JPH06153326A - Brake controller - Google Patents
Brake controllerInfo
- Publication number
- JPH06153326A JPH06153326A JP4324920A JP32492092A JPH06153326A JP H06153326 A JPH06153326 A JP H06153326A JP 4324920 A JP4324920 A JP 4324920A JP 32492092 A JP32492092 A JP 32492092A JP H06153326 A JPH06153326 A JP H06153326A
- Authority
- JP
- Japan
- Prior art keywords
- speed
- pulse
- acceleration
- calculating
- axle rotation
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、鉄道車輌の電気式・機
械式等のブレーキの制御装置に関し、特には、車輪滑走
時に適切なブレーキ力の引き下げ、保持、復帰を行うこ
とにより車輪の粘着性能を向上させたブレーキ制御装置
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for electric and mechanical brakes of railway vehicles, and more particularly, to the adhesion of the wheels by appropriately lowering, holding and restoring the braking force when the wheels slide. The present invention relates to a brake control device having improved performance.
【０００２】[0002]
【従来の技術】従来の技術について図に基づき説明す
る。図５は従来のブレーキ制御装置の構成を示す図であ
る。まず、車軸に取り付けられた速度センサの出力であ
る回転速度パルスを速度算出手段１１〜１４にて一定時
間計数してこれにより車軸の回転速度（以下、単に速度
という）を算出する。次に、加速度算出手段２１〜２４
にて現在の速度算出値と一定時間前の速度算出値との差
より加速度を算出する。また基準速度算出手段４にて複
数の車軸の速度の最大値を基準速度とし、滑走速度算出
手段５１〜５４にて基準速度と回転速度の差である滑走
速度を算出する。最後に、判定指令手段６１〜６４にて
上記滑走速度と加速度より判別してブレーキ力の引き下
げ、保持、復帰を行う。2. Description of the Related Art A conventional technique will be described with reference to the drawings. FIG. 5 is a diagram showing a configuration of a conventional brake control device. First, the rotation speed pulse output from the speed sensor attached to the axle is counted by the speed calculating means 11 to 14 for a certain period of time to calculate the rotation speed of the axle (hereinafter, simply referred to as speed). Next, the acceleration calculation means 21-24
At, the acceleration is calculated from the difference between the current speed calculated value and the speed calculated value before a fixed time. Further, the reference speed calculation means 4 uses the maximum value of the speeds of the plurality of axles as the reference speed, and the sliding speed calculation means 51 to 54 calculate the sliding speed which is the difference between the reference speed and the rotation speed. Finally, the judgment command means 61 to 64 discriminates from the sliding speed and the acceleration to reduce, hold, and restore the braking force.
【０００３】図６は滑走が発生した時の通常のブレーキ
制御の一例における、速度、加速度及びブレーキ力の推
移を示すグラフである。図６において、最下段はブレー
キ力を表し、図の左から右へ向かって、立ち上げ、引き
下げ、保持、復帰の各ブレーキ制御動作が連なってい
る。「立ち上げ」は、車輌にブレーキをかけるためにブ
レーキ力を徐々に上げる動作である。「引き下げ」は、
ブレーキを言わばかけすぎて車輪がレール上を滑走し始
めた場合に滑走を止めるためにブレーキ力を下げる動作
である。「保持」は、滑走が納まり始めたとき等にブレ
ーキ力の過度な低下を抑制する等のためにブレーキ力を
一定とする動作である。「復帰」は、滑走のおそれが無
くなった時点で、再度ブレーキ力を上げる動作である。
この場合には、ａ点にて例えば滑走速度が一定値に達し
たことをもって滑走を検知し、ブレーキ力を引き下げ
る。次に、ｂ点にて例えば加速度が一定値以上であるこ
とをもってブレーキ力を一定値に保持し、ｃ点にて例え
ば滑走速度が一定値以下であることをもってブレーキ力
を復帰させる。FIG. 6 is a graph showing changes in speed, acceleration and braking force in an example of normal brake control when a skid occurs. In FIG. 6, the lowermost stage represents the braking force, and from the left to the right of the figure, each brake control operation such as start-up, pull-down, holding, and return is continuous. “Start-up” is an operation in which the braking force is gradually increased in order to brake the vehicle. "Reduction" means
When the brakes are applied too much and the wheels start sliding on the rails, the braking force is reduced to stop the sliding. "Holding" is an operation that keeps the braking force constant in order to suppress an excessive decrease in the braking force when the sliding starts to settle. "Return" is an operation to increase the braking force again when the risk of skiing disappears.
