JPH04133603A - Brake equipment for composed car - Google Patents

Abstract

PURPOSE:To prevent the abrasion of a brake shoe by sharing braking force A required for a train composed of a plurality of electric motor cars and a trailer by maximum electric braking force B generated by the electric motor cars and using a mechanical brake when A>B holes. CONSTITUTION:A train is composed of electric motor cars M1, M2 generating electric braking force and mechanical braking force and trailers T1, T2 generating only mechanical braking force. A brake command 10 and a speed detecting value 8 from a cab C and the load detectors 1a-1d of each car are input to the brake control section 3 of the electric motor car M1, and braking force required A is obtained. The control section 3 generates each maximum electric braking force B by the motor control sections 4a, 4b of the electric motor cars M1, M2. When A>B holes, A-B is shared by the mechanical brakes 7a, 7b of the electric motor cars M1, M2, and A-B is shared by the mechanical brakes 7c, 7d of the T1, T2 when braking force is more insufficient. Accordingly, the abrasion of a brake shoe is equalized, and maintenance is simplified.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a braking device for a train set that combines an electric vehicle and an auxiliary vehicle. generate,
The present invention relates to a braking device for a vehicle formation that generates mechanical braking force for accompanying vehicles.

Conventional technology In vehicle formations that combine electric vehicles (sometimes abbreviated as M vehicles) and accompanying vehicles (sometimes abbreviated as T vehicles), the electric brakes (i.e. regenerative braking) of the electric vehicles have traditionally been used. and dynamic brake) force and mechanical brake force,
Brake control systems have been implemented that generate the required braking force for the entire train fleet in combination with the mechanical braking force of the accompanying cars. Generally, the electric vehicle's electric braking force is used to bear as much of the braking force as possible, including the braking force that should be shared by the accompanying vehicle, and the shortfall is supplemented by the accompanying vehicle's mechanical braking force. When the electric brake is a regenerative brake, the amount of regenerative electric power is increased,
It is controlled to save energy and reduce the degree of wear and tear on the mechanical brake. A dynamic brake dissipates the braking energy into a resistor as heat.

Such a typical prior art is disclosed in Japanese Patent Publication No. 582,521. In such prior art, it is desired to bear as much of the braking force as possible with the electric braking force and reduce the mechanical braking force to prevent wear of brake shoes and the like due to the frictional force of the mechanical brake as much as possible.

Problems to be Solved by the Invention It is an object of the present invention to provide a braking system for a train set that can bear as much of the necessary braking force as possible with electric braking force.

Means for Solving the Problems The present invention provides a braking device for a vehicle train that combines an electric vehicle that generates an electric brake force and a mechanical brake force, and an auxiliary vehicle that generates a mechanical brake force. When the total sum B of the maximum braking force Bi that can be generated by the electric vehicle exceeds the required braking force A, each electric vehicle is operated so that the electric brake force is as large as possible. , brake force Bi
This is a braking device for a train formation, characterized in that it includes a control means for generating l.

The present invention also provides a method for calculating the required braking force A in a braking system for a train set that combines an electric car that generates electric braking force and mechanical braking force, and an accompanying car that generates mechanical braking force. When the total sum B of the maximum braking force Bi that can be generated by the electric vehicle is less than or equal to the required braking method A, each electric vehicle is A control means that generates a mechanical brake force D1 such that it becomes the maximum brake force Bi that can be generated, and shares the remaining brake force E with an equal brake force GO that is less than the maximum mechanical brake force Fj that can be generated by an accompanying vehicle. A brake device for a train formation, characterized in that it includes:

Further, in the present invention, when the uniform braking force GO exceeds the maximum mechanical braking force Fj of the accompanying vehicle, the control means controls the uniform braking force GO to exceed the maximum mechanical braking force Fj of the accompanying vehicle. The accompanying vehicle generates its maximum mechanical braking force Fj, and the excess braking force (Go-Fj)
It is characterized in that the remaining accompanying vehicles add and share the generated information evenly.

