JPH06144209A - Brake control device for rolling stock - Google Patents

Abstract

PURPOSE:To provide a brake control device for railway car which can obtain a braking force accurately corresponding to each of car load and can properly control the braking force for runway state of wheels even for a railway car on rolling stock of the type that an air pressure signal from an air spring can not be used as load signal. CONSTITUTION:A brake command part 15 puts out a correction brake command signal (a) increased/decreased according to a difference between a basic brake command signal and an actual deceleration, and at a brake receiver 6 for receiving this signal (a), a load condition generating circuit and a brake pattern generating circuit for receiving a signal from this circuit and the signal (a) and for putting out a brake control signal to braking devices 4 and 5 are provided, and a load setter for setting a false load signal in advance and a reducing for reducing the signal of this setter when a wheel is running are provided at the load condition generating circuit.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railcar brake control device, and more particularly to a technique for appropriately controlling a brake device of each vehicle according to a load condition of each vehicle and a sliding state of wheels.

[0002]

2. Description of the Related Art Generally, in a railroad vehicle, in order to make the braking force of each vehicle according to the individual vehicle in response to a brake command signal output from the leading vehicle to each vehicle, for example, The brake control signal in consideration of the load is output to the brake device.

Specifically, as shown in FIG. 5, a brake controller 1 provided in a leading vehicle for performing a brake operation, and a signal from the brake controller 1 is applied to each vehicle as a brake command signal a. A brake command unit 2 which outputs the brake command unit 2 is provided in each vehicle, and the brake command signal a and the load signal b from the air spring 3 are input to the electric brake device 4 based on these signals. And the air brake device 5 are provided with a brake receiver 6 for outputting brake control signals c and d.

The detailed structure of the brake receiver 6 is shown in FIG.
As shown in FIG. 2, the variable pressure device 7 which receives the air pressure of the air spring 3 as a load signal b and converts the air pressure into a variable load signal b1 which is an electric signal and outputs the variable load signal b1, and this variable load signal
Based on b1 and the brake command signal a, a brake pattern generation circuit 8 that outputs a brake control signal c corresponding to both signals, and the actual braking force of the electric brake device 4 that operates based on this brake control signal c And a brake control signal c, and an electropneumatic operation circuit 9 for calculating the difference. Then, the air brake device 5 operates based on the brake control signal d output from the electropneumatic operation circuit 9. Therefore, the air brake device 5 compensates for the shortage of the braking force of the electric brake device 4.

Further, as shown in FIG. 5, a skid prevention valve 10 is connected to the air brake device 5, and the skid prevention valve 10 is provided with a skid detecting means 11 for detecting a skid state of a wheel W. It operates when a slip detection signal f is input through the slip detection controller 12, and when a signal f indicating slip detection is input to the slip prevention valve 10, the brake shoe 13 in a braking action state. Etc. are loosened from the wheel W and the gliding disappears.

In the conventional brake control device for a railway vehicle, the air spring 3 for sending the load signal b to the load-bearing device 7 is provided between the vehicle body and the bogie. Even when the vehicle body load varies depending on the passengers and the size of the load, the air pressure of the air spring 3 is changed to perform control for always maintaining the vehicle body at a constant height. By extracting the air pressure from 3 as the load signal b, it is possible to control the brake devices 4 and 5 according to the load of the vehicle.

[0007]

By the way, with the recent increase in the speed of railway vehicles, for example, when the vehicle passes through a curve, it becomes possible to perform high-speed traveling (ultra high-speed traveling) when the vehicle passes through a curve. An attempt has been made to put into practical use a vehicle in which the air pressure is separately supplied to the air spring 3 to incline the vehicle body appropriately.

In this type of vehicle, even if the vehicle load is the same, the air pressure of the air spring 3 will be different depending on the running state such as straight running or curved running. The air pressure and the vehicle load do not accurately correspond to each other, so that the signal from the air spring 3 cannot be used as the load signal b input to the variable loader 7 of the brake receiver 6. is there.

The present invention has been made in view of the above circumstances, and it is possible to obtain a braking force accurately corresponding to a vehicle load even in a vehicle of a type in which a signal from an air spring cannot be used as a load signal. It is a technical object to provide a brake control device for a railway vehicle capable of achieving the above.

