US20120296501A1 - Brake control device and brake control method - Google Patents

Brake control device and brake control method Download PDF

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Publication number
US20120296501A1
US20120296501A1 US13/574,454 US201013574454A US2012296501A1 US 20120296501 A1 US20120296501 A1 US 20120296501A1 US 201013574454 A US201013574454 A US 201013574454A US 2012296501 A1 US2012296501 A1 US 2012296501A1
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United States
Prior art keywords
brake force
necessary
cars
car
air
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Abandoned
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US13/574,454
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English (en)
Inventor
Etsuji Matsuyama
Yasuharu Itano
Hiroshi Yamada
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Filing date
Publication date
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Assigned to MITSUBISHI ELECTRIC CORPORATION reassignment MITSUBISHI ELECTRIC CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ITANO, YASUHARU, MATSUYAMA, ETSUJI, YAMADA, HIROSHI
Publication of US20120296501A1 publication Critical patent/US20120296501A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a brake control device and brake control method for a train employing both electric brakes and air brakes.
  • a friction brake device is used on trains to apply a brake force to various axles on the train via friction.
  • the friction brake device generates the brake force by pressing a brake shoe against a disc or drum mounted on a wheel or axle.
  • a brake device that uses compressed air to drive a brake cylinder for pressing the brake shoe is called an air brake device.
  • An air brake device supplies air to or exhausts air from the brake cylinder by magnetizing or demagnetizing electromagnetic control valves. Braking using an air brake device is called an air brake.
  • Trains that run on electric motors include motor cars and trailer cars.
  • Motor cars are equipped with electric motors and are self-propelled cars.
  • Trailer cars are not equipped with electric motors for running, instead being cars that are pulled by or propelled by motor cars.
  • Motor cars are equipped with air brake devices and electric brake devices that use regenerative braking from the electric motor driving the car.
  • Trailer cars are generally equipped with air brake devices.
  • blended control is accomplished using electric brakes and air brakes. Blended control aims to accomplish brake control by combining electric brakes and air brakes.
  • Air brake supplemental control supplements the electric brake force using electromagnetic valves for supplying air and electromagnetic valves for exhausting air, by generating necessary air brake force by turning these electromagnetic valves on and off.
  • Patent Literature 1 Unexamined Japanese Patent Application KOKAI Publication No. H11-8906.
  • the brake control device acquires, by means of a necessary brake force acquisition unit, the necessary brake force necessary for each car or flatcar in a train containing a plurality of motor cars, and detects, by means of an electric brake force detection unit, an electric brake force of the entire composition of the train, the entire composition including the plurality of the motor cars.
  • a brake force adjustment unit distributes air brake force so that fluctuations in the electric brake force are compensated for by the air brake force of one car or flatcar, in an action period of one deceleration of the train or from running to stopping.
  • a control unit controls the air brake of the car or flatcar in accordance with the value distributed by the brake force adjustment unit.
  • the brake control method acquires, by means of a necessary brake force acquisition step, the necessary brake force necessary for each car or flatcar in a train containing a plurality of motor cars, and detects, by means of an electric brake force detection step, an electric brake force of the entire composition of the train, the entire composition including the plurality of the motor cars.
  • a brake force adjustment step distributes air brake force so that fluctuations in the electric brake force are compensated for by the air brake force of one car or flatcar, in an action period of one deceleration of the train or to running until stopping.
  • a control step controls the air brake of the car or flatcar in accordance with the value distributed in the brake force adjustment step.
  • FIG. 1 is a block diagram showing an exemplary composition in which a brake control device according to a first embodiment of the present invention is applied to a train;
  • FIG. 2 is a block diagram showing an exemplary composition of an air brake control device according to the embodiment of the present invention
  • FIG. 3 is a drawing showing the relationship between the speed of the train and the electric brake force and air brake force;
  • FIG. 4 is a drawing showing in a bar graph the state at line B-B in FIG. 3 ;
  • FIG. 5 is a drawing showing an overview of the weighted distribution to T cars of the surplus electric brake force according to prior art
  • FIG. 6 is a drawing showing an overview of the weighted distribution to M cars of the shortage of electric brake force according to prior art
  • FIG. 7 is a drawing explaining a method for distributing a surplus of electric brake force according to the first embodiment
  • FIG. 8 is a drawing explaining a method for distributing a shortage of electric brake force according to the first embodiment
  • FIG. 9 is a flowchart showing one example of the action of train brake force distribution according to the first embodiment.