According to the present invention, an electric vehicle generates an electric brake force and a mechanical brake force, an accompanying vehicle generates a mechanical brake force, calculates the necessary brake force A, and applies one or more electric The sum B of the maximum braking force Bi that can be generated by the car
However, when the required braking force A is exceeded, each electric vehicle increases the required braking force A by making the electric braking force as large as possible and making sure that the shortfall is borne by the mechanical brake force of that electric vehicle. The brake force Bi1 is generated in proportion to the maximum brake force Bi that can be generated. In this way, in electric vehicles, a large electric braking force is generated, which reduces the mechanical braking force to zero, which prevents wear on, for example, brake shoes. The configuration can be made smaller. If the electric brake is a regenerative brake, energy savings can be achieved.

Further, according to the present invention, when the sum of the maximum braking forces Bi that can be generated by the electric vehicle is the required brake control circuit,
The electric brake force of each electric vehicle is the maximum value C for each electric vehicle.
1, and compensate for the shortage with mechanical braking force, thus obtaining the maximum braking force Bl that can be generated by each electric vehicle, and the remaining braking force E (=A-B
), the maximum possible mechanical brake force Fj of the accompanying vehicle
The following equal braking force GO is distributed to obtain the electric braking force of the electric vehicle, which is the maximum value C1.
Therefore, the mechanical braking force can be reduced.

Furthermore, according to the invention, the uniform braking force GO is
When the maximum mechanical brake force Fj of the accompanying vehicle is exceeded,
Its uniform braking force GO or maximum mechanical braking force Fj
A] The accompanying vehicle generates its maximum mechanical braking force Fj, and the excess braking force (Go-Fj)
will be added and shared equally by the remaining accompanying vehicles.

This makes it possible to increase the electric braking force as much as possible as described above, and also allows the accompanying vehicle to share the mechanical braking force as evenly as possible.

Embodiment FIG. 1 is a block diagram of an embodiment of the present invention. This vehicle formation includes one or more (two in this embodiment) electric vehicles Ml, M2, and one or more (two in this embodiment) accompanying vehicles T1. , T2 are combined to form a vehicle train. In this embodiment, the braking force borne by the electric vehicles Ml and M2 is maximized to the extent possible, and regenerative braking is performed among the electric brakes to enhance the energy saving effect.
The supplementary brake force, which is the mechanical braking force of the accompanying vehicles Tl and T2, is made to be the same as possible for each accompanying vehicle Tl and T2, so that the degree of wear of the mechanical brakes is made almost the same between the accompanying vehicles Tl and T2. can do.

In the following explanation, corresponding components are indicated by the same number with subscripts a to d, and when indicated collectively, subscript a
-d is omitted. One electric vehicle M1 is equipped with a brake control circuit 3 realized by a microcomputer or the like that performs overall brake control, and a motor control circuit 4a that controls a motor 5a is connected to this brake control circuit 3.

The mechanical brake means 7a is controlled by a brake control circuit N6a. A brake command signal generating means 10 is provided in the driver's cab. A vehicle speed signal is generated by a speed detector 8 for detecting the speed of each vehicle in the train, and also for each vehicle Ml, M2 . Load detection means 1a to 1d for each TI T2
are provided, and each vehicle Ml is detected by these load detection means 1a to 1d.

M2. Signals representing the Tl and T2 loads are generated. Furthermore, the electric vehicle M1 is equipped with a humidity sensor 2, which generates a signal representing outside air humidity and sends a signal to the brake control circuit 3.
Being talked about. The electric brake force generated by the motor 5a is also detected from the motor control circuit 4a and is applied to the brake control circuit 3. The brake control circuit 3 outputs signals from the brake command signal generation circuit 10, the speed detector 8, the load detection means 1a to 1d, and the humidity sensor 2, as well as signals representing the electric brake force from the motor control means 4a and 4b. The brake control means 3 receives and calculates, and based on the calculation results, the brake control means 3 performs 1. A command signal for generating electric brake force is given to the motor control circuits 4a and 4b, and each vehicle Ml
, M2. TI T2 mechanical brake conversion means 6a~
6d, each vehicle Ml, M2. T1. 1 mechanical brake converting means 6a to 6d which give a command signal to generate a mechanical brake force every T2 are connected to the brake control circuit 3.
The mechanical braking force to be generated is converted into pneumatic pressure or hydraulic pressure in response to a command signal from the mechanical braking means 7.
Give from a to 7d. Although the electric vehicle M2 is not equipped with the humidity sensor 2 and the brake control means 3, the other configurations are similar to the aforementioned electric vehicle M1.