[0010]

In order to achieve the above technical problems, a brake control device for a railway vehicle according to the present invention,
It is characterized by being configured as shown below. That is, in the brake control device for a railroad vehicle, which includes a brake command unit that outputs a brake command signal to each vehicle, and a brake receiver that controls the brake device of each vehicle by receiving the brake command signal, The portion of the actual deceleration obtained by differentiating the value of the deceleration command signal corresponding to the basic brake command signal output based on the brake operation and the speed signal from the speed detection means for detecting the speed of the vehicle. It is configured to output a corrected brake command signal obtained by comparing the value with the value and increasing / decreasing the basic brake command signal according to the difference between the two values. Load condition generation circuit that outputs a load signal corresponding to the above, a corrected brake command signal from the brake command unit, and a load from the load condition generation circuit And a brake pattern generation circuit that outputs a brake control signal required by the brake device of the vehicle in response to the signal, and the load condition generation circuit previously outputs a pseudo load signal that is considered to correspond to the load of the vehicle. The pseudo load signal is reduced in response to a sliding detection signal from a load setting device that sets and a sliding detection means that detects sliding of the wheels when the brake device of the vehicle operates, and this reduced signal is used as the load signal. And a load signal reduction circuit for outputting.

[0011]

According to the above means, in the brake command section,
The value of the deceleration command signal corresponding to the basic brake command signal output based on the brake operation is compared with the actual deceleration value obtained by differentiating the speed signal from the speed detection means, and this comparison result The corrected brake command signal, which is obtained by increasing or decreasing the basic brake command signal according to the above, is output.Therefore, the pseudo load signal preset in the load setting device of the load condition generation circuit in the brake receiver is actually If the vehicle load is smaller or larger than the vehicle load, the actual deceleration value of the entire vehicle (whole train) based on the speed signal from the speed detecting means and the basic brake command signal based on the brake operation are calculated. Although the values do not match, the brake command unit outputs a corrected brake command signal that has increased or decreased according to the difference between these two values. Addresses the mismatch caused by the heavy error, for the braking device, a brake control signal corresponding to the load is output.

A pseudo load signal is preset in the load setting device of the load condition generating circuit in the brake receiver. For example, in a certain vehicle, a pseudo load signal larger than the actual vehicle load is output. If the basic brake command signal output from the brake controller is increased in order to increase the braking force of each vehicle as a whole, it is output from the brake pattern generation circuit of the brake receiver of a vehicle. The brake control signal corresponding to the actual vehicle load becomes larger than the brake control signal, and the braking force exceeding the adhesive force of the wheel acts to induce the sliding of the wheel. When a skid occurs, the load signal reduction circuit reduces the pseudo load signal based on the signal from the skid detection means indicating the skid detection, whereby Brake control signal outputted from the Kipatan generating circuit is a signal to weaken the braking force to the brake device. Therefore, the brake control signal output from the brake receiver (brake pattern generation circuit) for each vehicle can be set according to the load state and the sliding state of each vehicle.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a railway vehicle brake control device according to the present invention will be described below with reference to the drawings. FIG. 1 shows an overall schematic configuration of a brake control device according to the present invention. The overall schematic configuration is different from the conventional example shown in FIG. 14 is provided and the speed signal g from the speed sensor 14 is input to the brake command unit 2 in the brake command unit 15, and the load signal from the air spring 3 is input to the brake receiver 6. The brake receiver 6 receives the slip detection signal f1 from the slide detection controller 12
And a reset signal r based on a signal from the vehicle door opening / closing sensor 16 is input to the brake receiver 6. Since the other schematic configuration and the rough signal flow are the same as those of the above-described conventional example, the same reference numerals are given to these and description thereof is omitted. The constituent elements on the right side of the boundary line indicated by the symbol X in the figure are installed for each vehicle.

