JPWO2009154048A1 - Train sliding control device and train sliding control method - Google Patents

Abstract

A solenoid valve portion 8 having a supply valve for supplying the supplied compressed air to the brake cylinder 10 and an exhaust valve for regulating the supplied compressed air, and the pressure of the brake cylinder in accordance with the compressed air supplied from the solenoid valve portion 8 In a train planing control device 200 including a relay valve 9 that outputs 9D, a speed signal 1D for each wheel, a brake command 12D for obtaining a predetermined deceleration 4D, and a brake cylinder output from the relay valve 9 And a sliding control unit 100 that generates a pressure control signal 8D for controlling the pressure 9D of the brake cylinder based on the pressure 9D.

Description

  The present invention relates to a train planing control apparatus and a train planing control method for detecting braking of a wheel during braking and controlling braking force.

  Conventionally, for example, in the train running control device shown in Patent Document 1 below, the speed sensor detects the number of rotations of each wheel, and there is a difference between the number of rotations of one wheel and the other wheel during braking. The sliding cylinder is configured to prevent sliding by increasing or decreasing the brake cylinder pressure by exhausting or supplying compressed air supplied to the brake cylinder of the sliding wheel. The brake cylinder pressure is obtained by amplifying the compressed air output by the relay valve in response to the opening / closing operation of the normal brake control / sliding control electromagnetic valve (hereinafter referred to as “electromagnetic valve portion”).

JP 2004-306865 A

  However, the train sliding control device shown in Patent Document 1 has a large volume of compressed air in the relay valve, and hunting (the control amount fluctuates near the target value and becomes unstable) occurs. The state of the brake cylinder pressure could not be used for sliding control. Therefore, the sliding control in consideration of the variation of the brake cylinder pressure cannot be performed, and there is a problem in further improving the accuracy of the sliding control.

  This invention is made in view of the above, Comprising: It aims at obtaining the train run control apparatus and train run control method which can improve the further precision of run control.

  In order to solve the above-described problems and achieve the object, the present invention includes a supply valve that supplies supplied compressed air to a brake cylinder, and an electromagnetic valve unit that includes an exhaust valve that regulates the supplied compressed air. In a train planing control device comprising a relay valve that outputs the pressure of the brake cylinder according to the compressed air supplied from the electromagnetic valve unit, for obtaining a speed signal of each wheel and a predetermined deceleration A sliding control unit is provided that generates a pressure control signal for controlling the pressure of the brake cylinder based on the brake command and the pressure of the brake cylinder output from the relay valve.

  According to the present invention, there is an effect that further accuracy of the sliding control can be improved.

FIG. 1 is a diagram illustrating an example of a configuration of a train planing control apparatus according to the first embodiment. FIG. 2 is a diagram illustrating an example of a BC pressure reduction rate pattern. FIG. 3 is a diagram illustrating an example of a BC pressure reduction rate table. FIG. 4 is a flowchart illustrating an example of a determination flow of a signal indicating the pressure of the brake cylinder. FIG. 5 is a diagram illustrating an example of the configuration of the train planing control apparatus according to the third embodiment.

1, 1a, 1b, 1c, 1d Speed sensor 1D Speed signal 2 Speed input part 3 Speed difference detection part 3D Speed difference 4 Deceleration calculation part 4D Deceleration 5 Sliding amount judgment part 5D Sliding amount 6 Brake cylinder pressure calculation part 7 Output Part 8: Electromagnetic valve part for regular brake control and sliding control 8D Pressure control signal 9 Relay valve 9D Signal indicating brake cylinder pressure 10 Brake cylinder 11, 16 Pressure sensor 11D, 16D Feedback command 12 Brake command part 12D Brake command 13 Load part 13D Response signal 14 Control wheel 15 Wheel 17 Deceleration sensor 17D Deceleration sensor output 20 BC pressure reduction rate pattern 30 BC pressure reduction rate table 100 Sliding control unit 200 Train sliding control device F Braking force

  Hereinafter, an embodiment of a train planing control apparatus according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1.
FIG. 1 is a diagram illustrating an example of a configuration of a train planing control apparatus according to the first embodiment. The train sliding control device 200 shown in FIG. 1 includes, as main components, a speed sensor 1, a sliding control unit 100, an output unit 7, an electromagnetic valve unit for regular brake control / sliding control (hereinafter referred to as “electromagnetic valve unit”) 8. , The relay valve 9, the brake cylinder 10, the pressure sensor 11, the brake command unit 12, the variable load unit 13, the brake member 14, and the wheel 15.

  The speed sensor 1 is installed in front and rear trolleys (a total of four) of each vehicle, and can capture a speed signal 1D of each wheel 15. The speed input unit 2 can take in the speed signal 1D from the speed sensor 1a to the speed sensor 1d of each vehicle.

  The sliding control unit 100 includes a speed input unit 2, a speed difference detection unit 3, a deceleration calculation unit 4, a sliding amount determination unit 5, and a brake cylinder pressure (BC pressure) calculation unit 6. The speed difference detection unit 3 can detect the speed difference 3D between the wheel 15 that is not sliding and the wheel 15 that is sliding. The deceleration calculation unit 4 can differentiate the speed signal 1D received from the speed sensor 1a to the speed sensor 1d to detect the train deceleration 4D. The deceleration calculation unit 4 may be configured to detect both “acceleration” and “deceleration”, or may be configured to detect only one of them.

  The skid amount judging unit 5 judges that the skid is generated when the outputs of the speed difference detecting unit 3 and the deceleration calculating unit 4 exceed a predetermined value set in advance, and can output the skid amount 5D. It is. The predetermined value described above can be arbitrarily set.

  The variable load unit 13 is installed in each carriage, detects the weight of the front and rear carriages for each vehicle, and changes the load during braking (the load of the carriage on the front side relative to the traveling direction of the train is the load of the rear carriage). It is possible to output a variable load signal 13D corresponding to (which becomes larger than the load). For example, the response load section 13 (first response load section) mounted on the front carriage with respect to the traveling direction of the train responds to the vehicle weight acting on the carriage when the brake command 12D is output. It is possible to output a load signal (first response load signal). Moreover, the response load part 13 (2nd response load part) mounted in the back side trolley with respect to the advancing direction of a train respond | corresponds to the vehicle weight which acts on the said trolley | bogie, when the brake command 12D is output. It is possible to output a response load signal (second response load signal).

  When the brake command 12D or the response load signal 13D is output from the brake command unit 12 and the response load unit 13, the brake cylinder pressure calculation unit 6 determines the pressure control signal 8D based on the slippage amount 5D output from the slippage determination unit 5. It is possible to perform re-adhesion control of the slid wheel 15 by calculating the above and controlling the electromagnetic valve unit 8 of the slid wheel 15. In addition, although the brake cylinder pressure calculation part 6 was shown as an example of the part which takes in the brake command 12D or the variable load signal 13D, it is not limited.