  • FIG. 10 is a flowchart showing one example of the action from a different viewpoint of train brake force distribution according to the first embodiment
  • FIG. 11 is a flowchart showing one example of the action of train brake force distribution according to a variation of the first embodiment
  • FIG. 12 is a block diagram showing an exemplary composition in which a brake control device according to a second embodiment of the present invention is applied to a train;
  • FIG. 13 is a drawing explaining an example of a change in the order of distributing brake force according to the second embodiment
  • FIG. 14 is a flowchart showing one example of the action of a brake force distribution order change according to the second embodiment
  • FIG. 15 is a drawing explaining a method for distributing a surplus of electric brake force according to a third embodiment of the present invention.
  • FIG. 16 is a drawing explaining a method for distributing a shortage of electric brake force according to the third embodiment.
  • FIG. 17 is a flowchart showing one example of the action of train brake force distribution according to the third embodiment.
  • FIG. 18 is a block diagram showing an example of the physical composition of a train brake control device according to the embodiments of the present invention.
  • FIG. 1 is a block diagram showing an exemplary composition in which a brake control device according to a first embodiment of the present invention is applied to a train.
  • a brake control device 10 is composed of a control device 1 and an air brake control device 2 .
  • the control device 1 communicates with an electric brake device 3 and the air brake control device 2 on each car constituting the train via a network (unrepresented) among the cars.
  • the electric brake device 3 and the air brake control device 2 are each represented as a single block.
  • the electric brake device 3 is provided on motor cars (hereafter, M cars) of the train, on each car or on each car's flatcar.
  • the air brake control device 2 is provided on the M cars and trailer cars (hereafter, T cars) of the train, on each car or each flatcar.
  • the electric brake device 3 uses an electric motor on the M cars as a generator, converts the operating energy of the train into electric energy and exercises control by returning the converted electric energy to the power supply side (overhead wires or storage battery, and/or the like).
  • the electric brake device 3 may control multiple electric motors of the M cars in bulk or may control multiple electric motors one by one.
  • the air brake control device 2 controls an air brake device provided on a car's axle.
  • the air brake device generates brake force by pressing a brake shoe against a disc or drum attached to a wheel or axle, through a brake cylinder driven by compressed air.
  • the air brake control device 2 supplies air to and exhausts air from the brake cylinder by magnetizing or demagnetizing electromagnetic control valves.
  • FIG. 2 is a block diagram showing an exemplary composition of an air brake control device according to the first embodiment of the present invention.
  • the air brake control device 2 has a brake control unit (BCU) 21 , brake control valves 22 a and 22 b , relay valves 23 a and 23 b , pressure sensors 24 a , 24 b , 24 c and 24 d , and an AS pressure sensor 25 .
  • BCU brake control unit
  • FIG. 2 bold lines indicate compressed air routes.
  • dashed lines indicate electric signal routes.
  • the air brake control device 2 of FIG. 2 controls brake cylinders of two axles. Compressed air is supplied to the brake cylinders (unrepresented) from a supply vessel (unrepresented) via the brake control valves 22 a and 22 b and the relay valves 23 a and 23 b.
  • the brake control valves 22 a and 22 b are composed of electromagnetic valves that supply air to the relay valves 23 a and 23 b and electromagnetic valves that exhaust air from the relay valves 23 a and 23 b . These electromagnetic valves are controlled by the brake control unit 21 .
  • Pressure sensors 24 a and 24 b are connected to the two relay valves 23 a and 23 b on the brake control valve 22 a and 22 b side, respectively, and pressure sensors 24 c and 24 d are connected to the two relay valves 23 a and 23 b on the brake cylinder side, and detect pressure on the control side and the supply side to the cylinder.
  • Each pressure sensor 24 a , 24 b , 24 c and 24 d sends detected pressure signals to the brake control unit 21 .
  • the brake control unit 21 controls the brake control valves 22 a and 22 b so that the pressure detected by the pressure sensors 24 a , 24 b , 24 c and 24 d becomes pressure corresponding to the ordered brake force.
