JPH05294237A - Train brake dispersion control method - Google Patents

Abstract

PURPOSE:To heighten the available adhesion of a train and enable the shortening of braking distance in proportion to a high reduction gear ratio by controlling braking force in a vehicle in such a way as to uniform the axle skid frequency of each vehicle in the organization regardless of the positions of connected vehicles. CONSTITUTION:A signal outputted from a brake controller 1 is inputted into a brake command converter 2 provided at the unit of each train, and also a train operating direction discrimination signal is inputted. A brake control device 3 then computes braking force at the unit of each shaft so as to obtain the optimum adhesion corresponding to the vehicle speed, that is, the brake control device 3 controls while taking account of an adjustment factor corresponding to the position of a vehicle, a speed regulation factor and a wheel diameter adjustment factor. Hereinafter, in the same way as existing valves, this command signal operates each duplex check valve 5 through each electropneumatic change valve 4 provided axle by axle while acting upon the duplex check valve 5 from a variable load valve 8 through an emergency solenoid valve 9, and reaches each brake cylinder from a relay valve 6 through an anti-skid valve 7.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention provides a braking torque for each vehicle position in a train set and each axle position in the train so that the adhesive utilization efficiency of each vehicle unit in a train set of a train and each axle unit in the train is maximized. Controlling the trains so that the frequency of skiing on each axle in the train becomes uniform, and the extension of the brake distance is reduced even when the adhesion conditions such as rain are bad and the adhesion is low. Is.

[0002]

2. Description of the Related Art In a conventional train braking system, generally, when a command for braking is issued from a driver's cab, a brake command having a magnitude corresponding to the command from the driver's cab is transmitted to each vehicle in the train. The same size of brake is applied to each axis in the vehicle. Then, the braking force is corrected by the variable load valve provided for each vehicle according to the load state of each vehicle, and finally the braking force according to the weight of each vehicle is applied. Is becoming

The outline of the conventional train braking system will be described with reference to FIG.
The signal output from is input to the brake command converter 2 provided for each train, and the command signal converted here is transmitted to the command receiver 31 provided for each vehicle. The command receiver 31 corrects the command signal according to the vehicle weight obtained by the load-bearing device provided for each vehicle, and outputs the corrected signal to the electropneumatic conversion valve amplifier 32. The electro-pneumatic conversion valve amplifier 32 amplifies the signal from the command receiver 31 and transmits the amplified signal to the electro-pneumatic conversion valve 4, and the electro-pneumatic conversion valve 4 uses the signal to apply a predetermined air pressure to the double check valve 5. The double check valve 5 is actuated while operating.

On the other hand, during emergency braking, the same signal as the signal output from the brake controller 1 of the driver's cab is also transmitted to the variable load valve provided in the vehicle, and the variable load valve outputs an air pressure corresponding to this signal. The double check valve 5 is operated via a solenoid valve 9.

Air pressure from an air pressure supply device (not shown) is applied to the brake cylinders provided for each axle via the relay valve 6 and the anti-skid valve 7, whereby the weight of each vehicle is adjusted. It has become possible to apply the braking force. The anti-skid valve 7 is controlled by a well-known electronic control unit ECU for preventing wheel sticking to prevent sticking of the wheel during braking.

[0006]

By the way, in the above-mentioned conventional train braking system, when the brakes are applied in the rain or when the rail surface is contaminated with oil and grease, the wheel slips more frequently toward the head of the train. (See FIGS. 7 and 8). Furthermore, even in a vehicle equipped with an anti-skid device (ALS) to prevent wheel sticking, the actual use adhesive strength decreases due to the brake loosening during sliding, and the extension of the train braking distance becomes a problem. is there.

FIG. 7 is an example of a graph showing the rate at which skiing occurs on the wheels of each vehicle from a study of the skiing frequency of a certain 12-car train. As you can see from this figure,
The sliding rate of the wheels of the leading vehicle, that is, the first vehicle is higher than that of the wheels of the other vehicles, and the value is about 17%. The slipperiness of the wheels decreases as the train becomes the latter vehicle, and the slipperiness of the wheels of the sixth car from the top decreases to about 7%. From this, it can be understood that when traveling normally, it becomes easier to glide toward the beginning of the train.