  Further, for example, in a single vehicle, when a slip occurs on the rear carriage with respect to the traveling direction of the train, the skid control unit 100 includes a skid control value corresponding to the above-described second response load signal 13D, The pressure control signal 8D obtained from the first response load signal 13D and the amount of sliding 5D is calculated, and the sliding control value corresponding to the second response load signal 13D is set to the pressure control corresponding to the first response load signal 13D. Add to signal 8D. As a result, not only can the signal 9D (hereinafter simply referred to as “brake cylinder pressure”) indicating the pressure of the brake cylinder of the wheel 15 of the rear carriage, which has slid, be reduced, the wheel 15 can be re-adhered, but also the The pressure 9D of the brake cylinder of the wheel 15 of the front cart that is not being increased is increased, and the brake force can be effectively used throughout the vehicle.

  The brake command unit 12 can output a brake command 12D for obtaining a predetermined deceleration. The output unit 7 can output the control signal output from the brake cylinder pressure calculation unit 6 to the electromagnetic valve unit 8.

  The electromagnetic valve unit 8 includes a supply valve that supplies the supplied compressed air to the brake cylinder and an exhaust valve that regulates the supplied compressed air, and the control signal output from the brake cylinder pressure calculation unit 6 is determined in advance. Can be converted to compressed air (pressure control signal 8D). The electromagnetic valve unit 8 can exhaust or supply the compressed air supplied to the relay valve 9 according to the sliding state of the wheel 15. For example, when the wheel 15 slides, it is possible to reduce the pressure 9D of the brake cylinder and re-adhere the wheel 15 by exhausting the compressed air supplied to the relay valve 9.

  The relay valve 9 can amplify the pressure control signal 8D supplied from the electromagnetic valve unit 8 to a predetermined pressure. The relay valve 9 is connected to an original air reservoir (not shown), and compressed air is stored in the original air reservoir. Therefore, the relay valve 9 amplifies the pressure control signal 8D and drives the brake cylinder 10. A brake cylinder pressure 9a is generated.

  The pressure sensor 11 detects a brake cylinder pressure 9D (or pressure control signal 8D), generates a feedback command 11D based on the brake cylinder pressure 9D (or pressure control signal 8D), and generates a brake cylinder pressure calculation unit 6. It is possible to return the feedback command 11D. In addition, although the brake cylinder pressure calculation part 6 was shown as an example of the part which takes in the pressure 9D (or pressure control signal 8D) of a brake cylinder, it is not limited.

  The brake cylinder 10 can press the brake member 14 according to the strength of the pressure 9D of the brake cylinder. The brake cylinder pressure 9D can be calculated by the formula B = F / (k * f) (B: brake cylinder pressure 9D, F: brake force, k: constant, f: friction coefficient of the brake 14). It is. In other words, when the value of the friction coefficient is constant, the braking force acting on the control wheel 14 changes in proportion to the value of the brake cylinder pressure 9D.

  Here, the conventional train sliding control device has a configuration in which the relay valve 9 is shared by the front and rear carriages. That is, since the pressure 9D of the brake cylinder of each vehicle is controlled by the relay valve 9, the amount of air in the main body is increased and the probability of occurrence of hunting is high. When hunting occurs, the compressed air supplied to the relay valve 9 and the compressed air output from the relay valve 9 are not similar, and the response of the brake cylinder pressure 9D is poor. Even if the brake cylinder pressure 9D is fed back to the brake cylinder pressure calculator 6, it is difficult to obtain an accurate pressure control signal 8D.

  Since the train planing control apparatus 200 according to the first embodiment is configured such that the relay valve 9 is downsized and the relay valve 9 is installed in the vicinity of each carriage, the air capacity inside the relay valve 9 is conventionally increased. And less. By correcting the hysteresis of the relay valve 9 using the pressure sensor 11, it is possible to finely adjust the pressure so that a predetermined pressure is obtained. As a result, hunting is reduced, and the response of the brake cylinder pressure 9D can be improved. That is, the sliding control unit 100 can generate not only the speed signal 1D but also the brake cylinder pressure calculation unit 6 to generate the brake cylinder pressure 9D.

  The sliding control unit 100 can use three modes of “feed” mode, “keep” mode, and “relaxation” mode as feedback control. In the “supply” mode, the compressed air 3a can be supplied. In the “keep” mode, the supply and exhaust of the compressed air 3a are stopped, and the service brake can be kept in a constant state. In the “exhaust” mode, the compressed air 3a can be exhausted.

  FIG. 2 is a diagram illustrating an example of a BC pressure reduction rate pattern. A BC pressure reduction rate pattern 20 indicated by a solid line and a broken line is preset in the brake cylinder pressure calculation unit 6 in order to continuously derive a BC pressure reduction rate corresponding to the sliding amount 5D output by the sliding amount determination unit 5. It is what has been. For example, when a skid occurs, the skid amount determining unit 5 calculates the skid amount 5D, and the brake cylinder pressure calculating unit 6 matches the skid amount 5D against the BC pressure reduction rate pattern 20 and corresponds to the skid amount 5D. It is possible to calculate the BC pressure reduction rate.

  Further, the brake cylinder pressure calculation unit 6 derives the “BC pressure reduction amount” corresponding to the BC pressure reduction rate, and the “BC pressure 9D (pressure control signal 8D)” from the “current BC pressure 9D (pressure control signal 8D)”. It is possible to calculate “target (re-adhesion) BC pressure 9D (pressure control signal 8D)” by subtracting “reduction amount”.

  Since the train planing control device 200 can return the BC pressure 9D to the brake cylinder pressure calculation unit 6, it can repeatedly calculate the BC pressure 9D so as to approach the “target BC pressure 9D”. Further, it is possible to continuously operate the electromagnetic valve unit 8 in accordance with the repeatedly calculated BC pressure 9D. The BC pressure reduction rate pattern 20 is not limited to the pattern shown in FIG. 2 (such as a linear solid line slope). Further, the BC pressure reduction rate pattern 20 can be set for each of the control members 14.