  • the relay valves 23 a and 23 b amplify air pressure input from the brake control valves 22 a and 22 b , respectively, and supply this to the brake cylinder. That is to say, the pressure of air supplied to the brake cylinder from the relay valves 23 a and 23 b is adjusted in proportion to the pressure on the output side of the brake control valves 22 a and 22 b.
  • the AS pressure sensor 25 detects air pressure in an air suspension (unrepresented) of the flatcar and sends this to the brake control unit 21 .
  • the air suspension keeps the height of the chassis constant in accordance with the load on the car.
  • the load on that flatcar can be determined by the air pressure of the air suspension.
  • a regular brake command from the driver's seat is sent to the brake control unit 21 .
  • the regular brake command indicates the deceleration of the train.
  • the brake control unit 21 computes the brake force necessary for that car or flatcar (necessary brake force) from the air suspension's air pressure detected by the AS pressure sensor 25 and the regular brake command.
  • the necessary brake force is theoretically the product of the load on the car (or a value to which the mass under the spring has been added) and the regular brake command (deceleration). In the present invention, the necessary brake force thus commanded is called simply the necessary brake force.
  • the brake control unit 21 computes the air pressure to be applied to each brake cylinder in accordance with the brake force using a prescribed method, and controls the brake control valves 22 a and 22 b to achieve this air pressure.
  • the brake control unit 21 sends the necessary brake force for that car or flatcar to the control device 1 of FIG. 1 via a brake network (unrepresented).
  • the control device 1 of FIG. 1 is composed of an electric brake force detection unit 11 , a necessary brake force acquisition unit 12 , a brake force adjustment unit 13 and a brake force command unit 14 .
  • the brake force adjustment unit 13 includes a computation unit 15 . What is handled by the control device 1 and the air brake control device 2 is not the brake force itself but rather data or a signal indicating the magnitude of the brake force. In the explanation below, the magnitude or value of the brake force is simply called the brake force in order to avoid complications.
  • the electric brake force detection unit 11 inputs the value of the electric brake force of each car or each flatcar from the electric brake device 3 . Furthermore, this electric brake force is totaled to obtain the magnitude of the electric brake force of the entire composition of the train.
  • the electric brake force detection unit 11 may use any kind of method as long as the electric brake force of the entire composition of the train can be detected. For example, it would be fine to use a method that finds the electric brake force of the entire composition by detecting the current or voltage regenerated to the power supply side from the train. In the explanation below, the electric brake force of the composition as a whole is called simply the electric brake force.
  • the necessary brake force acquisition unit 12 inputs the value of the necessary brake force for each car or each flatcar from the each air brake control device 2 .
  • the necessary brake force acquisition unit 12 inputs the value of the air pressure of the air suspension of each car or flatcar and the regular brake command, and may compute the value of the necessary brake force for each car or flatcar.
  • the brake force adjustment unit 13 inputs the magnitude of the electric brake force of the entire composition of the train from the electric brake force detection unit 11 , and inputs the value of the necessary brake force for each car or flatcar from the necessary brake force acquisition unit 12 . Furthermore, the brake force adjustment unit 13 distributes the air brake force that should be generated to each car or flatcar. When the electric brake force of the entire composition is less than the brake force necessary for the entire composition of the train (the total of the necessary brake forces of each car), the brake force adjustment unit 13 distributes that difference to the electric brake force of the corresponding cars or flatcars in a determined order successively until the difference is eliminated, in amounts of necessary brake force for each car or flatcar of the train or amounts of the maximum brake force in the electric brake device.
  • the computation unit 15 computes the difference between the total of the necessary brake forces of the M cars and the electric brake force of the entire composition.
  • the electric brake force of the entire composition is greater than the total of the necessary brake forces of the M cars, the absolute value of that difference is called the electric brake force surplus.
  • the electric brake force of the entire composition is less than the total of the necessary brake forces of the M cars, the absolute value of that difference is called the electric brake force shortage.
  • FIG. 3 is a drawing showing the relationship between the speed of the train and the electric brake force and air brake force.
  • the horizontal axis in FIG. 3 represents the speed of the train, with the right direction in the drawing indicating greater speeds.
  • the vertical axis indicates the magnitude of the brake force.
  • the total height of the graph in FIG. 3 indicates the magnitude of the necessary brake force for the train. Heights below the horizontal line at the boundary between the M cars and the T cars represent the necessary brake forces for the M cars. Heights above the horizontal line at the boundary represent the necessary brake forces for the T cars.
