisfied.
The command output function determines the brake command EB for each vehicle 100 according to the brake command output process of FIG. 4 described later when a specific braking condition for generating an emergency braking force is satisfied, and each vehicle 100 It is a function to output the brake command EB corresponding to each.

In the command output function, when a specific braking condition is satisfied, the linear information of the current position is acquired by the linear acquisition function, and each adhesive information (that is, gliding information D1 and idling information D2) output from each vehicle 100 is obtained. get.

Then, the brake command EB indicating the braking force corresponding to the linear information and each adhesive information is determined and output to each vehicle 100. At this time, the brake command EB is determined so that the larger the linear curvature indicated by the linear information (in other words, the smaller the radius of the curve), the smaller the braking force to be generated.

Further, the brake command EB is determined so that the higher the gliding level indicated by the gliding information D1, that is, the greater the degree of gliding, the smaller the braking force to be generated.
Further, the brake command EB is determined so that the higher the idling level indicated by the idling information D2, that is, the greater the degree of idling, the smaller the braking force to be generated.

Further, in determining the brake command EB, the gradient of the current position indicated by the linear information is also taken into consideration. Specifically, the brake command EB is determined so that the larger the downhill or uphill slope of the current position, the smaller the braking force to be generated.

Further, the memory 10b contains information indicating a specific point on the track 200 where the braking force should be reduced, and information indicating how much the braking force should be reduced at the specific point (hereinafter collectively, singular point information). Is remembered). Then, when the current position is a specific point, the brake command EB is determined so as to generate a low braking force according to the singular point information.

To determine the brake command EB based on the five factors of curvature, gradient, singularity information, gliding level, and idling level, specifically, the index value Ts is calculated by the formula (1) described later, and the index value Ts is determined. It is done based on. Further, determining the brake command EB individually for each vehicle is an example, and for example, a common brake command EB for a plurality of specific vehicles or all vehicles may be determined.

(1-4) Description of Adhesive Information Output Process Next, the adhesive information output process executed by each brake control unit 21 provided in each vehicle 100 will be described with reference to FIG. After the brake control unit 21 is activated, the adhesive information output process of FIG. 3 is periodically and repeatedly executed.

When the brake control unit 21 starts the adhesive information output process of FIG. 3, the brake control unit 21 acquires the gliding-related information D01 from the adhesive state detecting unit 22 in S110. In S120, the slip-related information D02 is acquired from the adhesive state detecting unit 22.

In S130, the gliding level is calculated based on the gliding-related information D01 acquired in S110, and the idling level is calculated based on the idling-related information D02 acquired in S120. Then, the gliding information D1 including the calculated gliding level and the idling information D2 including the calculated idling level are output to the aggregation device 10.

(1-5) Description of Brake Command Output Processing Next, the brake command output processing executed by the aggregation device 10 will be described with reference to FIG. After the aggregation device 10 is started, the brake command output process of FIG. 4 is periodically and repeatedly executed.

When the aggregation device 10 starts the brake command output process of FIG. 4, it determines in S210 whether or not a specific braking condition is satisfied. If the specific braking condition is not satisfied, the brake command output process is terminated.

When a specific braking condition is satisfied, the linear information of the current position is acquired from the memory 10b in S220. That is, the above-mentioned linear acquisition function is executed. By the process of S220, the curvature information and the gradient information of the track 200 at the current position of the train 1 are acquired.

In S230, each adhesive information (that is, gliding information D1 and idling information D2) from each vehicle 100 is acquired.
In S240, the brake command EB for each vehicle 100 is determined. Specifically, it is performed as follows. Based on the curvature information, the curvature factor a1 indicating the magnitude of the curvature is calculated. In the present embodiment, one of the three stages of 0, 1, and 2 is calculated as the curvature factor a1.

For example, two different threshold values can be set for the curvature, and one of the three stages can be calculated based on the magnitude relationship between each threshold value and the curvature. The larger the curvature, the larger the value of the curvature factor a1. On the contrary, when the curvature is 0, that is, a straight line, the curvature factor a1 is 0.