  FIG. 4 is a flowchart showing an example of a flow for determining the brake cylinder pressure. The speed difference detection unit 3 or the deceleration calculation unit 4 receives the speed signal 1D from the speed sensor 1a to the speed sensor 1d, and calculates the speed difference 3D of each wheel 15 and the like. When the brake cylinder pressure calculation unit 6 receives the brake command 12D (step S1, Yes), the speed difference detection unit 3 and the deceleration calculation unit 4 calculate the speed difference 3D and the deceleration 4D (step S2). When it is determined that the sliding has occurred (step S3, Yes), the sliding amount determination unit 5 calculates the sliding amount 5D (step S4), and outputs the sliding amount 5D to the brake cylinder pressure calculation unit 6. The brake cylinder pressure calculation unit 6 calculates the target BC pressure 9D based on the sliding amount 5D transmitted from the sliding amount determination unit 5 (step S5). The pressure sensor 11 returns the BC pressure 9D to the brake cylinder pressure calculation unit 6 (step S6). When the current BC pressure 9D approaches the target BC pressure 9D (step S7, Yes), the brake cylinder pressure calculation unit 6 ends the sliding control.

  When the brake cylinder pressure calculation unit 6 does not receive the brake command 12D (step S1, No), the speed difference detection unit 3 and the deceleration calculation unit 4 do not calculate the speed difference 3D and the deceleration 4D. Moreover, the sliding amount judgment part 5 does not calculate the sliding amount 5D when the sliding does not occur (step S3, No).

  When the current BC pressure 9D (pressure control signal 8D) is not approaching the target BC pressure 9D (pressure control signal 8D) (step S7, No), the brake cylinder pressure calculation unit 6 determines the target BC pressure 9D (pressure control signal 8D). Step S5 and the subsequent processes are repeated until approaching), and the sliding control is continued.

  As described above, according to the train planing control apparatus 200 of the first embodiment, the relay valve 9 is installed in the vicinity of the carriage, and the brake cylinder pressure 9D (or pressure control signal 8D) with reduced hunting is applied to the brake cylinder. This is a configuration for returning to the pressure calculation unit 6. Therefore, there is no time lag from when the basic brake is operated and the speed difference 3D of each wheel 15 is detected until the sliding control is performed, and it is possible to improve the response of the braking force. Further, since the sliding control can be continuously performed by using the BC pressure reduction rate pattern 20, the re-sliding can be reduced and the extension of the braking distance can be prevented as compared with the conventional train sliding control device. It is also possible. In addition, since re-sliding can be reduced, the occurrence of flats (scratches generated when the wheels 15 are locked) of each wheel 15 is reduced, and the number of steps for cutting the wheel 15 and noise, vibration, and riding during train running are reduced. It is also possible to suppress the deterioration of comfort. Moreover, since the cutting of the wheel 15 is reduced, the wheel 15 can be used for a long time. Further, when the pressure 9D of the brake cylinder continues to be “0” during the feedback control, the electromagnetic valve unit 8 is forcibly released or supplied. Therefore, useless operation of the solenoid valve unit 8 is eliminated, and the solenoid valve unit 8 can be used for a long time.

Embodiment 2. FIG.
The train sliding control device 200 according to the second embodiment is configured to be able to calculate the BC pressure reduction rate for the wheel 15 according to the number of times the wheel 15 has been slipped. The configuration of the train planing control device 200 and the flow for determining the brake cylinder pressure 9D are the same as those shown in FIGS.

  FIG. 3 is a diagram illustrating an example of a BC pressure reduction rate table. The BC pressure reduction rate table 30 shown in FIG. 3 includes items indicating the number of times the wheel 15 has slid and items indicating the value of the BC pressure reduction rate.

  In the item of the number of times of sliding, the number of times of sliding from the first time to the third time is shown as an example of the number of times of sliding, but it is not limited to this. For example, even if the number of times of sliding is 4 times or more Good. In the item of BC pressure reduction rate, the value of BC pressure reduction rate corresponding to each number of times of sliding is shown. For example, when the first run occurs, the BC pressure reduction rate is set to 20%. Therefore, the brake cylinder pressure calculation unit 6 sets the “BC pressure 9D reduction amount corresponding to the BC pressure reduction rate“ 20% ”. Can be calculated and “the current BC pressure 9D” can be subtracted from the “current BC pressure 9D”. Note that the value of the BC pressure reduction rate is an example, and is not limited thereto. For example, the BC pressure reduction rate can be arbitrarily set, for example, by setting the BC pressure reduction rate step more finely. Further, the BC pressure reduction rate table 30 can be set for each of the control members 14.

  Since the train sliding control device 200 can return the BC pressure 9D (pressure control signal 8D) to the brake cylinder pressure calculation unit 6 as described above, the BC pressure 9D is again generated when the second sliding occurs. It is possible to calculate. That is, it is possible to increment the number of times of sliding and repeatedly execute the above-described calculation until there is no sliding of the wheel 15. Note that the sliding control may be performed by combining the BC pressure reduction rate pattern 20 and the BC pressure reduction rate table 30 according to the first embodiment.

  As described above, according to the train planing control device 200 of the second embodiment, since the planing control can be continuously performed using the BC pressure reduction rate table 30, compared with the conventional train planing control device. Thus, re-sliding can be reduced, and extension of the braking distance can be prevented. In addition, since re-sliding can be reduced, the occurrence of flatness of each wheel 15 is reduced, and it is possible to suppress the man-hours for cutting the wheel 15, noise and vibration during traveling of the train, and deterioration of riding comfort. Moreover, since the cutting of the wheel 15 is reduced, the wheel 15 can be used for a long time. Further, when the pressure 9D of the brake cylinder continues to be “0” during the feedback control, the electromagnetic valve unit 8 is forcibly released or supplied. Therefore, useless operation of the solenoid valve unit 8 is eliminated, and the solenoid valve unit 8 can be used for a long time.

Embodiment 3 FIG.
The train planing control apparatus according to the third embodiment corrects the maximum deceleration with the deceleration calculated based on the deceleration sensor, and feeds back a feedback command generated based on the pressure control signal to the brake cylinder pressure calculating unit. In this way, the accuracy of the sliding control can be further improved. Hereinafter, parts similar to those in the first and second embodiments are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 5 is a diagram illustrating an example of the configuration of the train planing control apparatus according to the third embodiment. A train planing control device 200 shown in FIG. 5 is configured to further include a deceleration sensor 17 and a first pressure sensor 16 in addition to the train planing control device shown in FIG.

  The deceleration calculation unit 4 calculates the vehicle deceleration based on the deceleration sensor output 17D. Further, the maximum deceleration is corrected with the deceleration as positive. This correction is considered to be effective for correction during all-axis sliding. When the corrected deceleration 4D exceeds a predetermined value set in advance, the sliding amount determination unit 5 determines that the sliding has occurred and outputs the sliding amount 5D. The brake cylinder pressure calculation unit 6 calculates the pressure control signal 8D based on the sliding amount 5D when the brake command 12D or the response load signal 13D is output from the brake command unit 12 and the response load unit 13, and The electromagnetic valve unit 8 is controlled.