In this case, at point a, for example, the running speed is detected when the running speed reaches a certain value, and the braking force is reduced. Next, at point b, for example, the braking force is maintained at a constant value when the acceleration is equal to or greater than a certain value, and at point c, the braking force is returned when the sliding speed is less than or equal to the certain value.
【０００４】従来の技術においてはブレーキ制御におい
て以下のような問題点があった。 速度算出手段において一定時間（以下基準時隔とい
う）Ｔ（ｓ）に計数された車軸回転パルス数ｎにより次
式を用いて速度Ｖ（km/h）を算出している。The prior art has the following problems in brake control. The speed calculation means calculates the speed V (km / h) using the following equation based on the number n of axle rotation pulses counted at a certain time (hereinafter referred to as reference time interval) T (s).
【０００５】[0005]
【数１】 但し、Ｄ（ｍ）は車輪径、Ｐは車軸１回転の車軸回転パ
ルス数である。従って１パルスが３．６πＤ／（ＴＰ）
（km/h）に相当し、これが速度の算出誤差となり、正確
に加減速度を算出するには基準時隔Ｔを大きくする必要
があり、速度の算出に伴う時間遅れが発生していた。こ
のため滑走時のブレーキ力引き下げ、保持、復帰のいず
れのタイミング検出にも速度と加速度のみによらざるを
得ず、ブレーキ制御に遅れが生じていた。[Equation 1] However, D (m) is the wheel diameter, and P is the number of axle rotation pulses for one rotation of the axle. Therefore, one pulse is 3.6πD / (TP)
(Km / h), which is an error in speed calculation, and it is necessary to increase the reference time interval T in order to accurately calculate the acceleration / deceleration, which causes a time delay in calculating the speed. For this reason, there is no choice but to rely only on the speed and acceleration in detecting the timing of reducing the braking force during slipping, holding, and returning, which causes a delay in brake control.
【０００６】立ち上げ時等における滑走開始又はその
おそれの判定を、滑走速度と加速度の情報によって行っ
てい、その判定に時間遅れが生じ、滑走速度は大きくな
らざるを得なかった。[0006] The start of sliding at the time of start-up or the like is judged based on the information of the sliding speed and the acceleration, and there is a time delay in the judgment, and the sliding speed must be increased.
【０００７】立ち上げ時に滑走を検知するまでに時間
がかかり、その間にブレーキ力が上昇してしまい、さら
に滑走を助長していた。同時に滑走検知によりブレーキ
力を引き下げてしまうので、平均ブレーキ力が低下して
いた。また、滑走により、機械ブレーキの場合には、油
圧源や空気源を必要以上に消費していた。[0007] It takes time to detect the gliding at the time of start-up, and the braking force increases during that time, further promoting the gliding. At the same time, the braking force was reduced by the slip detection, so the average braking force was reduced. Further, due to sliding, in the case of mechanical braking, the hydraulic pressure source and the air source were consumed more than necessary.
【０００８】引き下げ時における滑走状態の落ち着き
判定を、滑走速度と加速度の情報によって行い、その判
定に時間遅れが生じ、必要以上にブレーキ力を引き下げ
ることとなって平均ブレーキ力が低下していた。The stability of the sliding condition at the time of pulling down is determined based on the information on the sliding speed and the acceleration, and there is a time delay in the determination, and the braking force is reduced more than necessary and the average braking force is lowered.