The driver's cab is equipped with display means 9 for displaying that the braking force is insufficient.

FIG. 3 is a diagram showing the division of braking force generated by one or more electric vehicles Ml, M2 and one or more associated T1.72, and FIG. 4 explains the operation of the brake control circuit 3. This is a flowchart for Moving from step r1 to step 12, a brake command signal from the brake command signal generating means 10 of the driver's cab, a vehicle speed signal from the vehicle speed detector 8, and each vehicle Ml, M2 . Tl, T
A brake control circuit 3 receives load signals from load detectors 1a to 1d that detect the loads of 2 and a humidity signal from a humidity sensor 2.

In the next step 13, the braking force A required in the vehicle formation is calculated. Furthermore, the maximum braking force Bi (1-1 to m, where m-2 in this embodiment) of the electric vehicles Ml and M2 at which the electric vehicles M1 and M2 do not skid is determined from 1 based on the brake coefficient obtained from FIG.

Bi=Wi ・K1 ・(1)
Wi is the load detected by the load detectors 1a and lb. The brake coefficient of 1 changes depending on the humidity detected by the humidity sensor 2 and also depends on the speed \' detected by the speed detector 8. The maximum braking force without such skidding is the maximum braking force for the accompanying vehicle T1. The same applies to T2. The maximum braking force Bi that does not cause skid using load, humidity, and vehicle speed as parameters is stored in advance in the brake control circuit 3 as a table, and the maximum braking force Bi that can be generated is read from the table in the memory. Similarly, the maximum braking force Fj (j = 1 to n, where n = 2 in this embodiment) for each of the accompanying vehicles Tl and T2 to prevent skidding is read from the table in the memory in the same way as in the first equation above. put out.

After that, each electric vehicle M1. A total sum B of the maximum braking force Bi that can be generated by M2 is calculated based on the second equation.

Step I! 4, when it is determined that the third formula holds true, A<B...(3), that is, when the total B exceeds the required braking force A, each electric vehicle Ml, M2 has one brake force applied to the electric brake. is made as large as possible, and the required braking force A is generated as a braking force Bi divided by the ratio of the maximum brake force Bi that can be generated based on the fourth equation.

Bil = Bi (4) In step 16, each electric vehicle M1. A command signal is generated from the brake control circuit 3 so that the brake force Bil is generated in the motor control means 4a and 4b of M2. In step 17, it is determined whether the maximum value Ci of the electric brake force of the motors 5a, 5b of each electric vehicle MIM2 is less than or equal to the brake force Bil, that is, whether the fifth equation holds.

Ci <Bil...<5) When it is determined in step 17 that the fifth formula holds true, in step 18 the supplementary braking force Di of each electric vehicle Ml, M2 is calculated based on the sixth formula, and this mechanical brake conversion means 6a, so that the supplementary braking force Di is generated by the mechanical brake means 7a, 7b;
6 that controls 6b Di = Bil - Ci...
(6) When the fifth equation does not hold in step r7,
That is, when the maximum value Ci of the electric brake force of each electric vehicle Ml, M2 is greater than or equal to the brake force to be shared Bi1, the brake force Bi to be shared is generated in each electric vehicle Ml, M2 only by the electric brake force. let

In the next step 14, it is determined whether the seventh formula holds true, and when the seventh formula A2B(7) holds true, the motor control means 4. of each electric vehicle Ml, M2 is activated. a, , 4b, each electric vehicle M1. The maximum blowout Bi that can be generated by M2 is commanded. Step R], 0te' is the motor 5 in each electric vehicle Ml, M2.
It is determined whether the maximum value C1 of the electric brake force of a and 5b is less than the maximum brake force Bi that can be generated.