  The first pressure sensor 16 detects a signal (pressure control signal) 8D output from the electromagnetic valve unit 8 and indicates the pressure of the compressed air, generates a feedback command 16D based on the pressure control signal 8D, and calculates a brake cylinder pressure. The feedback command 16D is returned to the unit 6. In addition, although the brake cylinder pressure calculation part 6 was shown as a place which returns the pressure control signal 8D, it is not limited to this.

  Here, as described above, the conventional train sliding control device has a high probability of occurrence of hunting. When hunting occurs, since the response of the brake cylinder pressure 9D is poor, an accurate pressure control signal can be obtained even if the brake cylinder pressure 9D is fed back to the brake cylinder pressure calculator 6 via the first pressure sensor 16. It was difficult to obtain 8D.

  The train planing control apparatus 200 according to the present embodiment is configured so that the relay valve 9 is downsized as in the first embodiment and the relay valve 9 is installed in the vicinity of each carriage. 9 The air capacity in the interior is smaller than in the prior art. By using the first pressure sensor 16 to correct the hysteresis of the relay valve 9, it is possible to finely adjust the pressure to a predetermined pressure. Although the three modes are used in the sliding control unit 100 as described above, the deceleration 4D corrected by the deceleration sensor 17 is added to the deceleration that is one of the conditions for switching the three modes. use.

  Hereinafter, operation | movement of the train planing control apparatus 200 concerning this Embodiment is demonstrated using FIG. 4 mentioned above. The speed difference detection unit 3 or the deceleration calculation unit 4 receives the speed signal 1D from the speed sensor 1a to the speed sensor 1d, and calculates the speed difference 3D of each wheel 15 and the like. When the brake cylinder pressure calculation unit 6 receives the brake command 12D (step S1, Yes), the speed difference detection unit 3 and the deceleration calculation unit 4 calculate the speed difference 3D and the deceleration 4D (step S2). When it is determined that the sliding has occurred (step S3, Yes), the sliding amount determination unit 5 calculates the sliding amount 5D (step S4), and outputs the sliding amount 5D to the brake cylinder pressure calculation unit 6. The brake cylinder pressure calculation unit 6 calculates the target BC pressure 9D based on the sliding amount 5D transmitted from the sliding amount determination unit 5 (step S5). The second pressure sensor 11 returns the BC pressure 9D to the brake cylinder pressure calculation unit 6, and the first pressure sensor 16 returns the pressure control signal 8D to the brake cylinder pressure calculation unit 6 (step S6). When the current BC pressure 9D approaches the target BC pressure 9D (step S7, Yes), the brake cylinder pressure calculation unit 6 ends the sliding control. Note that the speed difference 3D and the deceleration 4D corrected by the deceleration sensor 17 are used as reset conditions for the sliding control.

  When the current BC pressure 9D is not approaching the target BC pressure 9D (No at Step S7), the brake cylinder pressure calculation unit 6 repeats the processes after Step S5 until the target BC pressure 9D approaches the target BC pressure 9D, and continues the sliding control.

  As described above, according to the train running control device 200 of the third embodiment, the deceleration sensor 17 and the first pressure sensor 16 are provided, and the deceleration calculation unit 4 is based on the deceleration sensor output 17D. Since the calculated deceleration is positive, the maximum deceleration is corrected, and the first pressure sensor 16 feeds back the feedback command 16D generated based on the pressure control signal 8D to the brake cylinder pressure calculation unit 6. The accuracy of control can be improved. As a result, reduction of re-sliding and prevention of extension of the braking distance can be further expected.

  As described above, the train planing control device according to the present invention is useful for a train planing control device that controls the planing of each wheel by adjusting the brake cylinder pressure.

  The present invention relates to a train planing control apparatus and a train planing control method for detecting braking of a wheel during braking and controlling braking force.

  Conventionally, for example, in the train running control device shown in Patent Document 1 below, the speed sensor detects the number of rotations of each wheel, and there is a difference between the number of rotations of one wheel and the other wheel during braking. The sliding cylinder is configured to prevent sliding by increasing or decreasing the brake cylinder pressure by exhausting or supplying compressed air supplied to the brake cylinder of the sliding wheel. The brake cylinder pressure is obtained by amplifying the compressed air output by the relay valve in response to the opening / closing operation of the normal brake control / sliding control electromagnetic valve (hereinafter referred to as “electromagnetic valve portion”).

JP 2004-306865 A

  However, the train sliding control device shown in Patent Document 1 has a large volume of compressed air in the relay valve, and hunting (the control amount fluctuates near the target value and becomes unstable) occurs. The state of the brake cylinder pressure could not be used for sliding control. Therefore, the sliding control in consideration of the variation of the brake cylinder pressure cannot be performed, and there is a problem in further improving the accuracy of the sliding control.

  This invention is made in view of the above, Comprising: It aims at obtaining the train run control apparatus and train run control method which can improve the further precision of run control.

In order to solve the above-described problems and achieve the object, the present invention includes a supply valve that supplies supplied compressed air to a brake cylinder, and an electromagnetic valve unit that includes an exhaust valve that regulates the supplied compressed air. And a relay valve that outputs the pressure of the brake cylinder according to the compressed air supplied from the electromagnetic valve unit, and detects a speed difference between the wheels based on a speed signal of each wheel. A speed difference detection unit that calculates a deceleration of a train based on the speed signal, a sliding amount determination unit that determines a sliding amount of each wheel based on the speed difference and the deceleration, and , Pressure control for controlling the pressure of the brake cylinder based on the sliding amount, a brake command for obtaining a predetermined deceleration, the pressure of the compressed air, and a signal indicating the pressure of the brake cylinder Further comprising a slide control unit with a brake cylinder pressure calculating section for calculating the item, characterized by.

  According to the present invention, there is an effect that further accuracy of the sliding control can be improved.

FIG. 1 is a diagram illustrating an example of a configuration of a train planing control apparatus according to the first embodiment. FIG. 2 is a diagram illustrating an example of a BC pressure reduction rate pattern. FIG. 3 is a diagram illustrating an example of a BC pressure reduction rate table. FIG. 4 is a flowchart illustrating an example of a determination flow of a signal indicating the pressure of the brake cylinder. FIG. 5 is a diagram illustrating an example of the configuration of the train planing control apparatus according to the third embodiment.

  Hereinafter, an embodiment of a train planing control apparatus according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1.
FIG. 1 is a diagram illustrating an example of a configuration of a train planing control apparatus according to the first embodiment. The train sliding control device 200 shown in FIG. 1 includes, as main components, a speed sensor 1, a sliding control unit 100, an output unit 7, an electromagnetic valve unit for regular brake control / sliding control (hereinafter referred to as “electromagnetic valve unit”) 8. , The relay valve 9, the brake cylinder 10, the pressure sensor 11, the brake command unit 12, the variable load unit 13, the brake member 14, and the wheel 15.