【０００９】保持から復帰への移行が遅れると、滑走
から再粘着への移行が急激となるため、再粘着した時点
でブレーキ力の立ち上がりが不十分となり、車輪とレー
ルの間の力（以下、接線力と言う）に変動が生じて問題
となっていた（電気学会研究会資料 ＴＥＲ−９１一４
３参照）。If the transition from holding to return is delayed, the transition from gliding to re-adhesion becomes abrupt, and the braking force will not rise sufficiently when re-adhesion occurs, and the force between the wheel and the rail (hereinafter, There was a problem in that the tangential force fluctuated (The Institute of Electrical Engineers of Japan Material TER-914-14)
3).
【００１０】保持時における滑走状態の終了見込みの
判定を滑走速度や加速度で行っており、その判定に時間
遅れが生じ、滑走終了（再粘着）した時点でブレーキ力
の立ち上がりが不十分となり、上記と同様の問題があ
った。また、ブレーキ力の立ち上がり不十分のため平均
ブレーキ力が低下していた。[0010] The possibility of ending the sliding state during holding is judged by the sliding speed and acceleration, and there is a time delay in the judgment, and when the sliding ends (re-adhesion), the rise of the braking force becomes insufficient, Had the same problem with. In addition, the average braking force was reduced because the braking force did not rise sufficiently.
【００１１】[0011]
【発明が解決しようとする課題】本発明の目的は、上述
の問題点を解決するため、速度算出手段に工夫を加え
て、滑走状態の開始・落ち着き・終了見込みを時間遅れ
なく判定し、ブレーキ力の立ち上げ・引き下げ・保持・
復帰を適切なタイミングでかつオーバーアクションとな
ることなく行うことのできる、車輪の粘着性能を同上さ
せたブレーキ制御装置を提供することを目的とする。SUMMARY OF THE INVENTION In order to solve the above problems, an object of the present invention is to devise a speed calculation means so as to determine the start / settlement / end probability of a sliding state without a time delay, and to brake the vehicle. Power up / down / hold /
An object of the present invention is to provide a brake control device capable of performing recovery at appropriate timing and without causing over-action, and having the same wheel adhesion performance.
【００１２】[0012]
【課題を解決するための手段】本発明のブレーキ制御装
置は、車軸回転パルスを入力信号として受け、該信号を
処理することによって車輪のレールに対する滑走状態を
判定し、その状態に応じてブレーキ力の立ち上げ、引き
下げ、保持又は復帰の制御を行うブレーキ制御装置であ
って；車軸の回転パルスを用いて、一定時間内に入力す
るパルス数と合計パルス幅より車軸回転速度を算出する
速度算出手段と；車軸回転速度の現在の値と以前の値と
の差より加速度を算出する加速度算出手段と；回転速度
の現在の値と以前の値との差より回転速度微分値を算出
する回転速度微分値算出手段と；車輌の速度を表す基準
速度を発生する基準速度発生手段と；基準速度と車軸回
転速度の差である滑走速度を算出する滑走速度算出手段
とを具備すること、または上記速度算出手段に替えて、
予め設定した一定間隔にて基準時隔パルスを発生し、基
準時隔パルス発生毎に次の車軸回転パルス入力までのパ
ルスずれ時間を計測し、更に前回パルスずれ時間計測時
から上記パルスずれ時間計測時までの車軸回転パルス入
力数を計測し、これら二つの相前後するパルスずれ時間
と車軸回転パルス入力数とから車軸回転パルス幅の平均
値を算出し、これをもとに車軸回転速度を算出する速度
算出手段を具備することを特徴とする。The brake control device of the present invention receives an axle rotation pulse as an input signal, processes the signal to determine the sliding state of a wheel on a rail, and determines the braking force according to the state. Is a brake control device for controlling start-up, pulling-down, holding or returning of a vehicle; a speed calculating means for calculating an axle rotational speed from the number of pulses input within a fixed time and a total pulse width using an axle rotation pulse. And; acceleration calculating means for calculating acceleration from the difference between the current value of the axle rotation speed and the previous value; and rotation speed differentiation for calculating the rotation speed differential value from the difference between the current value and the previous value of the rotation speed Value calculation means; reference speed generation means for generating a reference speed representing the speed of the vehicle; and sliding speed calculation means for calculating a sliding speed that is the difference between the reference speed and the axle rotation speed. Or in place of the speed calculating means,
Generates a reference time interval pulse at preset constant intervals, measures the pulse deviation time until the next axle rotation pulse input at each reference time interval pulse generation, and further measures the pulse deviation time from the previous pulse deviation time measurement The number of axle rotation pulse inputs up to the time is measured, and the average value of the axle rotation pulse width is calculated from these two pulse shift times before and after and the number of axle rotation pulse inputs, and the axle rotation speed is calculated based on this. It is characterized in that it is provided with a speed calculating means.