FIG. 8 is a graph showing the frequency of gliding on wheels of each car up to the fifth car of a train of 6 cars and the adhesive force used for each wheel of each car.
As is clear from this figure, as the wheels of the leading vehicle, or in terms of each vehicle, the sliding frequency increases toward the rear axle, and the adhesive strength used decreases correspondingly.

On the other hand, in the above-mentioned ordinary train braking system, as shown in FIG. 4, during braking, the axle load moves due to the structure of the vehicle, and the axle weight loss occurs on the rear axle in the traveling direction. It decreases and the frequency of gliding increases. Therefore, in order to obtain the optimum braking force, it is necessary to adjust the braking force according to the axial load movement amount. Further, it has been experimentally clarified that the adhesion value between the wheel and the rail changes depending on the speed, and tends to decrease as the speed increases. Therefore, it is also required to control the braking force according to the speed.

In addition to the normal wear of the wheels during traveling, uneven wear of the treads and wear of the treads due to scratches, etc., reduce the diameter of the wheels, resulting in a difference in diameter between the wheels in the vehicle. When a wheel with a smaller diameter is used, an electric brake that uses a drive motor that applies brake torque to the axle as a generator or a disc brake with a disc mounted on the axle increases the braking force as the wheel diameter decreases. .. For this reason, the wheel wear tolerance is determined by the type of vehicle, and in the case of a train, up to 13 mm is permitted in the same vehicle. In the case of a train, the new wheel diameter is 860mm
Then, when a wheel whose diameter is reduced to the maximum allowable value is used as compared with a new wheel, the braking force is increased by about 10% at the maximum. Therefore, when suppressing wheel slip, it is necessary to adjust the braking force based on the wheel diameter difference.

From the above, according to the present invention, in a train car in which a plurality of cars are connected, the axle load is moved in units of each axle,
Considering the vehicle load condition, wheel diameter, and vehicle speed, the braking force is controlled so that the sliding frequency for each wheel of each vehicle in the formation becomes uniform regardless of the position of the connected vehicle, and the adhesive force as a train is improved. This paper proposes a brake control method that can be effectively used as much as possible to prevent the extension of the braking distance of a train and solves the above-mentioned problems. Further, in each vehicle of the train set, the above-mentioned problems are solved by controlling the braking force for each axis so that the sliding frequency of each axis of each vehicle becomes uniform.

[0012]

Therefore, the first technical solution means of the present invention is to provide a train rolling stock in which a plurality of vehicles are connected so that the frequency of axle sliding of each vehicle in the formation is uniform regardless of the positions of the connected vehicles. According to a second aspect of the present invention, there is provided a train brake decentralized control method characterized in that the in-vehicle braking force is controlled. A train brake distributed control method is characterized in that the braking force for each axis is controlled so that the sliding frequency for each axle becomes uniform.

[0013]

The signal output from the brake controller of the driver's cab is input to the brake command converter provided for each train so that the brake controller can obtain the optimum adhesive force according to the vehicle speed. The braking force for each axis is calculated. The command signal obtained as a result is transmitted to the electropneumatic conversion valve provided for each axle, and the electropneumatic conversion valve causes a predetermined air pressure to act on the double check valve by this signal to operate the double check valve. .. On the other hand, the same signal as the signal output from the brake controller of the driver's cab is also transmitted to the variable load valve provided in the vehicle, and the variable load valve outputs the air pressure corresponding to this signal via the emergency solenoid valve to Operate the check valve 5.
In this way, the compound type check valve is controlled according to the vehicle weight by the air pressure from the electropneumatic conversion valve and the variable load valve.

The air pressure from the double check valve controls the relay valve, whereby the air pressure from the air pressure supply device (not shown) acts on the brake cylinder provided for each axle via the relay valve and the skid prevention valve. Therefore, it is possible to effectively utilize the adhesive force according to the vehicle speed. The slip prevention valve is controlled by a well-known electronic control unit ECU for preventing wheel sticking to prevent sticking of the wheel during braking.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram of a train brake distributed control method as one embodiment according to the present invention, and FIG. 2 is a train brake. FIG. 3 is a control block diagram of the distributed control method, FIG. 3 is an explanatory view for obtaining the adjustment coefficient C _{n according} to the vehicle position, FIG. 4 is a state diagram of axial load movement during braking, and FIG. 5 is a method of applying the brake by the train brake distributed control method. 5 is a graph showing the frequency of gliding and the magnitude of adhesive strength used.

