JPH06183329A - Brake control device for rolling stock - Google Patents

Abstract

PURPOSE:To improve the service life of a magnet valve and stabilize control by providing a change detecting means for detecting the change of a braking command, and a hysteresis control means for making hysteresis null for the specified time on the basis of the output of the change detecting means. CONSTITUTION:In the case of the target value M (a control pipe signal E1) being raised with the increase of a braking command to heighten BC pressure (a straight air pipe signal E2), hysteresis B1 becomes null only for the fixed time T immediately after the increase change of this braking command. A brake magnet valve BMV is thereby closed when difference from the target value M reaches the first set value A1, and the BC pressure is converged on the target value M. In the case of the target value M being lowered by the decrease of the braking command to lower the BC pressure, a release magnet valve RMV is closed when difference from the target value M reaches the second set value A2, and the BC pressure is converged on the target value M.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control device for a railway vehicle, which controls the brake cylinder pressure to be increased / decreased by opening / closing an electromagnetic valve, and more particularly to the opening / closing drive. The present invention relates to an improved technique in the case of performing a control by providing a hysteresis between the two.

[0002]

2. Description of the Related Art Generally, in a railway vehicle brake control device, when a brake command for instructing the magnitude of a braking force during a braking operation changes, an electromagnetic valve is driven to open or close according to the change. A technique for increasing / decreasing the brake cylinder pressure and providing a hysteresis between the opening drive and the closing drive in the increase / decrease control is known, for example, from JP-A-63-162361.

As shown in FIG. 8, a brake control device (electromagnetic direct controller) disclosed in the above publication discloses a control pipe CP for guiding an air pressure corresponding to a brake command, and an electric signal indicating the pressure in the control pipe CP. (First potential difference in the same publication)
S1 (strain gauge) and the first differential amplifier that amplifies the output signal to the control level of the latter stage and outputs it as the control tube signal E1.
AM1 and, similarly, for the direct pipe SAP for operating the brake cylinder, in the same way, it has a second sensor S2 and a second differential amplifier AM2, and the signal from this amplifier AM2 is
It is output as a direct pipe signal E2 via the delay circuit DL and the inverter NO.

The control pipe signal E1 and the direct pipe signal E2 are compared by a first comparator CO1 and a second comparator CO2.
In the first comparator CO1, the deviation (E1-E2) obtained by subtracting the direct pipe signal E2 from the control pipe signal E1 and the variable resistance VR1
Is compared with the first set value A1 determined according to the above, and in the second comparator CO2, the deviation (E1-E2) and the variable resistance
VR2 compares the second set value A2 which is determined to be larger than the first set value A1. The first set value A1 and the second set value A2 may be the same.

Further, the first comparator CO1 has a first set value
Diode that produces a hysteresis B1 less than A1
It has a series circuit consisting of D1 and variable resistor VR3, and the second comparator CO2 also has a hysteresis B2 smaller than the second set value A2.
It has a series circuit composed of a diode D2 and a variable resistor VR4 for generating. The two types of hysteresis B1 and B
2 may have the same value.

A first output relay R1 connected to the transistor TR3 is provided on the output side of the first comparator CO1. The normally open contact R1a of the first output relay R1 is provided.
The first power transistor TR1 that is turned on and off by the closing and opening operations of the
A second output relay R2 is provided on the output side of the second comparator CO2 while V is connected.
O when the normally open contact R2a of the output relay R2 is closed or opened.
A brake solenoid valve BMV, which is also a solenoid valve, is connected to the second power transistor TR2 that is turned off and turned off.

When the magnitude of the brake command is changed to increase or decrease the braking force, the control pipe signal
The value of E1 changes, and on the basis of the deviation between the changed signal E1 and the direct pipe signal E2, the Yulmé solenoid valve RMV and the brake solenoid valve BMV are controlled to open and close. Specifically, when the brake cylinder pressure (hereinafter referred to as BC pressure) is completely exhausted in the Yulmé state, the Yulmé solenoid valve RMV is opened and the brake solenoid valve BMV is closed, so that the BC pressure is increased to increase the braking force. When increasing, the Yulmé solenoid valve RMV is closed and the brake solenoid valve BMV is open. In the so-called overlapping state where the BC pressure and braking force are maintained at a constant state, the Yulmé solenoid valve RMV is closed and the brake solenoid valve is closed. BMV is closed, B
When the C pressure is reduced to reduce the braking force, the Yulmé solenoid valve RMV is open and the brake solenoid valve BMV is closed.