【００１３】[0013]
【実施例】本発明実施例を図１に基づいて説明する。一
定時間内に入力する車軸回転パルスのパルス数とそれら
の全体のパルス幅より速度算出手段１１〜１４を用いて
速度を算出する。この速度算出方式を用いると従来の速
度算出方式より格段に速度演算精度を向上させ得る。次
に、加速度算出手段２１〜２４を用いて、現在の速度と
一定時間前の速度の差より加速度を算出する。更に加速
度微分値算出手段３１〜３４を用いて現在の加速度と一
定時間前の加速度の差より加速度微分値を算出する。ま
た基準速度算出手段４を用いて各軸の速度の最大値より
基準速度を算出する。全軸とも滑走した時はブレーキノ
ッチ及び走行速度にて予め設定した減速度と前回の基準
速度より新しい基準速度を算出する。次に滑走速度算出
手段５１〜５４を用いて基準速度と各車軸回転速度との
差より各車軸の滑走速度を算出する。EXAMPLE An example of the present invention will be described with reference to FIG. The speed is calculated using the speed calculation means 11 to 14 from the number of axle rotation pulses input within a fixed time and the total pulse width thereof. When this speed calculation method is used, the speed calculation accuracy can be significantly improved as compared with the conventional speed calculation method. Next, the acceleration calculating means 21 to 24 are used to calculate the acceleration from the difference between the current speed and the speed before a fixed time. Further, the acceleration differential value calculating means 31 to 34 is used to calculate the acceleration differential value from the difference between the current acceleration and the acceleration before a fixed time. Further, the reference speed calculating means 4 is used to calculate the reference speed from the maximum value of the speed of each axis. When all axes have slipped, a new reference speed is calculated from the deceleration set in advance by the brake notch and the running speed and the previous reference speed. Next, the sliding speed calculation means 51 to 54 is used to calculate the sliding speed of each axle from the difference between the reference speed and the rotation speed of each axle.
【００１４】次に判別指令手段６１〜６４を用いて上記
滑走速度、加速度、加速度微分値、基準速度より立ち上
げ時又は立ち上げ途中保持時において滑走状態の開始を
判定して、ブレーキ力引き下げのタイミングを決定す
る。ブレーキ力引き下げのタイミングとしては、例え
ば、滑走速度が一定値以上でかつ、加速度又は加速度微
分値が一定値以下、あるいは、滑走速度が一定値以上で
かつ加速度微分値が一定値以下であることをもって決定
する。Next, the determination command means 61 to 64 are used to determine the start of the sliding state at the time of start-up or at the time of holding during the start-up based on the above-mentioned running speed, acceleration, differential acceleration value, and reference speed to reduce the braking force. Determine the timing. The timing for reducing the braking force may be, for example, that the sliding speed is a certain value or more and the acceleration or the acceleration differential value is a certain value or less, or the sliding speed is the certain value or more and the acceleration differential value is a certain value or less. decide.