  • the white space in FIG. 3 indicates speed changes of the electric brake force E.
  • the area shaded with diagonal lines represents the air brake force Ft of the T cars.
  • the area shaded with horizontal lines represents the air brake force Fm of the M cars.
  • the height at a given horizontal position represents the electric brake force E, the M car air brake force Fm and the T car air brake force Ft at the speed at that horizontal position.
  • FIG. 4 is a drawing showing in a bar graph the state at line B-B in FIG. 3 .
  • a state in which a portion of the necessary brake force of the T cars is covered by the surplus of the electric brake force E is represented.
  • the difference between the necessary brake force D and the electric brake force E is compensated for by the air brake force Ft of the T cars, and the air braking device of the M cars does not operate.
  • the surplus air brake force of the M cars is used as a portion of the necessary brake force of the T cars, but in reality it is on the M cars that the electric brake is acting. On the other hand, it is on the various cars (various axles) of the T cars or the T cars and M cars where the air brake acts.
  • the state moves from the point G where application of the brake is started on the right in FIG. 3 to the left as the speed of the train drops and ultimately arrives at the stop H.
  • the electric brake does not work and the necessary brake force is entirely covered by the air brake force.
  • the brake force Fm covered by the air brake device of the M cars is reduced. From the point when the electric brake force E exceeds the necessary brake force for the M cars, the air brake force Ft of the T cars is reduced, and a portion of the necessary brake force for the T cars is combined with the surplus of electric brake force.
  • FIG. 5 is a drawing showing an overview of the weighted distribution to the T cars of the surplus electric brake force according to prior art.
  • the top part of FIG. 5 shows the total of the necessary brake force of the train divided between M cars and T cars.
  • the middle part of the FIG. 5 shows the proportion of the necessary brake force D allocated to the electric brake E and to the air brake F.
  • a surplus is generated in the same state as in FIG. 4 .
  • the lower part of FIG. 5 shows the electric brake force and the air brake force distributed to multiple T cars T 1 , T 2 and T 3 .
  • the entirety of T 1 , T 2 and T 3 is the necessary brake force for the T cars T 1 , T 2 and T 3 , respectively.
  • the shaded portion is the air brake force generated by the respective air brake devices.
  • the white portion shows how much of the necessary brake force is covered by the electric brake force.
  • the electric brake force surplus and the air brake force (the difference between the necessary brake force and the electric brake force) is distributed with weighting to the T cars T 1 , T 2 and T 3 , respectively.
  • FIG. 6 is a drawing showing an overview of the weighted distribution to the M cars of the shortage in electric brake force according to prior art.
  • the top part of FIG. 6 is the same as the top part of FIG. 5 .
  • the middle part of FIG. 6 represents the case when the electric brake force E is less than the necessary brake force of the M cars, so a shortage arises.
  • the electric brake force and air brake force distributed to multiple M cars are shown.
  • the necessary brake force for the T cars is distributed with weighting to each of the T cars. That is to say, the air brake devices of the T cars allocate the necessary brake force for the respective cars.
  • FIG. 6 is a drawing showing an overview of the weighted distribution to the M cars of the shortage in electric brake force according to prior art.
  • the top part of FIG. 6 is the same as the top part of FIG. 5 .
  • the middle part of FIG. 6 represents the case when the electric brake force E is less than the necessary brake force of the M cars, so a shortage arises.
  • the shortage in the electric brake force E (the necessary brake force of the M cars minus the electric brake force E) is distributed with weighting to the air brake force of the multiple M cars M 1 , M 2 and M 3 .
  • the total of M 1 , M 2 and M 3 is the magnitude of the necessary brake force of the M cars.
  • the shaded portion is the air brake force generated by the respective air braking devices.
  • the white portion represents the magnitude of the electric brake force generated by the M cars M 1 , M 2 and M 3 , respectively.
  • the total of the white portions of M 1 , M 2 and M 3 is equivalent to the electric brake force E in the middle part.
  • the total of the shaded parts of M 1 , M 2 and M 3 is equivalent to the shortage in the middle part.