Further, the gradient factor a2 indicating the magnitude of the gradient is calculated based on the gradient information. In the present embodiment, one of the three stages of 0, 1, and 2 is calculated as the gradient factor a2.
For example, two different threshold values can be set for the absolute value of the gradient, and one of the three stages can be calculated based on the magnitude relationship between each threshold value and the absolute value of the gradient. The larger the absolute value of the gradient, the larger the gradient factor a2. On the contrary, when the absolute value of the gradient is 0, that is, it is parallel to the horizontal plane, the gradient factor a2 becomes 0.

Further, the singularity factor a3 is calculated based on the singularity information. In this embodiment, one of the three stages of 0, 1, and 2 is calculated as the singularity factor a3. In the present embodiment, the singularity factor a3 for each specific point is stored in advance as the singularity information. Therefore, when the current position is stored as singular point information, the singular point factor a3 set in the singular point information is acquired. If the current position is not stored as singular point information, 0 is calculated as the singular point factor a3.

Further, for each vehicle 100, the slide index b4 is calculated based on the slide level included in the slide information D1 from the vehicle 100. In the present embodiment, one of the three stages of 0, 1, and 2 is calculated as the gliding index b4. The gliding index b4 indicates that the larger the value, the higher the gliding level. In the present embodiment, as described above, the gliding level itself included in the gliding information D1 is a value of any of the three stages of the gliding levels 0, 1, and 2. Therefore, the value of the gliding level may be set as the gliding index b4 as it is.

Further, for each vehicle 100, the idling index b5 is calculated based on the idling level included in the idling information D2 from the vehicle 100. In the present embodiment, one of three stages of 0, 1, and 2 is calculated as the idling index b5. The idling index b5 indicates that the larger the value, the higher the idling level. In the present embodiment, as described above, the idling level itself included in the idling information D2 is a value of any of the three stages of idling levels 0, 1, and 2. Therefore, the value of the idling level may be set as it is as the idling index b5.

Using the curvature factor a1, the gradient factor a2, the singularity factor a3, the gliding index b4, and the idling index b5 calculated in this way, the index value Ts is calculated for each vehicle 100 by the following equation (1).
Ts = K1 ・ a1 + K2 ・ a2 + K3 ・ a3 + (K4 ・ b4 + K5 ・ b5) ... (1)
In the above equation (1), K1 to K5 are coefficients indicating the weights of each factor and each index, respectively. That is, weighting is relatively performed for each factor and each index, and coefficients K1 to K5 of values corresponding to the weighting are set in advance.

Further, in the above formula (1), for each of the factors a1 to a3, all of the vehicles 100 have the same value. On the other hand, the indexes b4 and b5 are different for each vehicle 100, and the indexes b4 and b5 corresponding to the adhesive information output from the corresponding vehicle 100 are used.

Further, when slipping has occurred (that is, no slipping has occurred), the slipping index b5 is 0, so that the term of the slipping index b5 may be ignored from the beginning in the equation (1). On the contrary, when slipping occurs (that is, when sliding does not occur), the sliding index b4 is 0, so that the term of the sliding index b4 may be ignored from the beginning in the equation (1). ..

The index value Ts calculated by the above formula (1) is a value corresponding to each factor and each index. That is, the larger the curvature factor a1 (that is, the larger the curvature), the larger the index value Ts. Further, the larger the gradient factor a2 (that is, the larger the absolute value of the gradient), the larger the index value Ts. Further, the larger the singularity factor a3, the larger the index value Ts. Further, the larger the gliding index b4 (that is, the higher the gliding level), the larger the index value Ts. Further, the larger the idling index b5 (that is, the higher the idling level), the larger the index value Ts.

After calculating the index value Ts by the equation (1), the brake command EB is determined based on the index value Ts. Specifically, in the present embodiment, the first threshold value and the second threshold value are set for the index value Ts. The second threshold is larger than the first threshold, for example, the second threshold is "2" and the first threshold is "1".

Then, when the index value Ts is smaller than the first threshold value, the first earthquake brake command EB1 is determined as the brake command EB. When the index value Ts is equal to or greater than the first threshold value and smaller than the second threshold value, the second earthquake brake command EB2 is determined as the brake command EB. When the index value Ts is equal to or higher than the second threshold value, the third earthquake brake command EB3 is determined as the brake command EB.