【００１５】本発明速度算出方法の実施例について、図
２と図３に基づき説明する。図２の基準時隔パルス発生
時点から次の車軸回転パルス入力までの時間を図３のカ
ウンタ７で計測し、これをΔＴ1 とする。また次の基準
時隔パルス発生時点から最初の車軸回転パルス入力まで
の時間を同様に計測し、これをΔＴ2 とする。この間の
車軸回転パルス数を図３のカウンタ１で計数するものと
し、この値をｎ、基準時間をＴとすればΔＴ1 計測時点
からΔＴ2 計測時点までの時間ＴP は次式で表される。An embodiment of the speed calculation method of the present invention will be described with reference to FIGS. The time from the generation of the reference time interval pulse in FIG. 2 to the input of the next axle rotation pulse is measured by the counter 7 in FIG. 3, and this is designated as ΔT 1 . Similarly, the time from the generation of the next reference time interval pulse to the input of the first axle rotation pulse is similarly measured, and this is designated as ΔT 2 . It is assumed that the number of axle rotation pulses during this period is counted by the counter 1 in FIG. 3, and that this value is n and the reference time is T, the time T P from the ΔT 1 measurement time to the ΔT 2 measurement time is expressed by the following equation. It
【００１６】[0016]
【数２】 [Equation 2]
【００１７】この間にｎ個のパルスが入力しているから
平均パルス幅はＴP ／ｎであり、速度Ｖは次式で表され
る。Since n pulses are input during this period, the average pulse width is T P / n and the velocity V is expressed by the following equation.
【００１８】[0018]
【数３】 [Equation 3]
【００１９】この速度算出方式を平均パルス幅算出方式
と呼ぶ。このようにすれば低速度から高速度までパルス
幅計測をほぼ一定の時隔で行うことができ、ほぼ一定の
速度算出精度を保つことができる。しかもΔＴ1,ΔＴ2
を計数する時間計数パルスの周波数を上げれば容易に速
度算出精度を上げることができる。This speed calculation method is called an average pulse width calculation method. By doing so, the pulse width can be measured from a low speed to a high speed at a substantially constant time interval, and a substantially constant speed calculation accuracy can be maintained. Moreover, ΔT 1 , ΔT 2
If the frequency of the time counting pulse for counting is increased, the speed calculation accuracy can be easily increased.
【００２０】図４は、本発明実施例のブレーキ制御装置
におけるブレーキ制御時の速度、加速度及びブレーキ力
の推移を表すグラフである。最上段の速度において、右
下りの実線は基準速度を示し、ほぼ一定の割合で減速し
つつある状態を示す。一点鎖線は従来技術の場合の速度
（車軸回転）を表し、ｂ部では基準速度と速度との間に
大きな差（滑走速度）が存在する。その理由は、最下段
のブレーキ力において示されているように、ブレーキ力
引き下げのタイミングａが遅れているためである。これ
に対して、本実施例では、ａ’の時点で加速度（中段）
の値及びその微分値が一定値以下、つまり車輪が滑走し
始めてどんどんと減速され始めていることから滑走状態
の開始をいち早く判定してブレーキ力を引き下げてい
る。その結果、滑走速度最大のｂ’点においても、滑走
速度の絶対量はきわめて小さい。FIG. 4 is a graph showing changes in speed, acceleration and braking force during brake control in the brake control device according to the embodiment of the present invention. In the uppermost speed, the solid line to the right shows the reference speed, and shows a state where the vehicle is decelerating at a substantially constant rate. The alternate long and short dash line represents the speed (axle rotation) in the case of the conventional technique, and in part b, there is a large difference (sliding speed) between the reference speed and the speed. The reason is that the timing a for reducing the braking force is delayed, as indicated by the braking force in the lowermost stage. On the other hand, in the present embodiment, the acceleration (middle stage) at the time of a ′
Value and its differential value are equal to or less than a certain value, that is, the wheels have begun to slide and are gradually decelerating. Therefore, the start of the sliding state is judged as soon as possible to reduce the braking force. As a result, the absolute amount of the sliding speed is extremely small even at the point b ′ where the sliding speed is maximum.