Next, based on FIG. 9, the first set value A
1, hysteresis B1, second set value A2, hysteresis B2,
An actual BC pressure control operation for various conditions of the target value M corresponding to the brake command will be described. The target value M
Corresponds to the control pipe signal E1, and the BC pressure corresponds to the direct pipe signal E2.

Since the BC pressure is lower than (M-A1), the Yulmé solenoid valve RMV is closed and the brake solenoid valve BMV is open, the direct pipe signal E2 is raised to raise the BC pressure, and the target value M When approaching the (control tube signal E1), as shown by the symbol (X1) in the figure, both deviations (E1−E2) are (A1−E2).
B1) When the value becomes below, the brake solenoid valve BMV switches to the closed state (the Yulmé solenoid valve RMV remains closed), which causes the above-mentioned overlapping state, while the direct pipe signal E2 is changed from this overlapping state. If it decreases, refer to the figure (Y1)
As shown in, when both deviations (E1−E2) become (A1) or more, the brake solenoid valve BMV switches to open (Yurume solenoid valve RMV remains closed), which increases the BC pressure. The control is performed to

On the other hand, when the BC pressure is higher than (M + A2), the Yulmé solenoid valve RMV is open, and the brake solenoid valve BMV is closed, the direct pipe signal E2 decreases in order to reduce the BC pressure. , As shown by the symbol (X2) in the figure, when the deviation (E2-E1) of both becomes less than (A2-B2), the Yulmé solenoid valve RMV is switched to the closed state (the brake solenoid valve BMV is closed. However, when the BC pressure rises from this overlapping state, as shown by the symbol (Y2) in the figure, both deviations (E2-E)
When (1) becomes (A2) or higher, the Yulmé solenoid valve RMV switches to open (brake solenoid valve BMV remains closed), and control is performed to reduce BC pressure.

As described above, the transition from the rising state of the BC pressure to the overlapping state and the transition from the falling state of the BC pressure to the overlapping state are close to the target value M of the different control values forming the hysteresis. While the control values (A1-B1) and (A2-B2) of the other side are used as a reference, the deviation from this overlapping state is based on the control values (A1) and (A2) of the side farther from the target value M. Therefore, since the BC pressure is close to the target value M at the time of transition to the overlapped state, the degree of convergence is good, and the deviation from the overlapped state is BC.
Since the pressure is prevented until it becomes a value far from the target value M, the occurrence of hunting is appropriately avoided.

[0012]

However, according to the above-described brake control device, the BC pressure rising state and B
Switching from the C pressure decreasing state to the overlapping state changes the target value M
Since the control values (A1-B1), (A2-B2), which are closer to the As shown in the figure, after the transition to the overlapped state, the direct pipe signal E2 causes overshoot or undershoot that exceeds the second set value A2 or the first set value A1, and the switching operation of the brake solenoid valve BMV and the Yulmé solenoid valve RMV occurs. There is a problem that the operation is frequently performed, the life of these solenoid valves is shortened, and control becomes unstable.

In order to prevent the occurrence of the overshoot and the undershoot, the first value for the target value M,
It is conceivable to increase the width of the second set values A1 and A2, but with such a simple method, the band in the overlapped state increases, and the BC pressure (direct passage pipe) for the target value M (control pipe signal E1) is increased. The degree of convergence of the signal E2) deteriorates, and it becomes impossible to obtain the braking force that accurately corresponds to the brake command, which causes a serious problem for the brake control.

The present invention has been made in view of the above circumstances, and appropriately secures the convergence rate of control of the BC pressure with respect to the brake command (target value), and then overshoots or undershoots based on changes in the brake command. Prevents the occurrence of chutes and allows solenoid valves (brake solenoid valve and Yurume solenoid valve)
It is a technical issue to improve the life of the device and stabilize the control.

[0015]

The present invention is characterized in that it has the following structure in order to achieve the above technical objects. That is, the solenoid valve that supplies or discharges the BC pressure based on the brake command, and the solenoid valve is driven to increase or decrease the BC pressure according to whether the difference between the brake command and the BC pressure is a set value or more. In a railway vehicle brake control device including a comparing means for controlling and a hysteresis generating means for causing a hysteresis in a driving operation of the solenoid valve, a change detecting means for detecting a change in the brake command, and a change detecting means of the change detecting means. Hysteresis control means for invalidating the hysteresis for a predetermined time based on the output is provided.