  The speed sensor 1 is installed in front and rear trolleys (a total of four) of each vehicle, and can capture a speed signal 1D of each wheel 15. The speed input unit 2 can take in the speed signal 1D from the speed sensor 1a to the speed sensor 1d of each vehicle.

  The sliding control unit 100 includes a speed input unit 2, a speed difference detection unit 3, a deceleration calculation unit 4, a sliding amount determination unit 5, and a brake cylinder pressure (BC pressure) calculation unit 6. The speed difference detection unit 3 can detect the speed difference 3D between the wheel 15 that is not sliding and the wheel 15 that is sliding. The deceleration calculation unit 4 can differentiate the speed signal 1D received from the speed sensor 1a to the speed sensor 1d to detect the train deceleration 4D. The deceleration calculation unit 4 may be configured to detect both “acceleration” and “deceleration”, or may be configured to detect only one of them.

  The skid amount judging unit 5 judges that the skid is generated when the outputs of the speed difference detecting unit 3 and the deceleration calculating unit 4 exceed a predetermined value set in advance, and can output the skid amount 5D. It is. The predetermined value described above can be arbitrarily set.

  The variable load unit 13 is installed in each carriage, detects the weight of the front and rear carriages for each vehicle, and changes the load during braking (the load of the carriage on the front side relative to the traveling direction of the train is the load of the rear carriage). It is possible to output a variable load signal 13D corresponding to (which becomes larger than the load). For example, the response load section 13 (first response load section) mounted on the front carriage with respect to the traveling direction of the train responds to the vehicle weight acting on the carriage when the brake command 12D is output. It is possible to output a load signal (first response load signal). Moreover, the response load part 13 (2nd response load part) mounted in the back side trolley with respect to the advancing direction of a train respond | corresponds to the vehicle weight which acts on the said trolley | bogie, when the brake command 12D is output. It is possible to output a response load signal (second response load signal).

  When the brake command 12D or the response load signal 13D is output from the brake command unit 12 and the response load unit 13, the brake cylinder pressure calculation unit 6 determines the pressure control signal 8D based on the slippage amount 5D output from the slippage determination unit 5. It is possible to perform re-adhesion control of the slid wheel 15 by calculating the above and controlling the electromagnetic valve unit 8 of the slid wheel 15. In addition, although the brake cylinder pressure calculation part 6 was shown as an example of the part which takes in the brake command 12D or the variable load signal 13D, it is not limited.

  Further, for example, in a single vehicle, when a slip occurs on the rear carriage with respect to the traveling direction of the train, the skid control unit 100 includes a skid control value corresponding to the above-described second response load signal 13D, The pressure control signal 8D obtained from the first response load signal 13D and the amount of sliding 5D is calculated, and the sliding control value corresponding to the second response load signal 13D is set to the pressure control corresponding to the first response load signal 13D. Add to signal 8D. As a result, not only can the signal 9D (hereinafter simply referred to as “brake cylinder pressure”) indicating the pressure of the brake cylinder of the wheel 15 of the rear carriage, which has slid, be reduced, the wheel 15 can be re-adhered, but also the The pressure 9D of the brake cylinder of the wheel 15 of the front cart that is not being increased is increased, and the brake force can be effectively used throughout the vehicle.

  The brake command unit 12 can output a brake command 12D for obtaining a predetermined deceleration. The output unit 7 can output the control signal output from the brake cylinder pressure calculation unit 6 to the electromagnetic valve unit 8.

  The electromagnetic valve unit 8 includes a supply valve that supplies the supplied compressed air to the brake cylinder and an exhaust valve that regulates the supplied compressed air, and the control signal output from the brake cylinder pressure calculation unit 6 is determined in advance. Can be converted to compressed air (pressure control signal 8D). The electromagnetic valve unit 8 can exhaust or supply the compressed air supplied to the relay valve 9 according to the sliding state of the wheel 15. For example, when the wheel 15 slides, it is possible to reduce the pressure 9D of the brake cylinder and re-adhere the wheel 15 by exhausting the compressed air supplied to the relay valve 9.

  The relay valve 9 can amplify the pressure control signal 8D supplied from the electromagnetic valve unit 8 to a predetermined pressure. The relay valve 9 is connected to an original air reservoir (not shown), and compressed air is stored in the original air reservoir. Therefore, the relay valve 9 amplifies the pressure control signal 8D and drives the brake cylinder 10. A brake cylinder pressure 9a is generated.

  The pressure sensor 11 detects a brake cylinder pressure 9D (or pressure control signal 8D), generates a feedback command 11D based on the brake cylinder pressure 9D (or pressure control signal 8D), and generates a brake cylinder pressure calculation unit 6. It is possible to return the feedback command 11D. In addition, although the brake cylinder pressure calculation part 6 was shown as an example of the part which takes in the pressure 9D (or pressure control signal 8D) of a brake cylinder, it is not limited.

  The brake cylinder 10 can press the brake member 14 according to the strength of the pressure 9D of the brake cylinder. The brake cylinder pressure 9D can be calculated by the formula B = F / (k * f) (B: brake cylinder pressure 9D, F: brake force, k: constant, f: friction coefficient of the brake 14). It is. In other words, when the value of the friction coefficient is constant, the braking force acting on the control wheel 14 changes in proportion to the value of the brake cylinder pressure 9D.

  Here, the conventional train sliding control device has a configuration in which the relay valve 9 is shared by the front and rear carriages. That is, since the pressure 9D of the brake cylinder of each vehicle is controlled by the relay valve 9, the amount of air in the main body is increased and the probability of occurrence of hunting is high. When hunting occurs, the compressed air supplied to the relay valve 9 and the compressed air output from the relay valve 9 are not similar, and the response of the brake cylinder pressure 9D is poor. Even if the brake cylinder pressure 9D is fed back to the brake cylinder pressure calculator 6, it is difficult to obtain an accurate pressure control signal 8D.

  Since the train planing control apparatus 200 according to the first embodiment is configured such that the relay valve 9 is downsized and the relay valve 9 is installed in the vicinity of each carriage, the air capacity inside the relay valve 9 is conventionally increased. And less. By correcting the hysteresis of the relay valve 9 using the pressure sensor 11, it is possible to finely adjust the pressure so that a predetermined pressure is obtained. As a result, hunting is reduced, and the response of the brake cylinder pressure 9D can be improved. That is, the sliding control unit 100 can generate not only the speed signal 1D but also the brake cylinder pressure calculation unit 6 to generate the brake cylinder pressure 9D.