【００２１】[0021]
【発明の効果】以上説明したように本発明によれば滑走
速度が小さく、平均ブレーキ力が高い高性能走行車両に
好適な粘着性能の優れたブレーキ制御装置を提供するこ
とができ、走行速度を向上させることができるのみなら
ず、滑走による車両や走行路の損傷を最小限に保つこと
ができ、車両保守の経済効果も大きい。As described above, according to the present invention, it is possible to provide a brake control device having an excellent adhesive performance suitable for a high-performance traveling vehicle having a low sliding speed and a high average braking force. Not only can it be improved, but damage to the vehicle and the road due to gliding can be kept to a minimum, and the economic effect of vehicle maintenance is great.
【図１】本発明の実施例に係わるブレーキ制御装置の構
成を示すブロック図である。FIG. 1 is a block diagram showing a configuration of a brake control device according to an embodiment of the present invention.
【図２】本発明の実施例の速度算出手段におけるパルス
計数を説明する図である。FIG. 2 is a diagram for explaining pulse counting in the speed calculating means according to the embodiment of the present invention.
【図３】本発明の実施例の速度算出手段におけるパルス
計数回路例を示す図である。FIG. 3 is a diagram showing an example of a pulse counting circuit in the speed calculating means according to the embodiment of the present invention.
【図４】本発明の実施例のブレーキ制御装置におけるブ
レーキ制御時の速度、加速度及びブレーキ力の推移を表
すグラフである。FIG. 4 is a graph showing changes in speed, acceleration, and braking force during brake control in the brake control device according to the embodiment of the present invention.
【図５】従来のブレーキ制御装置の構成を示すブロック
図である。FIG. 5 is a block diagram showing a configuration of a conventional brake control device.
【図６】従来のブレーキ制御装置におけるブレーキ制御
時の速度、加速度及びブレーキ力の推移を表すグラフで
ある。FIG. 6 is a graph showing changes in speed, acceleration, and braking force during brake control in a conventional brake control device.
４ 基準速度発生手段 １１〜１４ 速度算出手段 ２１〜２４ 加速度算出手段 ３１〜３４ 加速度微分値算出手段 ５１〜５４ 滑走速度算出手段 ６１〜６４ 判定指令手段 4 Reference speed generation means 11-14 Speed calculation means 21-24 Acceleration calculation means 31-34 Acceleration differential value calculation means 51-54 Sliding speed calculation means 61-64 Judgment command means
Claims (2)
該信号を処置することによって車輪のレールに対する滑
走状態を判定し、その状態に応じてブレーキ力の立ち上
げ、引き下げ、保持又は復帰の制御を行うブレーキ制御
装置であって；車軸の回転パルスを用いて一定時間内に
入力するパルス数と合計パルス幅より車軸回転速度を算
出する速度算出手段と；車軸回転速度の現在の値と以前
の値との差より加速度を算出する加速度算出手段と；回
転速度の現在の値と以前の値との差より回転速度微分値
を算出する回転速度微分値算出手段と；車輌の速度を表
す基準速度を発生する基準速度発生手段と；基準速度と
車軸回転速度の差である滑走速度を算出する滑走速度算
出手段とを具備することを特徴とするブレーキ制御装
置。1. An axle rotation pulse is received as an input signal,
A brake control device for determining a sliding state of a wheel with respect to a rail by processing the signal, and controlling rising, lowering, holding or returning of a braking force according to the state; using a rotation pulse of an axle. Speed calculation means for calculating the axle rotation speed from the number of pulses and total pulse width input within a fixed time; acceleration calculation means for calculating acceleration from the difference between the current value and the previous value of the axle rotation speed; Rotational speed differential value calculating means for calculating a rotational speed differential value from the difference between the current value and the previous value of speed; reference speed generating means for generating a reference speed representing the speed of the vehicle; reference speed and axle rotational speed And a sliding speed calculating means for calculating a sliding speed which is a difference between the brake control device and the brake control device.