Next, detailed features of the present invention will be described. FIG. 2 shows the internal circuit configuration of the brake command device 2. The basic brake command signal A1 output from the brake controller 1 by the brake operation is input to the conversion circuit 21, and the coefficient and code are converted, It is output as the deceleration command signal A2. On the other hand, the speed signal g from the speed sensor 14 is input to the deceleration calculation circuit 22 and is output as a signal g2 indicating the actual deceleration obtained by differentiating this signal. Then, the deceleration command signal A2
The value of and the actual value of the deceleration signal g2 are calculated in the adder 23, and the deviation amount that is the result of this calculation (plus and minus are also considered)
Is input to the integrating circuit 24 as the deviation signal A3, and is output from the integrating circuit 24 to the signal line of each vehicle as the correction brake command signal a. If the basic brake command signal A1 from the brake controller 1 is a signal already indicating deceleration, the conversion circuit 21 becomes unnecessary.

FIG. 3 shows the internal circuit configuration of the brake receiver 6, in which the sliding detection signal f1 from the sliding detection controller 12 and the reset signal r from the door opening / closing sensor 16 are input and the load of the vehicle. A load condition generating circuit 61 for outputting a load signal F corresponding to the above, a load control signal c for inputting the load signal F and the correction brake command signal a
And a electro-pneumatic operation circuit 9 (similar to that shown in FIG. 6 described above).

FIG. 4 shows the internal circuit configuration of the load condition generating circuit 61 in the brake receiver 6. The counter 71 receives the sliding detection signal f1 and the reset signal r, and the counter 71. The coefficient circuit 72 that multiplies the count value indicated by the signal f2 from a predetermined coefficient, a preset pseudo load setter 73 that sets a pseudo load corresponding to an appropriate pseudo load such as full or empty, and this preset load setter 73 Output signal f3 of the coefficient circuit 72 from the pseudo load
And a subtracter 74 that outputs the load signal F, which is the result of the subtraction, to the brake pattern generation circuit 62.

As the specific wheel W1 on which the speed sensor 14 is provided, a wheel that exerts a braking force weaker than the braking force required during braking, that is, a wheel that does not slide is specially provided. This wheel may be used, a free wheel may be specially provided, and this free wheel may be used. Further, the highest speed wheel among the four wheels in one vehicle may be detected and used. Good.

Further, when the speed signal line is routed through the rolling stock, the speed sensor may be omitted and the speed signal line may be used as the speed detecting means.

Next, the operation of the above embodiment will be described. A pseudo load is preset in the preset load setting device 73 of the load condition generating circuit 61 in the brake receiver 6,
When the actual load of the vehicle is smaller than this pseudo load
(For example, when the vehicle is empty and the pseudo load corresponds to full load), the value of the brake control signals c and d output from the brake receiver 6 or the braking force is insufficient, and The actual deceleration of W1 does not match the basic brake command signal from the brake controller 1. Therefore, from the brake command device 2, the difference between the deceleration corresponding to the basic brake command signal and the actual deceleration is added. Then, the corrected brake command signal a is output. As the corrected brake command signal a increases in this way, the brake control signals c and d corresponding to the vehicle load are output from the brake receiver 6.

On the other hand, on the contrary, when the pseudo load preset by the preset load setting device 73 is larger than the load of the vehicle, the brake control signal c, Since the value of d is too large, the actual deceleration becomes larger than the deceleration corresponding to the basic brake command signal. Therefore, from the brake command device 2, the corrected brake command signal obtained by subtracting the difference between these two values. a is output.

In this case, when the wheels W of the vehicle slide due to the large pseudo load, the signal f1 from the slide detection controller 12 indicating the slip detection is sent to the load condition generating circuit 61. The count value input to the counter 71 is increased by 1, the increased count value is multiplied by a coefficient in the coefficient circuit 72, and the multiplication value is subtracted from the pseudo load of the preset load setting device 73 in the subtractor 74, This subtracted value is used as the load signal F for the brake pattern generation circuit.
Sent to 62. As a result, the load signal F becomes smaller than the pseudo load by the product of the count value and the coefficient, and therefore the brake control signals c and d (brake force) output from the brake receiver 6 become smaller. . The count value of the counter 71 increases by 1 each time the signal f1 indicating the sliding detection is input, and the door opening / closing sensor
When 16 detects the opening of the door, the reset signal r is input to the counter 71 and the count value becomes zero. This is because the passengers get on and off when the door is opened, which changes the vehicle load.