  The sliding control unit 100 can use three modes of “feed” mode, “keep” mode, and “relaxation” mode as feedback control. In the “supply” mode, the compressed air 3a can be supplied. In the “keep” mode, the supply and exhaust of the compressed air 3a are stopped, and the service brake can be kept in a constant state. In the “exhaust” mode, the compressed air 3a can be exhausted.

  FIG. 2 is a diagram illustrating an example of a BC pressure reduction rate pattern. A BC pressure reduction rate pattern 20 indicated by a solid line and a broken line is preset in the brake cylinder pressure calculation unit 6 in order to continuously derive a BC pressure reduction rate corresponding to the sliding amount 5D output by the sliding amount determination unit 5. It is what has been. For example, when a skid occurs, the skid amount determining unit 5 calculates the skid amount 5D, and the brake cylinder pressure calculating unit 6 matches the skid amount 5D against the BC pressure reduction rate pattern 20 and corresponds to the skid amount 5D. It is possible to calculate the BC pressure reduction rate.

  Further, the brake cylinder pressure calculation unit 6 derives the “BC pressure reduction amount” corresponding to the BC pressure reduction rate, and the “BC pressure 9D (pressure control signal 8D)” from the “current BC pressure 9D (pressure control signal 8D)”. It is possible to calculate “target (re-adhesion) BC pressure 9D (pressure control signal 8D)” by subtracting “reduction amount”.

  Since the train planing control device 200 can return the BC pressure 9D to the brake cylinder pressure calculation unit 6, it can repeatedly calculate the BC pressure 9D so as to approach the “target BC pressure 9D”. Further, it is possible to continuously operate the electromagnetic valve unit 8 in accordance with the repeatedly calculated BC pressure 9D. The BC pressure reduction rate pattern 20 is not limited to the pattern shown in FIG. 2 (such as a linear solid line slope). Further, the BC pressure reduction rate pattern 20 can be set for each of the control members 14.

  FIG. 4 is a flowchart showing an example of a flow for determining the brake cylinder pressure. The speed difference detection unit 3 or the deceleration calculation unit 4 receives the speed signal 1D from the speed sensor 1a to the speed sensor 1d, and calculates the speed difference 3D of each wheel 15 and the like. When the brake cylinder pressure calculation unit 6 receives the brake command 12D (step S1, Yes), the speed difference detection unit 3 and the deceleration calculation unit 4 calculate the speed difference 3D and the deceleration 4D (step S2). When it is determined that the sliding has occurred (step S3, Yes), the sliding amount determination unit 5 calculates the sliding amount 5D (step S4), and outputs the sliding amount 5D to the brake cylinder pressure calculation unit 6. The brake cylinder pressure calculation unit 6 calculates the target BC pressure 9D based on the sliding amount 5D transmitted from the sliding amount determination unit 5 (step S5). The pressure sensor 11 returns the BC pressure 9D to the brake cylinder pressure calculation unit 6 (step S6). When the current BC pressure 9D approaches the target BC pressure 9D (step S7, Yes), the brake cylinder pressure calculation unit 6 ends the sliding control.

  When the brake cylinder pressure calculation unit 6 does not receive the brake command 12D (step S1, No), the speed difference detection unit 3 and the deceleration calculation unit 4 do not calculate the speed difference 3D and the deceleration 4D. Moreover, the sliding amount judgment part 5 does not calculate the sliding amount 5D when the sliding does not occur (step S3, No).

  When the current BC pressure 9D (pressure control signal 8D) is not approaching the target BC pressure 9D (pressure control signal 8D) (step S7, No), the brake cylinder pressure calculation unit 6 determines the target BC pressure 9D (pressure control signal 8D). Step S5 and the subsequent processes are repeated until approaching), and the sliding control is continued.

  As described above, according to the train planing control apparatus 200 of the first embodiment, the relay valve 9 is installed in the vicinity of the carriage, and the brake cylinder pressure 9D (or pressure control signal 8D) with reduced hunting is applied to the brake cylinder. This is a configuration for returning to the pressure calculation unit 6. Therefore, there is no time lag from when the basic brake is operated and the speed difference 3D of each wheel 15 is detected until the sliding control is performed, and it is possible to improve the response of the braking force. Further, since the sliding control can be continuously performed by using the BC pressure reduction rate pattern 20, the re-sliding can be reduced and the extension of the braking distance can be prevented as compared with the conventional train sliding control device. It is also possible. In addition, since re-sliding can be reduced, the occurrence of flats (scratches generated when the wheels 15 are locked) of each wheel 15 is reduced, and the number of steps for cutting the wheel 15 and noise, vibration, and riding during train running are reduced. It is also possible to suppress the deterioration of comfort. Moreover, since the cutting of the wheel 15 is reduced, the wheel 15 can be used for a long time. Further, when the pressure 9D of the brake cylinder continues to be “0” during the feedback control, the electromagnetic valve unit 8 is forcibly released or supplied. Therefore, useless operation of the solenoid valve unit 8 is eliminated, and the solenoid valve unit 8 can be used for a long time.

Embodiment 2. FIG.
The train sliding control device 200 according to the second embodiment is configured to be able to calculate the BC pressure reduction rate for the wheel 15 according to the number of times the wheel 15 has been slipped. The configuration of the train planing control device 200 and the flow for determining the brake cylinder pressure 9D are the same as those shown in FIGS.

  FIG. 3 is a diagram illustrating an example of a BC pressure reduction rate table. The BC pressure reduction rate table 30 shown in FIG. 3 includes items indicating the number of times the wheel 15 has slid and items indicating the value of the BC pressure reduction rate.

  In the item of the number of times of sliding, the number of times of sliding from the first time to the third time is shown as an example of the number of times of sliding, but it is not limited to this. For example, even if the number of times of sliding is 4 times or more Good. In the item of BC pressure reduction rate, the value of BC pressure reduction rate corresponding to each number of times of sliding is shown. For example, when the first run occurs, the BC pressure reduction rate is set to 20%. Therefore, the brake cylinder pressure calculation unit 6 sets the “BC pressure 9D reduction amount corresponding to the BC pressure reduction rate“ 20% ”. Can be calculated and “the current BC pressure 9D” can be subtracted from the “current BC pressure 9D”. Note that the value of the BC pressure reduction rate is an example, and is not limited thereto. For example, the BC pressure reduction rate can be arbitrarily set, for example, by setting the BC pressure reduction rate step more finely. Further, the BC pressure reduction rate table 30 can be set for each of the control members 14.