  • the brake control valves 22 a and 22 b in the air brake devices of all of the T cars operate following these changes. Furthermore, the electric brake force E is not a constant even in the maximum value state of FIG. 3 , but fluctuates. Accordingly, in the state in which the surplus of the electric brake force E of the T cars is distributed with weighting, the brake control valves 22 a and 22 b are always acting in the air brake devices of all of T cars. In addition, in the case of FIG. 6 , the brake control valves 22 a and 22 b act in the air brake devices of all of the M cars, in conjunction with fluctuations in the electric brake force E.
  • distributing brake force to each car may be replaced with distributing brake force to the flatcars of the cars.
  • the brake force is distributed to each car is described, but the exact same result is achieve by replacing “car” with “car's flatcar.”
  • the explanation below can be understood by appropriately replacing “car” with “car or car's flatcar.” If one car is composed of two flatcars and an air brake device is prepared on each flatcar and can be controlled independently, the embodiment of the present invention is also established for the case in which a train is composed of one car.
  • FIG. 7 is a drawing explaining a method for distributing a surplus of electric brake force according to the first embodiment.
  • the top part and middle part of FIG. 7 are the same as the corresponding parts of FIG. 5 .
  • the brake force adjustment unit 13 distributes the necessary brake force D and the electric brake force E to the air brake force of the corresponding cars in a predetermined order successively until the difference is eliminated, for the necessary brake force amounts of the T cars.
  • predetermined order means that during the action interval of at least one deceleration or from running to stopping of the train, the order of the cars (or flatcars) distributing the difference between the necessary brake force and the electric brake force to the air brake does not change.
  • the order of distributing up to the difference in the state in which the electric brake force of FIG. 3 is a constant is constant, during internals in which the electric brake force increases and intervals of decrease, the distribution order may change after the difference in a state in which the electric brake force is constant may change.
  • the order of the T cars distributing the difference is T 2 , T 3 , T 1 .
  • the order of distributing the difference is represented by the figures in parentheses.
  • the necessary brake force amount is distributed to the air brake of the T car T 2 .
  • the remaining difference is less than the necessary brake force of the T car T 3 , so all of the remainder is distributed to the air brake of the T car T 3 . Because the difference is eliminated, the air brake force of the T car T 1 is 0.
  • distribution of the difference is the surplus of the electric brake force being distributed (allocated to necessary brake force) to cars corresponding in the reverse order, successively until the surplus is eliminated, for the necessary brake force amount of the T cars.
  • the order of the T cars that are the subject of distribution of the surplus is T 1 , T 3 , T 2 .
  • the order of distributing the surplus is represented by the numbers in brackets.
  • out of the surplus first the necessary brake force amount for the T car T 1 is distributed (allocated to necessary brake force).
  • the necessary brake force of the T car T 1 from the necessary brake force of the T car T 1 , the same amount is allocated from the surplus and the air brake force of the T car T 1 becomes 0.
  • the remaining surplus is less than the necessary brake force for the T car T 3 , so all of the remainder is distributed (allocated) to the T car T 3 .
  • the value found by subtracting the remaining surplus from the necessary brake force for the T car T 3 is made the air brake force of the T car T 3 .
  • the surplus distributed to the T car T 2 (the amount allocated by air brake force) is 0. Accordingly, a value equivalent to the necessary brake force of the T car T 2 is set as the air brake force thereof.
  • the air brake forces of the T cars T 1 , T 2 and T 3 is the same as the difference between the necessary brake force D and the electric brake force E distributed to the corresponding cars successively in a predetermined order until the difference is eliminated, in amounts of necessary brake force of the T cars.
  • FIG. 8 is a drawing explaining a method for distributing a shortage of electric brake force according to the first embodiment.
  • the top part and middle part of FIG. 8 are the same as the corresponding parts of FIG. 6 .
  • the brake force adjustment unit 13 distributes the difference between the necessary brake force D of the train and the electric brake force E to the air brake force of the T cars in amounts of necessary brake force for each T car, and furthermore distributes the shortage found by subtracting the electric brake force E of the entire composition from the necessary brake force of the M cars to the air brake force of the corresponding M cars successively in a predetermined order until the shortage is eliminated, in amounts of maximum air brake force for each M car.
  • the difference (necessary brake force D minus electric brake force E) is first distributed to the T cars in amounts of necessary brake force for each.
  • the remainder of the difference is equivalent to the shortage found by subtracting the electric brake force E from the necessary brake force of the M cars.