[0016]

According to the above means, the hysteresis control means does not invalidate the hysteresis based on the output of the change detecting means under the condition that the brake command is constant or hardly changes. Therefore, similar to the conventional example described above. The transition to the overlap state by controlling the BC pressure is performed in a state in which hysteresis is added to the set value, and the BC to the target value is changed.
At the same time that the degree of pressure convergence becomes good, the occurrence of hunting is appropriately avoided.

On the other hand, when the brake command is changed in order to change the braking force, particularly when it is changed abruptly, this change is detected by the change detection means and the hysteresis is detected based on the output of the change detection means at this time. The control means disables the hysteresis for a predetermined time. Therefore, the transition to the overlapping state is performed when the BC pressure is within the set value, and when the BC pressure rapidly changes according to the change in the brake command and approaches the target value. However, this sudden change in BC pressure is suppressed when the set value is reached,
Occurrence of overshoot and undershoot is appropriately prevented.

[0018]

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 a first embodiment of the present invention. The brake control device 1 according to the first embodiment is different from the conventional example shown in FIG. Since the control means 3 is added and a predetermined configuration is added to the control means 3, the same components as those in the conventional example are designated by the same reference numerals and the description thereof will be omitted.

The change detecting means 2 illustrated in FIG. 1 includes a first differentiator G1 for detecting an increase / decrease change in the control tube signal E1, and a first differentiator G1 for detecting a change in the output signal of the first differentiator G1. Two
It is composed of a differentiator G2. Further, the hysteresis control means 3 of the illustrated example outputs a holder HLD which outputs a signal set or reset based on the output signals of the first and second differentiators G1 and G2, and an output signal of the holder HLD. It is composed of 3rd and 4th relays R3 and R4 which are turned on and off based on each of them, and b contacts R3b and R4 of these relays R3 and R4 respectively.
b is connected to the first comparator CO1 and the second comparator CO2.

The operation of the change detecting means 2 and the hysteresis control means 3 will be described with reference to the time chart shown in FIG. 2. The first differentiator path when the control tube signal E1 changes as shown in FIG. The output waveform GX1 of G1 becomes a plus side rectangular pulse at the falling portion of the signal E1 and becomes a minus side rectangular pulse at the rising portion thereof, whereas the output waveform GX2 of the second differentiator G2 shows the above output waveform. GX1
Each of the pulses becomes a positive-side acute-angle pulse at the rising moment and becomes a negative-side acute-angle pulse at the falling moment.

In response to this, the output waveform SHL of the retainer HLD
Is set at the same time as the rectangular pulse of the output waveform GX1 of the first differentiator G1 is generated, and this set state is maintained until it is reset by the next rectangular pulse generation. Therefore,
The output waveform SHL of this retainer HLD is once the output waveform GX
Even if one rectangular pulse is generated and then disappears, the set state is maintained until the next rectangular pulse is generated.

When the output waveform SHL of the holder HLD is set to the minus side, the third relay R3 is turned on at the same time when the setting is started and turned off after a lapse of a certain time T, and the output When the waveform SHL is set to the plus side, the fourth relay R4 is turned on at the same time when this setting is started, and turned off after the elapse of a certain time T.

As described above, by turning on the third relay R3 or the fourth relay R4 for a certain time T, these b-contacts R3b, which are connected to the first and second comparators CO1, CO2,
R4b is opened, which causes diodes D1 and D2 and variable resistor V
The series circuit consisting of R3 and VR4 has the first and second comparators CO1 and CO2.
However, the hysteresis B1 and B2 do not occur.

As a result, as shown in FIG. 3, when the target value M (control pipe signal E1) rises as the brake command increases, and the BC pressure (direct pipe signal E2) increases. , The hysteresis B1 is invalidated for a fixed time T immediately after the increase in the brake command, and therefore, when the difference from the target value M reaches the first set value A1, the brake solenoid valve BMV is closed and the BC pressure is As shown by the solid line in the figure, the target value M is gradually converged. In this case, according to the conventional control with hysteresis, overshoot occurs as shown by the dotted line in the figure, but by disabling hysteresis as described above, overshoot does not occur. The target value M can be converged more quickly.

Similarly, as shown in FIG. 4, when the target value M is lowered and the BC pressure is lowered due to the decrease of the brake command, the difference from the target value M is the second set value. When reaching A2, the Yurmé solenoid valve RMV is closed and BC
The pressure will be converged to the target value M as shown by the solid line in the figure, and the undershoot will not occur unlike the conventional example shown by the dotted line.