準時隔パルス発生毎に次の車軸回転パルス入力までのパ
ルスずれ時間を計測し、更に前回パルスずれ時間計測時
から上記パルスずれ時間計測時までの車軸回転パルス入
力数を計測し、これら二つの相前後するパルスずれ時間
と車軸回転パルス入力数とから車軸回転パルス幅の平均
値を算出し、これをもとに車軸回転速度を算出する速度
算出手段を具備する請求項１記載のブレーキ制御装置。2. A reference time interval pulse is generated at a preset constant interval in place of the speed calculating means, and a pulse deviation time until the next axle rotation pulse is input is measured every time the reference time interval pulse is generated, Furthermore, the number of axle rotation pulse inputs from the previous pulse deviation time measurement to the above pulse deviation time measurement is measured, and the average value of the axle rotation pulse width is calculated from the pulse deviation time and the number of axle rotation pulse inputs that precede and follow these two phases. The brake control device according to claim 1, further comprising speed calculation means for calculating and calculating an axle rotation speed based on the calculation.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4324920A JPH06153326A (en) | 1992-11-10 | 1992-11-10 | Brake controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4324920A JPH06153326A (en) | 1992-11-10 | 1992-11-10 | Brake controller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH06153326A true JPH06153326A (en) | 1994-05-31 |
Family
ID=18171091
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4324920A Pending JPH06153326A (en) | 1992-11-10 | 1992-11-10 | Brake controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH06153326A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999015355A1 (en) * | 1997-09-24 | 1999-04-01 | Hitachi, Ltd. | Controller of electric car |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51149517A (en) * | 1975-06-17 | 1976-12-22 | Mitsubishi Electric Corp | Regenerative brake control system |
| JPS55139003A (en) * | 1979-04-17 | 1980-10-30 | Mitsubishi Electric Corp | Rolling stock starting control system and its device |
| JPS56107710A (en) * | 1980-01-28 | 1981-08-26 | Kobe Steel Ltd | Speed control system for automatic operating vehicle |
| JPS5741405B2 (en) * | 1977-09-27 | 1982-09-02 | ||
| JPS5895903A (en) * | 1981-12-02 | 1983-06-07 | Hitachi Ltd | Controller for induction motor type electric rolling stock |
| JPS59201608A (en) * | 1983-04-28 | 1984-11-15 | Hitachi Ltd | Controller of induction motor type electric railcar |
| JPH01248907A (en) * | 1988-03-28 | 1989-10-04 | Railway Technical Res Inst | Controller for electric vehicle |
| JPH0348162A (en) * | 1989-04-24 | 1991-03-01 | Fuji Electric Co Ltd | Speed motor detector |
-
1992
- 1992-11-10 JP JP4324920A patent/JPH06153326A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51149517A (en) * | 1975-06-17 | 1976-12-22 | Mitsubishi Electric Corp | Regenerative brake control system |
| JPS5741405B2 (en) * | 1977-09-27 | 1982-09-02 | ||
| JPS55139003A (en) * | 1979-04-17 | 1980-10-30 | Mitsubishi Electric Corp | Rolling stock starting control system and its device |
| JPS56107710A (en) * | 1980-01-28 | 1981-08-26 | Kobe Steel Ltd | Speed control system for automatic operating vehicle |
| JPS5895903A (en) * | 1981-12-02 | 1983-06-07 | Hitachi Ltd | Controller for induction motor type electric rolling stock |
| JPS59201608A (en) * | 1983-04-28 | 1984-11-15 | Hitachi Ltd | Controller of induction motor type electric railcar |
| JPH01248907A (en) * | 1988-03-28 | 1989-10-04 | Railway Technical Res Inst | Controller for electric vehicle |
| JPH0348162A (en) * | 1989-04-24 | 1991-03-01 | Fuji Electric Co Ltd | Speed motor detector |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999015355A1 (en) * | 1997-09-24 | 1999-04-01 | Hitachi, Ltd. | Controller of electric car |
| AU738539B2 (en) * | 1997-09-24 | 2001-09-20 | Hitachi Limited | Controller for electric vehicles |
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