When the braking force becomes too small as a result of reducing the value of the load signal F in order to prevent the wheel from sliding as described above, the actual deceleration of the wheel W1 is reduced. Since it becomes smaller, the corrected brake command signal a output from the brake command device 2 becomes larger, and an appropriate braking force can be obtained.

By performing the above control,
When the actual deceleration is small with respect to the basic brake command signal based on the brake operation, the value of the corrected brake command signal a for all vehicles increases by the amount corresponding to the difference between the two, but the opposite case. In addition, the value of the correction brake command signal a for all vehicles decreases by an amount corresponding to the difference between the two, and at the same time, for vehicles with wheels sliding, the braking force decreases according to the sliding state (sliding time, etc.). As a result, optimal braking force control is performed for each vehicle.

Although the present invention applies the load condition generating circuit 61 to the railway vehicle brake control device, the load condition generating circuit 61 can also be applied to the power running control device. In this case, the brake receiver 6 is a power running controller for controlling the motor, and instead of the slip detection signal of the slip detection controller 12, the load condition generation circuit 61 in the power running controller is based on the slip detection signal of the slip detection controller 61. This reduces the pseudo load of.

[0025]

As described above, according to the railway vehicle brake control device of the present invention, when the actual deceleration is small or large with respect to the basic brake command signal based on the brake operation, all the vehicles are operated. The value of the correction brake command signal is increased or decreased by an amount corresponding to the difference between the two, and not only an appropriate braking force is obtained, but also for a vehicle with sliding wheels, the braking force decreases depending on the sliding state. Therefore, the optimum braking force control is performed for each vehicle. Since this control does not utilize the air pressure from the air spring as in the conventional case, a special pressure control for the air spring is performed in order to make the vehicle in an inclined state when traveling on a curve or the like. Even in a vehicle, accurate control can be performed without any trouble, and the conventional piping from the air spring to the load-bearing device can be eliminated.

[Brief description of drawings]

FIG. 1 is a block diagram showing an overall schematic configuration of a railway vehicle brake control device according to the present invention.

FIG. 2 is a block diagram showing an internal circuit configuration of a brake command device in the brake control device.

FIG. 3 is a block diagram showing an internal circuit configuration of a brake receiver in the brake control device.

FIG. 4 is a block diagram showing an internal circuit configuration of a load condition generating circuit in the brake receiver.

FIG. 5 is a block diagram showing an overall schematic configuration of a conventional example.

FIG. 6 is a block diagram showing an internal circuit configuration of a brake receiver in the conventional example.

[Explanation of symbols]

 1 Brake Controller 2 Brake Commander 4 Brake Device (Electric Brake Device) 5 Brake Device (Air Brake Device) 6 Brake Receiver 12 Sliding Detecting Device (Sliding Detecting Controller) 14 Speed Detecting Device (Speed Sensor) 15 Brake Commanding Section 61 Load condition generation circuit 62 Brake pattern generation circuit 71 Load signal reduction circuit (counter) 72 Load signal reduction circuit (coefficient circuit) 73 Load setter (preset load setter) 74 Load signal reduction circuit (subtractor)

Claims (1)

[Claims] 1. A brake control device for a railway vehicle, comprising: a brake command unit that outputs a brake command signal to each vehicle; and a brake receiver that receives the brake command signal and controls a brake device of each vehicle. The brake command unit is obtained by differentiating the value of the deceleration command signal corresponding to the basic brake command signal output based on the brake operation and the speed signal from the speed detecting means for detecting the speed of the vehicle. Comparing with the value of deceleration, and is configured to output a corrected brake command signal obtained by increasing or decreasing the basic brake command signal according to the difference between the two, the brake receiver, A load condition generation circuit that outputs a load signal corresponding to the load of the vehicle, a correction brake command signal from the brake command unit, and the load condition generation circuit. And a brake pattern generation circuit that outputs a brake control signal required by the brake device of the vehicle in response to the load signal of, and the load condition generation circuit is a pseudo load signal considered to correspond to the load of the vehicle. To reduce the pseudo load signal in response to a slip detection signal from a load setting device that presets the slip setting unit and a slip detection unit that detects the slip of the wheels when the brake is operated by the brake device of the vehicle, and the reduced signal is applied to the load. A railway vehicle brake control device comprising: a load signal reduction circuit that outputs a signal.