  • the order of M cars to which the shortage is allocated is M 2 , M 3 and M 1 in the example of FIG. 8 .
  • the order of distributing the shortage is represented by numbers in brackets.
  • the brake force adjustment unit 13 distributes the maximum brake force amount in the air brake devices of the M cars to the air brake of the M car M 2 .
  • the remaining shortage is less than the maximum brake force of the air brake device of the M cars, so all of the remainder is distributed to the air brake of the M car M 3 . Because the remaining shortage is eliminated, the air brake force of the M car M 1 is 0.
  • the necessary brake force D is entirely covered by the electric brake force E from the M cars, so it is not necessary to cause the air brakes to operate, and the difference between the necessary brake force D and the electric brake force E is not distributed.
  • the brake force adjustment unit 13 of FIG. 1 conveys to the brake force command unit 14 the value of the air brake force for each car distributed by the method explained in FIG. 7 and FIG. 8 .
  • the brake force command unit 14 sends a command for the value of that air brake force to the respective air brake control devices 2 .
  • the brake force command unit 14 of the control device 1 and the air brake control devices 2 comprise control units for controlling the air brake devices.
  • Each air brake control device 2 controls the respective air brake device in accordance with the value of the air brake force ordered from the control device 1 .
  • the acting air brake device acts at the necessary brake force or maximum brake force of that car, excluding one car (or one flatcar).
  • Measurement errors occur in the air brake force generated by operation of the air brake device.
  • the brake force of multiple air brake devices are simultaneously caused to fluctuate to cover fluctuations in electric brake force, the error is added and becomes greater by the number of operating air brake devices.
  • the air brake device of only one car (or one flatcar) fluctuates at one point in time, so errors related to fluctuations in the electric brake force are not summed.
  • errors in air brake force related to changes in electric brake force are reduced.
  • FIG. 9 is a flowchart showing one example of the action of train brake force distribution according to the first embodiment.
  • the necessary brake force acquisition unit 12 of the control device 1 acquires a necessary brake force d(n) for each car from the air brake control devices 2 of the entire train.
  • n is a positive integer ranging from 1 to the number of cars of the train.
  • the necessary brake force D for the train is calculated as the sum of d(n).
  • the necessary brake force Dm for all M cars is computed from the necessary brake force d(n) (step S 01 ).
  • the necessary brake force for each T car is expressed as dt.
  • the electric brake force detection unit 11 inputs the value of the electric brake force of each car or each flatcar from the electric brake device 3 . Furthermore, the electric brake forces are totaled to obtain the magnitude E of the electric brake force of the entire composition of the train (step S 02 ). In addition, the air brake forces F(n) that should be generated by all of the air brake devices are set to 0. Of the air brake forces F(n) of each car, the air brake forces of the T cars are expressed as Ft and the air brake forces of the M cars are expressed as Fm.
  • step S 03 If the electric brake force E is at least as large as the necessary brake force D (step S 03 : No), it is not necessary to cause the air brakes to operate, so the brake force adjustment unit 13 sets each air brake force F(n) to 0 and the brake force command unit 14 sends a command for that value to the air brake control device 2 of each car (step S 20 ).
  • the air brake control device 2 of each car controls that air brake in accordance with the commanded value. In this case, none of the air brake devices generates a brake force.
  • step S 03 When the electric brake force E is less than the necessary brake force D (step S 03 : Yes), the flowchart branches depending on whether the electric brake force E is at least as great as the necessary brake force Dm of the M cars or less than such (step S 04 ).
  • step S 04 When the electric brake force E is at least as great as the necessary brake force Dm of the M cars (step S 04 : Yes), the variable i of the T cars is set to 1 and the variable X is set to the difference (D ⁇ E) found by subtracting the electric brake force E from the necessary brake force D (step S 05 ).
  • step S 06 If X is greater than the necessary brake force dt(i) of the T car specified by the variable i (step S 06 : No), that necessary brake force dt(i) is set (distributed) to that air brake force Ft(i) of that T car (step S 07 ). Furthermore, the value of the variable X is updated to X ⁇ Ft(i) (step S 08 ). The variable X represents what remains after the difference (D ⁇ E) is distributed from the air brake force.
  • the number variable i of the T cars is incremented (step S 09 ) and a determination is made as to whether or not a T car having that number exists (step S 10 ). If there are remaining T cars (step S 10 : Yes), the flowchart returns to a comparison of X and the necessary brake force dt(i) of the ith T car (step S 06 ).