  Since the train sliding control device 200 can return the BC pressure 9D (pressure control signal 8D) to the brake cylinder pressure calculation unit 6 as described above, the BC pressure 9D is again generated when the second sliding occurs. It is possible to calculate. That is, it is possible to increment the number of times of sliding and repeatedly execute the above-described calculation until there is no sliding of the wheel 15. Note that the sliding control may be performed by combining the BC pressure reduction rate pattern 20 and the BC pressure reduction rate table 30 according to the first embodiment.

  As described above, according to the train planing control device 200 of the second embodiment, since the planing control can be continuously performed using the BC pressure reduction rate table 30, compared with the conventional train planing control device. Thus, re-sliding can be reduced, and extension of the braking distance can be prevented. In addition, since re-sliding can be reduced, the occurrence of flatness of each wheel 15 is reduced, and it is possible to suppress the man-hours for cutting the wheel 15, noise and vibration during traveling of the train, and deterioration of riding comfort. Moreover, since the cutting of the wheel 15 is reduced, the wheel 15 can be used for a long time. Further, when the pressure 9D of the brake cylinder continues to be “0” during the feedback control, the electromagnetic valve unit 8 is forcibly released or supplied. Therefore, useless operation of the solenoid valve unit 8 is eliminated, and the solenoid valve unit 8 can be used for a long time.

Embodiment 3 FIG.
The train planing control apparatus according to the third embodiment corrects the maximum deceleration with the deceleration calculated based on the deceleration sensor, and feeds back a feedback command generated based on the pressure control signal to the brake cylinder pressure calculating unit. In this way, the accuracy of the sliding control can be further improved. Hereinafter, parts similar to those in the first and second embodiments are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 5 is a diagram illustrating an example of the configuration of the train planing control apparatus according to the third embodiment. A train planing control device 200 shown in FIG. 5 is configured to further include a deceleration sensor 17 and a first pressure sensor 16 in addition to the train planing control device shown in FIG.

  The deceleration calculation unit 4 calculates the vehicle deceleration based on the deceleration sensor output 17D. Further, the maximum deceleration is corrected with the deceleration as positive. This correction is considered to be effective for correction during all-axis sliding. When the corrected deceleration 4D exceeds a predetermined value set in advance, the sliding amount determination unit 5 determines that the sliding has occurred and outputs the sliding amount 5D. The brake cylinder pressure calculation unit 6 calculates the pressure control signal 8D based on the sliding amount 5D when the brake command 12D or the response load signal 13D is output from the brake command unit 12 and the response load unit 13, and The electromagnetic valve unit 8 is controlled.

  The first pressure sensor 16 detects a signal (pressure control signal) 8D output from the electromagnetic valve unit 8 and indicates the pressure of the compressed air, generates a feedback command 16D based on the pressure control signal 8D, and calculates a brake cylinder pressure. The feedback command 16D is returned to the unit 6. In addition, although the brake cylinder pressure calculation part 6 was shown as a place which returns the pressure control signal 8D, it is not limited to this.

  Here, as described above, the conventional train sliding control device has a high probability of occurrence of hunting. When hunting occurs, since the response of the brake cylinder pressure 9D is poor, an accurate pressure control signal can be obtained even if the brake cylinder pressure 9D is fed back to the brake cylinder pressure calculator 6 via the first pressure sensor 16. It was difficult to obtain 8D.

  The train planing control apparatus 200 according to the present embodiment is configured so that the relay valve 9 is downsized as in the first embodiment and the relay valve 9 is installed in the vicinity of each carriage. 9 The air capacity in the interior is smaller than in the prior art. By using the first pressure sensor 16 to correct the hysteresis of the relay valve 9, it is possible to finely adjust the pressure to a predetermined pressure. Although the three modes are used in the sliding control unit 100 as described above, the deceleration 4D corrected by the deceleration sensor 17 is added to the deceleration that is one of the conditions for switching the three modes. use.

  Hereinafter, operation | movement of the train planing control apparatus 200 concerning this Embodiment is demonstrated using FIG. 4 mentioned above. The speed difference detection unit 3 or the deceleration calculation unit 4 receives the speed signal 1D from the speed sensor 1a to the speed sensor 1d, and calculates the speed difference 3D of each wheel 15 and the like. When the brake cylinder pressure calculation unit 6 receives the brake command 12D (step S1, Yes), the speed difference detection unit 3 and the deceleration calculation unit 4 calculate the speed difference 3D and the deceleration 4D (step S2). When it is determined that the sliding has occurred (step S3, Yes), the sliding amount determination unit 5 calculates the sliding amount 5D (step S4), and outputs the sliding amount 5D to the brake cylinder pressure calculation unit 6. The brake cylinder pressure calculation unit 6 calculates the target BC pressure 9D based on the sliding amount 5D transmitted from the sliding amount determination unit 5 (step S5). The second pressure sensor 11 returns the BC pressure 9D to the brake cylinder pressure calculation unit 6, and the first pressure sensor 16 returns the pressure control signal 8D to the brake cylinder pressure calculation unit 6 (step S6). When the current BC pressure 9D approaches the target BC pressure 9D (step S7, Yes), the brake cylinder pressure calculation unit 6 ends the sliding control. Note that the speed difference 3D and the deceleration 4D corrected by the deceleration sensor 17 are used as reset conditions for the sliding control.

  When the current BC pressure 9D is not approaching the target BC pressure 9D (No at Step S7), the brake cylinder pressure calculation unit 6 repeats the processes after Step S5 until the target BC pressure 9D approaches the target BC pressure 9D, and continues the sliding control.

  As described above, according to the train running control device 200 of the third embodiment, the deceleration sensor 17 and the first pressure sensor 16 are provided, and the deceleration calculation unit 4 is based on the deceleration sensor output 17D. Since the calculated deceleration is positive, the maximum deceleration is corrected, and the first pressure sensor 16 feeds back the feedback command 16D generated based on the pressure control signal 8D to the brake cylinder pressure calculation unit 6. The accuracy of control can be improved. As a result, reduction of re-sliding and prevention of extension of the braking distance can be further expected.

  As described above, the train planing control device according to the present invention is useful for a train planing control device that controls the planing of each wheel by adjusting the brake cylinder pressure.