When a high deceleration brake is applied to a train, the braking force must be large enough to allow a certain sliding ratio (ie, the sliding probability) so that the use adhesion of the entire wheel is increased. It is required to operate continuously. Therefore, in the present invention, in order to obtain the optimum braking force, a brake control device (controller) is arranged for each vehicle of the train set, and brake control is performed for each axis of each vehicle.

That is, referring to FIG. 1, an outline of a control device used in the train brake distributed control method according to the present invention will be described. 1 is a cab brake controller, 2 is a brake command converter, and the brake controller 1 The signal output from
It is adapted to be input to the brake command converter 2 provided for each train. Reference numeral 3 denotes a brake control device, which adjusts the adjustment coefficient C _n and the axle load according to the vehicle position according to a control block diagram described later in order to effectively use the adhesive force according to the vehicle speed in a train with a skid prevention device. adjustment coefficient corresponding to the moving W _c, the speed adjustment factor V _c, to control the braking force on each axis unit while considering a wheel diameter adjustment factor W _r. Reference numeral 4 is an electro-pneumatic conversion valve, 5 is a double check valve, 6 is a relay valve, 7 is an anti-skid valve, 8 is a variable load valve, and 9 is an emergency solenoid valve. ing.

Therefore, in this device, the signal output from the brake controller 1 of the driver's cab is input to the brake command converter 2 provided for each train, and at the same time, the signal for determining the driving direction of the train is input. Further, the brake control device 3 calculates the braking force for each axis so that the optimum adhesive force corresponding to the vehicle speed can be obtained. The command signal obtained as a result is transmitted to the electropneumatic conversion valve 4 provided for each axle, and the electropneumatic conversion valve 4 causes a predetermined air pressure to act on the double check valve 5 by this signal. Actuate valve 5.

On the other hand, the same signal as the signal output from the brake controller 1 of the driver's cab is also transmitted to the variable load valve 8 provided in the vehicle, and the variable load valve outputs an air pressure corresponding to this signal to the emergency solenoid valve. It acts on the double check valve 5 via 9.
In this way, the double check valve 5 is operated at a pressure according to the vehicle weight by the air pressure from the electropneumatic conversion valve 4 and the variable load valve 8.

Air pressure from the double check valve 5 controls the relay valve 6, whereby air pressure from the air pressure supply device (not shown) is provided to each axle via the relay valve 6 and the skid prevention valve 7. By acting on the cylinder, it is possible to effectively utilize the adhesive force according to the vehicle speed. The anti-skid valve 7
Is controlled by a well-known electronic control unit ECU for preventing wheel sticking to prevent the wheel sticking and sticking during braking.

Next, a method for controlling the braking force for each axis will be described with reference to the control block diagram of the brake controller 3 shown in FIG. In FIG. 2, 31 is a brake command means, 32 is a correction means for adding a correction L _P to the brake command signal B _c based on a signal from the load-bearing device, and this correction means 32 is a conventional train brake control system. It is the same as the one.

Further, 33 is an adjusting means according to the vehicle position in the train, 34 is a speed adjusting means according to the movement of the axle, and 3 is a speed adjusting means.
5 is a speed adjusting means, 36 is a wheel diameter adjusting means, and each of the above-mentioned means is an adjusting coefficient calculating means 38 according to the vehicle position, an adjusting coefficient calculating means 39 by axle movement, and a speed adjusting coefficient according to the vehicle speed. The respective adjustment factors C _n obtained by the calculation unit 40 and the wheel diameter adjustment factor calculation unit 41,
It is a means for correcting the brake command signal based on W _c , V _c , and W _r . Since the correction using the adjustment coefficient C _n according to the vehicle position and the adjustment coefficient W _c according to the axle movement needs to consider the traveling direction of the train, the traveling direction determined by the traveling direction switching means 37 of the train is used. The correction is performed based on the original.

Therefore, the brake signal B _c commanded from the brake controller of the driver's cab by each of the above means is B _c · L _P · C _n · W _c ·
It is corrected like V _c · W _r , and the optimum braking force considering the axial load movement, vehicle load state, wheel diameter, and vehicle speed is obtained for each axis.