Ci<Bi...(8) In step flo, when it is determined that the 8th formula holds true, the process moves to step N1.1, and each electric vehicle Ml
, M2 is calculated based on Equation 9, and the supplementary braking force D1 at each electric vehicle M1. A command signal is given to the mechanical brake conversion means 6a and 6b of M2 to convert the mechanical brake means 7a.
, 7b respectively generate a mechanical braking force D].

Di = Bj −Ci −(
9) In this way, electric vehicle M1. When the sum B of the maximum braking force Bi that can be generated by M2 is less than or equal to the required braking force A, that is, when formula 7 holds, each electric vehicle M
1. M2 is set so that the electric brake force reaches the maximum value Ci, and for each electric vehicle Ml.

A mechanical brake force Di is generated so as to be the maximum brake force Bi that can be generated by M2.

When the 8th formula does not hold in step NIO, that is, Ci ≧ Bi .
- When (10) is established, the process moves to step fi2 without passing through step NIL.

In step N12, the remaining braking force E is applied to all accompanying vehicles T1. To achieve this with a supplementary braking force of T2, calculate the sum E of the supplementary braking force.

E=A-B...(11
) In step 113, an initial value Go of the mechanical brake force equally divided between the accompanying vehicles Tl and T2 is calculated.

GO=E (12) where n is the number of accompanying vehicles Tl and T2, and in this embodiment is 2 as described above.

In step 114, k=n and L1 to Ln are set to 0.
shall be. The values 1 to Ln are determined in step 120 as described below.
At the time, the accompanying vehicle T1. The maximum braking force Fj of the mechanical braking force at T2 that does not cause skidding (however, in this example, j=
1.2) When it is specified that the brake control is to be performed, it is set to 1.

Step I! In step 15, set j=0 and proceed to the next step 11
At 6, increment across J. Step 117
It is determined whether the value Lj = 0 or not, and if it is ◯, the process moves to step 18 and it is determined whether or not equation 13 holds true. Numerical values L1 to Ln are used to limit the mechanical brake force BTj, which will be described later, in steps &2 to limit the maximum brake force.
This is set to 0, so that step 117 is skipped in subsequent calculations.

Gr': F j −(
13) Here, Gr represents the calculated brake force, and r=
0.1, 2. ...is... When the 13th formula holds,
That is, when the calculated value Gr of the mechanical braking force to be generated in the accompanying vehicles Tl, T2 is less than the maximum braking force Fj of each accompanying vehicle Tl, T2 that does not skid, the process moves to step 119, and the value Gr is applied to the accompanying vehicle. The mechanical brake forces BTj to be generated at Tl and T2 are tentatively determined.

BTj = Gr・
-(14) When it is determined in step 118 that the above-mentioned formula 13 does not hold, that is, Gr>
Fj...When (15) is established, the process moves to step 120, and the accompanying vehicle Tl,
The mechanical brake force BTj at T2 is set to the maximum value Fj.

BTj = Fj...
(16) In the next step 121, the value Lj is set to 1, and the value k
Decrement by 1. In step 123, a shortfall (Gr-F j
) is added equally to the new mechanical brake force G (
r+1), and then returns to step N15 again.

In this way, the remaining braking force E is transferred to the accompanying vehicle Tl,
In step j19 described above, the brake force Go is distributed evenly, which is less than the maximum mechanical brake force Fj that can be generated at T2.

Further, when the uniform braking force Go exceeds the maximum mechanical braking force Fj of the accompanying vehicle TIT2, the uniform braking force Go exceeds the maximum mechanical braking force Fj of the accompanying vehicle T1. At T2, its maximum mechanical braking force F
j, and the excess braking force GO-Fj is applied to the remaining accompanying vehicle T as shown in step 123 above.
GO, GIG2 .
...is required.

When the value j exceeds the value n, the process moves to step 125;
Each accompanying vehicle T1. The mechanical brake conversion means 6c to 6d of each accompanying vehicle Tl and T2 are instructed to generate the maximum braking force Fj specified at T2, respectively, and generate the maximum mechanical braking force Fj. At step f26, the accompanying vehicle Tl.