  • step S 06 If X is not greater than the necessary brake force for the T car specified by the variable i (step S 06 : Yes), X is set (distributed) as the air brake force Ft(i) of that T car (step S 11 ). At this point in the time, the remainder of the difference that should be distributed is eliminated, so the air brake forces of the remaining T cars become 0 and the brake force command unit 14 sends a command for the set air brake forces to the air brake control devices 2 of each car (step S 20 ).
  • step S 04 When the electric brake force E is less than the necessary brake force Dm for the M cars (step S 04 : No), the air brake force Ft(k) is set (distributed) to the necessary brake force dt(k) of that T car, for all T cars (step S 12 ). This time, the number variable j of the M cars is set to 1, and the variable X is set to the shortage (Dm ⁇ E) found by subtracting the electric brake force E from the necessary brake force Dm for the M car (step S 13 ).
  • step S 14 If X is greater than the maximum air brake force A(j) generated by the air brake device of the M car of number variable j (step S 14 : No), the air brake force Fm(j) of that M car is set (distributed) to A(j) (step S 15 ). Furthermore, the value of the variable X is updated to X ⁇ A(j) (step S 16 ). The variable X represents the remainder after the air brake force is distributed from the shortage (Dm ⁇ E). The number variable j of the M car is incremented (step S 17 ) and a determination is made as to whether or not an M car with that number exists (step S 18 ). If there is a remaining M car (step S 18 : Yes), the flow returns to the comparison (step S 14 ) of X and the maximum air brake force A(j) of the nth M car.
  • step S 14 If X is no greater than the maximum brake force A(j) of the M car specified by the variable j (step S 14 : Yes), the air brake force Fm(j) of that M car is set (distributed) to X (step S 19 ). At this point in time, the air brake force (remaining shortage) that was to be distributed is no longer needed, so the air brake force of the remaining M cars is 0 and the brake force command unit 14 sends a command for the set air brake force to the air brake control device 2 of each car (step S 20 ).
  • the air brake device of the M car is designed to cover the necessary brake force of a car even when the electric brake force is 0, so in reality the NO branch is not taken at the determination (step S 18 ) of whether or not there is a remaining M car.
  • the brake force command unit 14 sends a command for the set air brake force to the air brake control device 2 of each car (step S 20 ).
  • the air brake control device 2 of each car controls that air brake in accordance with the value commanded.
  • the brake control device 10 of this first embodiment to the extent that the surplus in the electric brake force of the entire composition is greater than the necessary brake force of one T car, the number of air brake devices acting in T cars is few compared to the case of the difference being distributed with weighting to the T cars.
  • the electric brake force of the entire composition is less than the necessary brake force for the M cars (when a shortage occurs)
  • the number of air brake devices acting in M cars is few compared to the case of distributing the shortage with weighting.
  • the air brake force fluctuates in accordance to that fluctuation only in the air brake device of cars to which the air brake force was ultimately distributed. Accordingly, compared to the case of distributing the air brake force with weighting, the frequency with which the electromagnetic valves of the air brake device are caused to operate is reduced. In particular, compared to the case of covering fluctuations in the electric brake force with the air brake devices as a whole for the train, the frequency with which the electromagnetic valves of the air brake devices are caused to operate is greatly reduced.
  • the life of the electromagnetic valves is considered to be the time until the accumulated operation count reaches a specified durability operation count, so with the brake control device 10 according to this embodiment, as a result of the operation frequency of the electromagnetic valves per deceleration or stopping of the train declining, the life of the electromagnetic valves of the air brake control devices 2 can be extended.
  • FIG. 10 is a flowchart showing one example of the action from a different view point of train brake force distribution according to the first embodiment.
  • FIG. 10 differs from FIG. 9 in the action step when the electric brake force E is at least as great as the necessary brake force Dm of the M cars.
  • this flowchart is the same as the flowchart in FIG. 9 (step S 01 -S 04 , step S 12 -S 20 ).
  • FIG. 10 corresponds to the view of distributing the surplus of the electric brake force of FIG. 7 (allocating to necessary brake force) to corresponding cars in reverse order, successively until the surplus is eliminated, in amounts of the necessary brake forces of the T cars.