Next, a second embodiment of the present invention will be described.
In the second embodiment, the brake command does not depend on the control pipe CP as in the first embodiment, but the air brake (BC pressure) is controlled based on the brake command based on the electric signal. The present invention relates to a configured brake control device.

As shown in FIG. 5, the brake control device 1 according to the second embodiment has a digital signal input section 11 for inputting a brake command consisting of a 3-bit pulse signal, and an air spring corresponding to the load of the vehicle. Pressure sensor 12 to detect pressure AS
, Pressure sensor 13 for detecting BC pressure, and electric braking force
Regenerative braking force signal corresponding to (the sum of this electric braking force and air braking force becomes the total braking force)
An analog signal input section 15 for inputting 14 and an A / D converter 16 for inputting signals from the two pressure sensors 12, 13;
CPU to which signals from the digital signal input unit 11, the A / D converter 16 and the analog signal input unit 15 are input
It comprises a (central processing unit) 17 and a digital output section 18 for controlling opening / closing of the brake solenoid valve BMV and the Yulmé solenoid valve RMV on the basis of a signal from the CPU 17.

In the CPU 17, the brake command is compared with the BC pressure. As the BC pressure, a value which takes into account the vehicle load and which takes into consideration the electric braking force is used. Further, the CPU 17 has built-in hysteresis generating means for generating hysteresis, change detecting means for detecting a change in the brake command, and hysteresis control means for invalidating the hysteresis for a predetermined time based on the output of the change detecting means. Has been done. Therefore, also in the brake control device 1 according to the second embodiment, it is possible to perform the same control as in FIGS. 3 and 4.

A more detailed control operation in the second embodiment will be described with reference to the flow chart of FIG. 6, which shows an interrupt routine interrupted periodically. First, at steps Z1, Z2 and Z3 in the flowchart, the air spring pressure AS and BC
The pressure and the brake command are read, and in step Z4, 1
It is determined whether or not the brake command before the cycle and the actual brake command are equal, that is, whether or not the brake command has changed, and when the change in the brake command is recognized as a result of this determination, the timer is reset in step Z5. Then
After that, when the change in the brake command is no longer recognized and the value after the change has settled down, the count of the timer (time period T) is started in step Z6.

Thereafter, in step Z7, it is judged whether or not the count value of the timer has passed the time limit T. If the result of this judgment is before the time limit T has passed, step Z8.
Increase the first set value A1 and the second set value A2 with
The width between A1 and A2 is increased, and when the time period T has passed, the width between both set values A1 and A2 is decreased in step Z9. As a result, when the brake command changes in increments (notches) at two locations Ex and Ey as shown by the symbol (E11) in FIG. 7,
First, the first and second set values A1 and A2 increase only for the time period T immediately after the increase and change (immediately after Ex), and both set values A1 and A2 decrease after the time T has passed, and immediately after the decrease and change ( E
Both set values A1 and A2 increase for the time period T from immediately after (y), and both set values A1 and A2 decrease again after the time period T elapses.

Under such a setting, next, in step Z10 in the flow chart of FIG. 6, the value obtained by adding the load to the vehicle weight is multiplied by the brake command,
Calculate the braking force F that takes into account the variable load, and then perform step Z11.
Then, the supplementary braking force Fx is calculated by subtracting the regenerative braking force F1 (the value indicated by the regenerative braking force signal 14) from this braking force F, and in step Z12, the actual BC is calculated from this supplementary braking force Fx. The deviation Dx is calculated by subtracting the pressure. This deviation Dx corresponds to the difference between the target value M1 of the air braking force and the actual BC pressure.

Then, in step Z13, it is judged whether the deviation Dx is positive or negative. As a result of this judgment, when the deviation Dx is positive, that is, when the actual BC pressure is lower than the target value M1 of the air braking force. In step Z14, it is further determined whether or not the deviation Dx is greater than or equal to the first set value A1. If the result of this determination is that the first set value A1 or greater, the BC pressure is increased in step Z15. Open the brake solenoid valve BMV and close the Yurume solenoid valve RMV. Further, as a result of the judgment in step Z14, when the deviation Dx becomes less than the first set value A1, the judgment result in step Z16 is that the count value of the timer is within the time period T,
At step Z17, the brake solenoid valve BMV is closed (at this time, the Yulmé solenoid valve RMV is kept closed). If the count value of the timer exceeds the time limit T, the brake electromagnetic valve BMV is maintained as it is in step Z18.