If it is determined in step 126 that the sum of the mechanical braking forces BTj to be generated at T2 is less than the residual braking force E, no more braking force will be generated, and the braking force will not be generated any more. As a result, the display means 9 displays an indication that the braking force is insufficient.

FIG. 3 (1) shows a state in which, in a vehicle formation consisting of one electric vehicle and one companion vehicle, the electric brake cannot bear the burden of insufficient braking force from the electric vehicle. At this time, the operations of steps N17-n27-r25 described above are performed.

Figure 3 In the 2nd train, a vehicle formation consists of one electric vehicle and two accompanying vehicles, and the accompanying vehicle I! l When the mechanical braking force of both of the two accompanying vehicles is below the skidding upper limit value, GO-- (18) A = B 10 GO 10 GO... (19) At this time, the above steps N13-119 are performed. An action is taken.

Figure 3 (3) shows an oval train formation consisting of one electric car and two accompanying cars, where one accompanying car is TI, and PI < Go.
-(20) is shown. During this operation, step l20. of FIG. n 18
-120C: Move, where m mechanical brake force H1 is Hl = Go -Fl...
(21) In step 123, a new mechanical brake force G1 is determined for the accompanying vehicle T2.

Gl = Go + Hl...
(22) Here, A, = B + F1 + G1 ・
...(23) Figure 3 (4) shows that the vehicle is made up of two electric cars and two accompanying cars, and the necessary braking force is insufficient for the electric cars alone, so the accompanying cars Tl and T2 This shows the state when the remaining force is applied equally, and the above-mentioned step P19 is achieved, and the required braking force A here is A = Bl +
82 +Go 10Go - (24) Figure 3 (
5), a vehicle train is constituted by two electric cars Ml and M2 and two accompanying cars Tl and T2, and electric cars M1. This shows a time when M2 alone could bear all the necessary braking force A and there was enough room. At this time, Stella 71 in FIG.
7-18 is achieved. The braking forces Dll and D21 to be shared by the electric vehicles Ml and M2 are expressed by Equations 25 and 26, and the total required braking force A is expressed by Equation 27.

Bi1-Bi゛Bi+B2゛(25) B21 "B2'Bi+B2"(
26) A = Bll + 821
...(27) Figure 3 (6) shows one electric vehicle M and two accompanying vehicles TIT. The train consists of three cars, T3, and three accompanying cars, Tl, T2. One accompanying car T out of T3
2, F2 < Go...
(28) is shown. Step 118-
119 and steps 118→120, etc. are executed,
The forces Gl, G2 are as shown in equations 29 and 30, and the total required braking force A is as shown in equation 31.

G1=GO+H2/2..."2
9) H2= Go −F2
- (30) A=B+G1-LFl +01
(31) In Fig. 3 (7), there is one electric vehicle M and an accompanying vehicle TIT2. T3 constitutes a vehicle formation of three cars, and accompanying cars T1, T2. Among T3, the accompanying vehicle T1 has Fl<G
o ・(32), and the accompanying vehicle T2 is F2<Gl...
(33). At this time step i'19
．． &23 is executed twice each. The total braking force A required at this time is as shown in Equation 34.

A = B +Fl thousand F2 thousand G2 - (34
)Furthermore, Fig. 3 (8) shows that there is one electric vehicle M and an accompanying vehicle Tl.
, T2. Three T3 cars constitute a vehicle formation, and in the accompanying car T1, Fl<Go...(
35), and for the accompanying vehicle T2, F2<Gl ・(36), and for the accompanying vehicle T3, F3<G2 ・(37>
This indicates when the overall braking force is insufficient. The total required braking force A is shown in Equation 38.

A > B + Fl + F2 +
F3 ・Be3
Instead of generating regenerative braking force using the motors 5a and 5b, a resistor may be connected to obtain a regenerative braking force.