Next, the details of the adjustment coefficient determination by each of the adjusting means will be described. [Determination of Adjustment Coefficient Cn According to Vehicle Position (n)] Generally,
The adhesion coefficient of the wheels of each vehicle in the train differs depending on the train speed. Specifically, the adhesion coefficient at the vehicle speed V is calculated from the formula μd = 13.6 / (V + 85). FIG. 3 shows the vehicle speeds V ₁ , V ₂ obtained from this equation,
The axle adhesion coefficient for each V _{3 and for} each vehicle is represented by a solid line, a two-dot chain line, and a one-dot chain line. Further, it can be seen from the experimental data that the gliding frequency for each vehicle has a normal distribution graph (see FIG. 3). Further, as shown in FIG. 7, the sliding occurrence rate for each vehicle is, for example, the sliding occurrence rate of the first vehicle is Ps ₁ %, and the sliding occurrence rate of the _sixth vehicle is Ps ₆ %.

In the present invention, the adjustment coefficient Cn is determined based on such data as follows. First of all, the adhesion coefficient of the first car of the train set is calculated as the sliding occurrence ratio Ps _{1 of the} first car.
Correct according to the percentage. That is, the adhesion coefficient Δμ _{1 at} which the area of the hatched portion of the sliding occurrence frequency graph in FIG. 3 is Ps ₁ % is determined.

Here, it has been confirmed by experiments that the median frequency of gliding within the train set is in the second to third cars. From this fact, i can be used as a means to equalize the running frequency of trains.
= 3 mu ₃ as a _{reference, Δμ 1 -μ 3, (i} = 1~
n) The planned adhesion value μi = μ to be used for the distributed control method
It is calculated by d- (Δμ ₁ −Δμ ₃ ). From this μi / μ ₃
= Ci is calculated. This is an adjustment coefficient for each vehicle eye position, and the brake command pressure for each vehicle is corrected based on Ci thus obtained.

The correction of the adjustment coefficient W _c according to the axle load movement [determined adjustment factor W _c by the vehicle position corresponding to the axle movement (i) in the train] is structure (axial distance p of the vehicle shown in FIG. 4,
The distance a between the trolley centers a, the vehicle body center height h _s , the vehicle weight G ₁ ,
It is determined by the trolley weight G ₂ , the trolley braking force force point height hr) and the adhesive force μ used at that time.

That is, in FIG. 4, the load Wi on each axle when the vehicle is traveling to the left in the figure is as follows. 1st axis W1 = W + ΔW1 2nd axis W2 = W−ΔW2 3rd axis W3 = W + ΔW3 4th axis W4 = W−ΔW4 As a result, W1>W3>W2> W4

Further, the above ΔW1, ΔW2, ΔW3, ΔW
4 is obtained from the following equation.

[Equation 1]

[Equation 2]

[Equation 3]

[Equation 4] Based on the above equations, the load W of each axle with respect to the static axle weight W
i is obtained, and the adjustment coefficient of each axle is obtained from the following equation: W _c i = (W ± ΔWi) / W = 1 ± Δ (Wi / W) This is the adjustment coefficient W by the axle load movement for each axle. _c .
The brake command pressure for each axle is corrected based on the W _c thus obtained. Since the axial load movement differs depending on the traveling direction, adjustment is made according to the traveling direction.

[Determination of Speed Adjustment Coefficient W _c in Train]
The brake command signal adjusting means 35 according to the speed in the train is for correcting the brake in consideration of the change in the adhesion value between the wheel and the rail due to the speed. Generally, the faster the vehicle speed, the more the brake pressure is increased. It is arranged to decrease at a predetermined rate according to the speed. However, this brake adjustment method has already been incorporated into Shinkansen trains,
Detailed description is omitted here.

[Determination of Adjustment Coefficient W _{r According} to Wheel Diameter] In order to correct the braking force according to the wheel diameter, it is first necessary to grasp the state of the wheel. A speed sensor is installed on the axle with an anti-skid device for anti-skid control. In this case, the maximum speed Vm of the vehicle is taken, and the ratio Wr with other axles in the same vehicle is taken, and the value is determined according to the ratio. Adjust the braking force in the vehicle.