As a result, as shown in FIG. 7, when the BC pressure rises from Ex immediately after the brake command E11 increases and approaches the target value M1, the time T from the location Ex is exceeded.
Brake solenoid valve BMV when the first set value A1 with a large value is exceeded during this period (hysteresis does not occur at this time)
When the time limit T is exceeded, the brake solenoid valve BMV is opened / closed with hysteresis, based on the first set value A1 having a small value.

On the other hand, as a result of the determination in step Z13 in the flowchart of FIG. 6, when the deviation Dx is negative, that is, when the BC pressure is higher than the target value M1, the second set value A2 is set in steps Z19 and Z20. By performing the same judgment as above based on the deviation Dx and the count value of the timer, in step Z21, the brake solenoid valve BMV is closed and the Yulmé solenoid valve RMV is opened to reduce the BC pressure, and in step Z22. Closes the Yulmé solenoid valve RMV to maintain the overlapping state (at this time, keep the brake solenoid valve BMV closed), and in step Z23, the Yulmé solenoid valve RMV is closed.
Hold RMV.

As a result, as shown in FIG. 7, when the BC pressure decreases from Ey immediately after the brake command E11 decreases and approaches the target value M1, the time T starts from the point Ey.
Between the 2nd set value A2, which has a large value (there is no hysteresis at this time), the Yulmé solenoid valve RMV is closed and overlapped, while the value is exceeded when the time T is exceeded. Based on the second set value A2 which is small, the opening / closing control of the Ulume solenoid valve RMV is performed with hysteresis.

As described above, according to this second embodiment,
When the brake command E11 changes, the hysteresis is disabled for the predetermined time T immediately after the change, and at the same time the set value A
While increasing 1 and A2, the setting values A1 and A2 are decreased to create hysteresis during other times, so that overshoot and undershoot are reliably prevented, and the target BC pressure value M1 It is possible to improve the convergence rate to.

[0037]

As described above, according to the railway vehicle brake control apparatus of the present invention, the change in the brake command is detected by the change detecting means, and the hysteresis control means is based on the output of the change detecting means at this time. Since the hysteresis is disabled for a predetermined time, the transition from the braking force increasing state or the squeezing state to the overlapping state is performed at the time when the BC pressure reaches the set value. Therefore, depending on the change of the brake command, Even when the BC pressure suddenly changes and approaches the target value, this sudden change in the BC pressure is suppressed when the set value is reached, and the occurrence of overshoot or undershoot is appropriately prevented. . Further, during the period other than the predetermined time, the control with hysteresis is performed,
The convergence rate of the BC pressure with respect to the target value does not deteriorate.

[Brief description of drawings]

FIG. 1 is an electric circuit diagram showing a first embodiment of a railway vehicle brake control device according to the present invention.

FIG. 2 is a time chart diagram showing a control operation of the first embodiment.

FIG. 3 is a graph showing the operation of the first embodiment.

FIG. 4 is a graph showing the operation of the first embodiment.

FIG. 5 is a schematic configuration diagram showing a second embodiment of the railway vehicle brake control device according to the present invention.

FIG. 6 is a flowchart showing a control procedure of the second embodiment.

FIG. 7 is a graph showing the operation of the second embodiment.

FIG. 8 is an electric circuit diagram showing a conventional example.

FIG. 9 is a graph showing an operation of the conventional example.

FIG. 10 is a graph showing a problem of the conventional example.

[Explanation of symbols]

1 Brake control device 2 Change detection means 3 Hysteresis control means 17 Central processing unit (change detection means and hysteresis control means) A1 1st set value A2 2nd set value B1 hysteresis B2 hysteresis M brake command (target value) M1 brake command ( Target value) T predetermined time

Claims (1)

[Claims] 1. An electromagnetic valve that supplies or discharges a brake cylinder pressure based on a brake command, and drives the electromagnetic valve according to whether a difference between the brake command and the brake cylinder pressure is a set value or more. In a railway vehicle brake control device including a comparing means for increasing / decreasing the brake cylinder pressure and a hysteresis generating means for generating a hysteresis in the driving operation of the electromagnetic valve, a change detecting means for detecting a change in the brake command. A brake control device for a railway vehicle, comprising: hysteresis control means for invalidating the hysteresis for a predetermined time based on the output of the change detection means.