In the present embodiment, the emergency brake command EB0, which has the smallest braking force, is determined for at least one specific vehicle 100, regardless of the index value Ts. Specifically, in the present embodiment, as illustrated in FIG. 6, for the two vehicles 100-1 and the vehicle 100-2 from the beginning in the traveling direction, each of these vehicles 100-1 and 100-2 is used. The emergency brake command EB0 is output as the brake command EB regardless of the index value Ts. On the other hand, for each vehicle 100 (that is, vehicle 100-3 to vehicle 100-N) after the third car from the beginning of the traveling direction, the brake command EB of each earthquake brake command EB1, EB2, EB3 is used as the brake command EB. A command corresponding to the index value Ts is determined and output. FIG. 6 shows an example in which the second earthquake brake command EB2 is output to any of the vehicles 100 after the third car.

After the brake command EB for each vehicle 100 is determined in S240, each determined brake command EB is output to each vehicle 100 in S250. In S260, it is determined whether or not the braking release condition, that is, the condition for stopping the output of the brake command EB is satisfied. The braking release condition may be set as appropriate. For example, the train 1 may have stopped.

If the braking release condition is not satisfied, the process returns to S250 and the output of the brake command EB is continued. When the braking release condition is satisfied, the output of the brake command EB is stopped in S270, and the brake command output process is terminated.

(1-6) Description of Brake Control Process Next, the brake control process executed by each brake control unit 21 provided in each vehicle 100 will be described with reference to FIG. After activation, the brake control unit 21 periodically and repeatedly executes the brake control process of FIG.

When the brake control process of FIG. 5 is started, the brake control unit 21 determines in S310 whether or not the brake command EB is input from the aggregation device 10. If the brake command EB is not input, the brake control process is terminated. If the brake command EB is input, the process proceeds to S320.

In S320, the operation command corresponding to the brake command EB is output to the brake device 15. As a result, the brake device 15 generates the braking force indicated by the brake command EB.
In S330, the degree of gliding is determined based on the gliding-related information D01 from the adhesive state detecting unit 22. Here, for example, the degree of gliding may be determined based on the above-mentioned gliding level. For example, if the gliding level is 0, it is determined that the degree of gliding is low, if the gliding level is 1, it is determined that the degree of gliding is medium, and if the gliding level is 2, the degree of gliding is determined. May be determined to be high.

In S340, the operation command output to the brake device 15 is changed according to the degree of gliding determined in S330. For example, if the degree of gliding is high, the operation command may be changed so that the braking force is lowered by a certain level, and if the degree of gliding is medium or low, the operation command may not be changed. Further, for example, the operation command may be changed so that the braking force is lowered by a certain level even when the degree of gliding is moderate. In addition, how to change the operation command according to the degree of gliding may be appropriately decided.

In S350, it is determined whether or not the input of the brake command EB is continued. If the input is continued, the process returns to S330. If the brake command EB is not input, the brake control process is terminated.

(1-7) Effect of Embodiment According to the embodiment described above, the following effects (1a) to (1e) are exhibited.
(1a) When a specific braking condition is satisfied, the aggregation device 10 outputs a brake command EB indicating a braking force according to the alignment of the current position of the train 1 on the track 200. As a result, the brake control unit 21 of each vehicle 100 generates a braking force for the brake device 15 according to the alignment of the current position of the train 1 based on the brake command EB from the aggregation device 10. Therefore, when a situation occurs in which the running train 1 should be decelerated or stopped, the train 1 can be decelerated or stopped with a shorter braking distance.

(1b) The aggregation device 10 outputs the brake command EB so that the larger the linear curvature is, the lower the braking force is, and the larger the absolute value of the linear gradient is, the lower the braking force is. Therefore, an appropriate braking force can be generated according to the curvature and the gradient of the current position of the train 1, and the train 1 can have a shorter braking distance even while traveling at least one of a curved section and a section having a gradient. Can be decelerated or stopped.

(1c) The aggregation device 10 determines the brake command EB in consideration of the adhesive state of each vehicle 100 in addition to the linear information. Therefore, each brake control unit 21 can generate a more appropriate braking force for the brake device 15 according to the linear and adhesive state of the current position of the train 1 based on the input brake command EB.