1, 1a, 1b, 1c, 1d Speed sensor 1D Speed signal 2 Speed input part 3 Speed difference detection part 3D Speed difference 4 Deceleration calculation part 4D Deceleration 5 Sliding amount judgment part 5D Sliding amount 6 Brake cylinder pressure calculation part 7 Output Part 8: Electromagnetic valve part for regular brake control and sliding control 8D Pressure control signal 9 Relay valve 9D Signal indicating brake cylinder pressure 10 Brake cylinder 11, 16 Pressure sensor 11D, 16D Feedback command 12 Brake command part 12D Brake command 13 Load part 13D Response signal 14 Control wheel 15 Wheel 17 Deceleration sensor 17D Deceleration sensor output 20 BC pressure reduction rate pattern 30 BC pressure reduction rate table 100 Sliding control unit 200 Train sliding control device F Braking force

In order to solve the above-described problems and achieve the object, the present invention includes a supply valve that supplies supplied compressed air to a brake cylinder, and an electromagnetic valve unit that includes an exhaust valve that regulates the supplied compressed air. A train sliding control provided with a relay valve that is installed corresponding to each carriage provided in each vehicle of the train and outputs the pressure of the brake cylinder according to the compressed air supplied from the electromagnetic valve unit an apparatus, a speed difference detector for detecting a speed difference between the wheels on the basis of the speed signals of the wheels, and the deceleration calculating unit for calculating the deceleration of the train on the basis of the speed signal, the speed difference and A sliding amount determination unit that determines a sliding amount of each wheel based on the deceleration, the braking amount, a brake command for obtaining a predetermined deceleration, and the brake cylinder detected by the relay valve A signal indicating pressure and Based further comprising a slide control unit with a brake cylinder pressure calculation unit that calculates a pressure control signal for controlling the pressure of the brake cylinder, characterized.

In order to solve the above-described problems and achieve the object, the present invention includes a supply valve that supplies supplied compressed air to a brake cylinder, and an electromagnetic valve unit that includes an exhaust valve that regulates the supplied compressed air. A train sliding control provided with a relay valve that is installed corresponding to each carriage provided in each vehicle of the train and outputs the pressure of the brake cylinder according to the compressed air supplied from the electromagnetic valve unit A speed difference detection unit that detects a speed difference of each wheel based on a speed signal of each wheel; a deceleration calculation unit that calculates a deceleration of a train based on the speed signal; and the speed difference A sliding amount determination unit that determines a sliding amount of each wheel based on the deceleration, the braking amount, a brake command for obtaining a predetermined deceleration, and the brake cylinder detected by the relay valve A signal indicating pressure and Based comprises a slide control unit having a brake cylinder pressure calculating section, a for calculating the pressure control signal for controlling the pressure of the brake cylinder, said brake cylinder pressure calculating unit, when the sliding occurs, the sliding number The pressure control signal is calculated by increasing the amount of decrease in the pressure of the brake cylinder as the value of increases, and subtracting the amount of decrease from the pressure of the brake cylinder .

Claims (9)

A solenoid valve part having a supply valve for supplying the supplied compressed air to the brake cylinder and an exhaust valve for regulating the supplied compressed air;
A relay valve that outputs the pressure of the brake cylinder according to the compressed air supplied from the electromagnetic valve unit;
In a train planing control device equipped with
Each wheel speed signal,
A brake command to obtain a predetermined deceleration,
Pressure of the brake cylinder output from the relay valve;
A train sliding control device comprising a sliding control unit for generating a pressure control signal for controlling the pressure of the brake cylinder based on The sliding control unit
A speed difference detector for detecting a speed difference of each wheel based on the speed signal;
A deceleration calculation unit that calculates the deceleration of the train based on the speed signal;
A sliding amount determination unit that determines a sliding amount of each wheel based on the speed difference and the deceleration;
A brake cylinder pressure calculating unit for calculating the pressure control signal based on the sliding amount;
The train planing control apparatus according to claim 1, comprising: It further includes a deceleration sensor that detects the deceleration of the train,
The sliding control unit
A speed difference detector for detecting a speed difference of each wheel based on the speed signal;
A deceleration calculation unit that calculates the deceleration of the train based on the speed signal and the output of the deceleration sensor;
A sliding amount determination unit that determines a sliding amount of each wheel based on the speed difference and the deceleration;
A brake cylinder pressure calculating unit for calculating the pressure control signal based on the sliding amount;
The train planing control apparatus according to claim 1, comprising: The brake cylinder pressure calculation unit
The pressure control signal is calculated based on the amount of sliding, the brake command, the pressure of the compressed air, and a signal indicating the pressure of the pressure of the brake cylinder. Train sliding control device. The sliding control unit
When the sliding occurs, the pressure control signal is calculated as a value for re-adhering the pressure value of the brake cylinder based on a signal indicating the pressure of the brake cylinder output from the relay valve. Item 2. The train sliding control device according to Item 1. A first load-bearing portion that outputs a first load-bearing signal corresponding to a vehicle weight, which is a load-bearing portion that is mounted on a carriage on the front side with respect to the traveling direction of the train;
A second load-bearing portion that outputs a second load-bearing signal corresponding to the vehicle weight, which is a load-bearing portion mounted on a carriage on the rear side with respect to the traveling direction of the train;
With
The sliding control unit
When sliding occurs in the rear-side carriage, the sliding control value obtained from the second response load signal and the amount of sliding is added to the pressure control signal corresponding to the first response load signal. The train planing control device according to claim 1. An electromagnetic valve part having a supply valve for supplying the supplied compressed air to the brake cylinder and an exhaust valve for regulating the supplied compressed air;
A relay valve that outputs the pressure of the brake cylinder according to the compressed air supplied from the electromagnetic valve unit;
A train run control method applicable to a train run control device equipped with
A detecting step for detecting a speed difference of each wheel and a deceleration of the train based on a speed signal of each wheel;
A first calculation step of calculating a sliding amount of each wheel based on the speed difference and the deceleration;
A second calculation step of calculating a pressure control signal based on the amount of sliding, a brake command for obtaining a predetermined deceleration, and a signal indicating the pressure of the brake cylinder;
A train sliding control method comprising: An electromagnetic valve part having a supply valve for supplying the supplied compressed air to the brake cylinder and an exhaust valve for regulating the supplied compressed air;
A relay valve that outputs the pressure of the brake cylinder according to the compressed air supplied from the electromagnetic valve unit;
A deceleration sensor that detects the deceleration of the train;
A train run control method applicable to a train run control device equipped with
A detection step of detecting a speed difference of each wheel and a deceleration of the train based on a speed signal of each wheel and an output of the deceleration sensor;
A first calculation step of calculating a sliding amount of each wheel based on the speed difference and the deceleration;
Based on the sliding amount, a brake command for obtaining a predetermined deceleration, a signal indicating the pressure of the compressed air output from the electromagnetic valve unit, and a signal indicating the pressure of the brake cylinder, a pressure control signal A second calculating step for calculating
A train sliding control method comprising:   The said 2nd calculation step calculates the said pressure control signal as a value which re-adheres the value of the said brake cylinder using the signal which shows the pressure of the said brake cylinder, The value of Claim 7 or 8 characterized by the above-mentioned. The described train sliding control method.

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