The configuration in which the means for determining the maximum brake force that can be generated is based on a table based on parameters such as humidity, speed, load, etc. is shown only as an example, and may be realized by other configurations.

Effects of the Invention As described above, according to the present invention, it is possible to generate an electric brake force and a mechanical brake force by an electric vehicle, and it is possible to generate a mechanical brake force by an accompanying vehicle. When the total braking force B that can be generated by the vehicles exceeds the required braking force A, each electric vehicle divides the required braking force A in the ratio of the maximum braking force Bi that can be generated by each electric vehicle to generate the braking force Bi. At this time, each electric vehicle is controlled so that the electric braking force is as large as possible, thus reducing the mechanical braking force and reducing wear on brake shoes etc. It becomes possible to achieve miniaturization.

Further, according to the present invention, the sum B is equal to the required braking force A.
In the following cases, each electric vehicle has a maximum electric brake force Ci
The mechanical brake force D1 is generated so as to be the maximum brake force Bi that can be generated by each electric vehicle, and the remaining brake force E is generated as the maximum mechanical brake force Fj that can be generated by the accompanying vehicle. The following equal braking forces GO are distributed, thereby generating as large an electric braking force as possible.

Further, according to the present invention, when the uniform braking force GO exceeds the maximum mechanical braking force Sj of the accompanying vehicle, the control means controls the maximum mechanical braking force Fj of the accompanying vehicle that exceeds the maximum mechanical braking force Sj of the accompanying vehicle. generated and exceeded braking force (G
o-Fj) is added and generated evenly by the remaining accompanying vehicles, so that the mechanical braking forces of the accompanying vehicles can be made as uniform as possible.

[Brief explanation of drawings]

Fig. 1 is an overall block diagram of an embodiment of the present invention, Fig. 2 is a graph showing the relationship between a brake coefficient of 1, humidity and speed V, and Fig. 3 is a graph of the braking force between the electric vehicle and the accompanying vehicle. FIG. 4, which is a diagram showing the division state, is a flowchart for explaining the operation of the embodiment shown in FIGS. 1 to 3. 1a to 1d: Load detector, 2 Humidity sensor, 3 Brake control circuit, 4a, 4b Motor control circuit, 5a, 5b
...Motor, 6a-6d...Mechanical brake conversion means, 7a-7d...Mechanical brake means, 8...Speed detector, 9...Brake force deficiency display means, 10...
Brake command signal generation means, Ml, M2...Electric vehicle, T
l, T2 Mountain Accompanying Vehicle Agent Patent Attorney Saikyo Keiichi 1st Zupi & V fig.

Claims (3)

[Claims] (1) Means for calculating the required braking force A in a braking system for a train set that combines an electric car that generates electric braking force and mechanical braking force and an accompanying car that generates mechanical braking force. When the sum B of the maximum braking force Bi that can be generated by an electric vehicle exceeds the required braking force A, each electric vehicle increases the braking force Bi by making the electric brake force as large as possible.
1. A brake device for a vehicle formation, comprising: control means for generating 1 Bi1=Bi·A/B. (2) Means for calculating the required braking force A in a braking system for a train set that combines an electric car that generates electric braking force and mechanical braking force and an accompanying car that generates mechanical braking force. When the sum B of the maximum braking force Bi that can be generated by an electric vehicle is less than or equal to the required braking force A, each electric vehicle shall Therefore, the mechanical braking force Di is generated to be the maximum brake force Bi that can be generated, and the remaining brake force E is made to be a uniform braking force G0 that is less than the maximum mechanical brake force Fj that can be generated by the accompanying vehicle. 1. A brake system for a train formation, characterized in that it includes a control means for sharing control. (3) The control means is configured such that the uniform braking force G0 is
When the maximum mechanical braking force Fj of the accompanying vehicle is exceeded,
For trailer vehicles whose uniform braking force G0 exceeds the maximum mechanical braking force Fj, the maximum mechanical braking force Fj is generated, and the excess braking force (G0 - Fj) is evenly distributed by the remaining trailer vehicles. 3. The braking device for a train set according to claim 2, wherein the braking device is generated in addition to and in a shared manner.