(1d) The aggregation device 10 acquires the sliding state and the idling state as the adhesive state of each vehicle, and determines the brake command EB according to these. Therefore, the train 1 can be decelerated or stopped at a shorter braking distance regardless of the sliding state and the idling state of each vehicle.

(1e) The aggregation device 10 determines and outputs the brake command EB individually for each vehicle based on the adhesive information from each vehicle 100. As a result, for example, when only a specific vehicle 100 is sliding and each of the other vehicles 100 is not sliding, the braking force of the specific vehicle 100 is larger than the braking force of each of the other vehicles 100. The brake command EB of each vehicle 100 is generated so as to be low.

That is, it is possible to individually generate an appropriate braking force according to the adhesive state of the vehicle for each vehicle 100, which makes it possible to further shorten the braking distance of the entire train 1.
The aggregation device 10 corresponds to an example of the command output unit in the present disclosure. Further, the adhesion state detection unit 22 of the aggregation device 10 and each vehicle 100 corresponds to an example of the linear acquisition unit and the adhesion information acquisition unit in the present disclosure.

[2. Other embodiments]
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be variously modified and implemented.

(2-1) The adhesive information output from each vehicle 100 to the aggregation device 10 may be only one of the gliding information D1 and the idling information D2. Further, the adhesive information may include information other than the sliding information D1 and the idling information D2.

(2-2) As a method of determining the brake command EB, a method of calculating the index value Ts using the above equation (1) and determining the brake command EB based on the index value Ts is an example. The brake command EB may be determined by using another method.

It is an example that each factor a1 to a3 and each index b4 and b5 are divided into three levels. Each factor a1 to a3 and each index b4, b5 may be divided into two levels, or may be divided into four or more levels.

Further, in the above equation (1), in determining the brake command EB, the curvature, the gradient, the singular point information, the gliding level and the idling level were taken into consideration, but any four or less of these were taken into consideration when braking. The command EB may be determined. Alternatively, the brake command EB may be determined in consideration of parameters other than the above.

(2-3) Regarding the linear information of the current position of the train 1 acquired when the brake command EB is generated, it may be appropriately determined on which basis the current position is specified. For example, when the reference of the current position is determined in advance in the position detecting device, the current position according to the reference may be acquired from the position detecting device.

Further, the linear information of the current position is not necessarily limited to the linear information of the current position itself detected by the position detecting device. The brake command EB may be determined based on the linear information in the vicinity of the detected current position. For example, linear information may be acquired a certain distance ahead of the acquired current position, and the brake command EB may be determined based on the linear information.

(2-4) It is an example that the linear information is stored in the memory 10b of the aggregation device 10. Linear information may be obtained from anywhere. For example, it may be acquired from a device different from the aggregation device 10. Further, for example, it may be acquired by data communication with the ground side.

(2-5) In FIG. 6, the emergency brake command EB0 is uniformly output to the two leading vehicles 100-1 and 100-2, and the equation (1) is applied to the third and subsequent vehicles 100. An example of outputting the brake command EB based on the index value Ts calculated by the above is shown, but such an output method is an example. The vehicle that uniformly outputs the emergency brake command EB0 without considering the adhesive state may be another vehicle. Further, the brake command EB based on the index value Ts calculated by the equation (1) may be output to all the vehicles 100.

(2-6) The aggregation device 10 may determine and output a common brake command EB for a plurality of vehicles. That is, gliding information is acquired from at least one of the plurality of vehicles, and one brake command EB to be output to the plurality of vehicles is determined based on the acquired gliding information and linear information, and the determined same brake command EB is determined. One brake command EB may be output to a plurality of vehicles.

The same one brake command EB may be determined and output for all the vehicles included in the train 1. That is, one brake command EB of the entire train 1 may be determined, and the one brake command may be output to all the brake control units 21. In that case, the adhesive information in a specific one or a plurality of vehicles may be considered, or the adhesive information of all the vehicles may be comprehensively considered. For example, the gliding levels of a plurality of specific vehicles or all vehicles may be averaged, and the brake command EB common to all vehicles may be determined based on the average value.