Since the train brake control device according to the present invention is configured as described above, the train brake distributed control method is executed as follows. The brake command from the driver's seat is electrically commanded to each car from the driver's cab of the train head car. The brake command transmitted to each vehicle is adjusted by the brake control device in order to effectively utilize the adhesive force according to the vehicle speed in the train equipped with the skid prevention device, in accordance with the adjustment coefficient C _n according to the vehicle position and the axle movement. adjustment factor W _c, the speed adjustment factor V _c, is corrected in consideration of the wheel diameter adjustment factor W _r, as a result, sliding probability for each in each vehicle axle train consist, as illustrated in FIG. 5 is made uniform, utilization Adhesive force is greater in the trains near the top of the train than in the past, and slightly greater in cars near the tail, so efficient braking force can be obtained.

[0033]

As described in detail above, according to the present invention,
By controlling the sliding frequency of each axis in the train by controlling the train unit and axis unit of the train, it is possible to increase the adhesive strength of the train and shorten the braking distance by increasing the speed reduction.
Specifically, the computer simulation results when considering only the adjustment of the brake torque based on the vehicle position with the same sliding probability of each car in the train formation show that in the case of limited express trains, the brakes are compared to the conventional control method. It has been found that the distance can be shortened in the case of the distributed control method.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a control device used in a train brake distributed control method as an embodiment according to the present invention.

FIG. 2 is a control block diagram according to a train brake distributed control method.

FIG. 3 is an explanatory diagram for obtaining an adjustment coefficient C _{n according} to a vehicle position.

FIG. 4 is an explanatory diagram for obtaining an axial load movement amount during braking.

FIG. 5 is a graph showing how to apply a brake, the frequency of gliding, and the magnitude of the adhesive force used by the train brake distributed control method.

FIG. 6 is a schematic diagram of a control device used in a conventional train brake control method.

FIG. 7 is a graph showing a sliding occurrence rate for each vehicle during braking.

FIG. 8 is a graph showing how to apply a brake, the frequency of gliding, and the magnitude of the adhesive force used by the conventional train brake control method.

[Explanation of symbols]

 1 Brake controller of driver's cab 2 Brake command converter 3 Brake control device 4 Electro-pneumatic conversion valve 5 Double check valve 6 Relay valve 7 Anti-skid valve 8 Variable load valve 9 Emergency solenoid valve

[Procedure amendment]

[Submission date] June 3, 1992

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0007

[Correction method] Change

[Correction content]

FIG. 7 is an example in which the ratio of gliding occurring for each vehicle and each wheel is graphed from a gliding frequency survey example of a certain 12-car train. As you can see from this figure,
The sliding rate of the wheels of the first vehicle, that is, the first vehicle, is higher than that of the wheels of other vehicles, and the value is
It is P _s1 percent . The trailing vehicle of the train has a lower wheel gliding ratio, and the sixth vehicle from the top has a wheel sliding ratio of _Ps6 % . From this, it can be understood that when traveling normally, it becomes easier to glide toward the beginning of the train.

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction content]

Further, FIG. 8 shows the frequency of occurrence of gliding on the wheels of each car up to the 5th car of a 6-car train and the cars.
This is a graph of the adhesive strength used for each wheel . As is clear from this figure, as the wheels of the leading vehicle, or in terms of each vehicle, the sliding frequency increases toward the rear axle, and the adhesive strength used decreases correspondingly.

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0031

[Correction method] Change

[Correction content]

[Determination of Adjustment Coefficient W _{r According} to Wheel Diameter] In order to correct the braking force according to the wheel diameter, it is first necessary to grasp the state of the wheel. A speed sensor is installed on the axle with an anti-skid device for anti-skid control. In this case, the maximum speed Vm in the vehicle is taken, and the ratio Wr with other axles in the same vehicle is taken, and the value is determined according to the ratio. Adjust the braking force inside the vehicle.

Claims (2)

[Claims] 1. In a train-set vehicle in which a plurality of vehicles are connected, the braking force in the vehicle is controlled so that the axle sliding frequency of each vehicle in the formation becomes uniform regardless of the position of the connected vehicles. Train brake distributed control method. 2. A train comprising a plurality of trains connected to each other, wherein the braking force for each axle is controlled so that the running frequency of each axle in each train in the formation is uniform. Brake distributed control method.