(2-7) The number of vehicles 100 included in the train 1 is not limited to a plurality, and may be one. Further, the train 1 is not limited to a train equipped with an electric motor as a power source. The present disclosure is also applicable to other trains configured to run on power sources other than motors.

(2-8) Even after the aggregation device 10 outputs the brake command EB, the brake command EB may be changed according to the subsequent linear information and adhesive information. For example, if the braking release condition is not yet satisfied in S260 in FIG. 4, the brake command EB may be determined again based on the linear information and the adhesive information by returning to S220.

(2-9) A plurality of functions possessed by one component in the above embodiment may be realized by a plurality of components, or one function possessed by one component may be realized by a plurality of components. May be good. Further, a plurality of functions possessed by the plurality of components may be realized by one component, or one function realized by the plurality of components may be realized by one component. Further, a part of the configuration of the above embodiment may be omitted. Further, at least a part of the configuration of the above embodiment may be added or replaced with the configuration of the other above embodiment.

1 ... Train, 5 ... Brake control system, 10 ... Aggregation device, 10a, 21a ... CPU, 10b, 21b ... Memory, 15 ... Brake device, 20 ... Brake control device, 21 ... Brake control unit, 22 ... Adhesion state detection unit , 100 ... vehicle, 110 ... wheel, 200 ... track, 201 ... rail.

Claims (8)

A brake control system mounted on a train configured to run on a track with multiple wheels.
The train comprises at least one braking device configured to generate braking force on at least one of the wheels based on adhesion to the track.
The brake control system is
A linear acquisition unit configured to acquire linear information indicating the alignment of the current position of the train on the track, and
When a specific braking condition is satisfied, it is configured to acquire adhesion information indicating the actual adhesion state of at least one of the plurality of wheels to the track after the specific braking condition is satisfied. In the adhesive information acquisition unit , the specific braking condition is satisfied in response to an event that should be stopped by applying an emergency brake to the train while the train is running, and the event is satisfied. Adhesive information acquisition department including earthquake ,
When the specific braking condition is satisfied, a brake command indicating an emergency braking force corresponding to the linear information acquired by the linear acquisition unit and the adhesive information acquired by the adhesive information acquisition unit is output. With a command output unit configured as
At least one brake control unit configured to control the operation of the at least one brake device, and the braking force indicated by the brake command output from the command output unit is applied to the at least one brake device. At least one brake control unit configured to generate,
Brake control system with. The brake control system according to claim 1.
Further, a sticky information output unit configured to output the sticky information indicating the actual sticky state at the execution timing is provided for each execution timing that arrives periodically.
The adhesive information acquisition unit is configured to acquire the adhesive information output from the adhesive information output unit after the specific braking condition is satisfied when the specific braking condition is satisfied.
Brake control system. The brake control system according to claim 1 or 2.
The command output unit is configured to output the brake command so that the larger the linear curvature indicated by the linear information, the lower the braking force.
Brake control system. The brake control system according to any one of claims 1 to 3.
The sticky information is a brake control system including gliding information indicating a gliding state of the at least one wheel with respect to the track. The brake control system according to claim 4.
The gliding information is a brake control system including information indicating a gliding level indicating the degree of gliding with respect to the track in stages. The brake control system according to claim 4 or 5.
The command output unit is configured to output the brake command so that the braking force decreases as the degree of sliding with respect to the track increases, based on the sliding state indicated by the sliding information. .. The brake control system according to any one of claims 1 to 6.
The sticky information is a brake control system including slip information indicating an idling state of the at least one wheel with respect to the track. The brake control system according to any one of claims 1 to 7.
The train is equipped with multiple vehicles
The brake device is mounted on each of the plurality of vehicles.
The brake control unit is provided in each of the plurality of vehicles, and is configured to control the operation of the brake device mounted on the vehicle provided with the brake control unit.
The adhesive information acquisition unit is configured to acquire the adhesive information for each of the plurality of vehicles.
The command output unit is configured to output the brake command indicating the braking force according to the adhesive information of the vehicle acquired by the adhesive information acquisition unit for each of the plurality of vehicles.
The brake control unit provided in each of the plurality of vehicles is based on the brake command to the vehicle provided with the brake control unit, which is output from the command output unit, and the control indicated by the brake command. It is configured to generate power to the brake device,
Brake control system.

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