  • the brake force adjustment unit 13 sets the number of the T car as the number variable I of the T cars and sets the surplus (E ⁇ Dm) found by subtracting the necessary brake force Dm for the M cars from the electric brake force E as the variable Y (step S 25 ).
  • the electric brake force is set in the T cars in the reverse order from FIG. 9 , so the number variable is changed to I and is expressed so as to decrement from the number of the T car.
  • step S 26 If Y is greater than the necessary brake force dt(I) of the T car specified by the variable I (step S 26 : No), all of the necessary brake force dt(I) of that T car is allocated by the surplus of the electric brake force E (step S 27 ). That is to say, the air brake force Ft(I) of that T car is set to 0 (dt(I) is distributed from the electric brake force E). Furthermore, the value of Y is updated to Y ⁇ dt(I) (step S 28 ). The variable Y expresses the remainder allocated to the air brake force from the surplus (E ⁇ Dm).
  • the number variable I of the T cars is decremented (step S 29 ) and a determination is made as to whether there is a T car with that number (step S 30 ). If a T car remains (step S 30 : Yes), the flowchart returns to a comparison of Y and the necessary brake force dt(I) of the Ith T car (step S 26 ).
  • step S 26 If Y is not greater than the necessary brake force of the T car specified by the variable I (step S 26 : Yes), a value (dt(I) ⁇ Y) found by subtracting the remainder Y of the surplus from the necessary brake force for that T car is set (distributed) to the air brake force Ft(I) of that T car (step S 31 ). At this point in time, the surplus to be allocated to air brake force is eliminated, so Y is set to 0 (step S 31 ). The number variable I of the T car is then decremented (step S 29 ) and a determination is made as to whether there is a T car with that number (step S 30 ).
  • step S 30 If a T car remains (step S 30 : Yes), the flowchart returns to a comparison of Y and the necessary brake force dt(I) of the Ith T car (step S 26 ). After the remainder Y of the surplus becomes 0, the necessary brake force dt(I) of that T car is set as the air brake force Ft(I) of the remaining T car (step S 31 ).
  • step S 30 If there is no remaining T car (step S 30 : No), the electric brake force has been set for all T cars, so the brake force command unit 14 sends a command for the set air brake force to the air brake control device 2 of each car (step S 41 ).
  • the air brake control device 2 of each car controls that air brake in accordance with the value commanded.
  • FIG. 11 is a flowchart showing one example of the action of train brake force distribution according to a variation of the first embodiment.
  • the necessary brake force of a T car is not distributed to the air brake device of that T car, but rather the maximum air brake force generated by that air brake device is distributed to the T car.
  • step S 53 in which the electric brake force E and the necessary brake force D are compared are the same as steps S 01 to S 03 in FIG. 9 .
  • the brake force adjustment unit 13 sets the number variable n of the car to 1 and sets the variable X to the difference (D ⁇ E) found by subtracting the electric brake force E from the necessary brake force D (step S 54 ).
  • the order is such that the fewer car numbers are T cars and the number of any M car is greater than the numbers of all T cars.
  • step S 55 If X is greater than the maximum air brake force A(n) generated by the air brake device of the car having number variable n (starting with T cars) (step S 55 : No), A(n) is set (distributed) as the air brake force F(n) of that car (step S 56 ). Furthermore, the value of the variable X is updated to X ⁇ A(n) (step S 57 ). The variable X represents the remainder after the air brake force has been distributed from the difference (D ⁇ E), The number variable n of the car is then incremented (step S 58 ) and a determination is made as to whether or not a car having that number exists (step S 59 ). If there is a remaining car (T car or M car) (step S 59 : Yes), the flowchart returns to the comparison (step S 55 ) of X and the maximum air brake force A(n) of the nth car.
  • step S 55 If X is not greater than the maximum brake force A(n) of the car specified by the variable n (step S 55 : Yes), the air brake force F(n) is set (distributed) to X (step S 60 ). At this point in time, the air brake force that was to be distributed (remaining difference) has been eliminated, so the air brake force of the remaining cars remains 0 and the brake force command unit 14 sends a command of the set air brake force to the air brake control device 2 of each car (step S 61 ). In general, the total of the maximum air brake force of each car is greater than the necessary brake force for the train, so in reality the flowchart does not branch to NO at the determination (step S 59 ) of whether or not there is a remaining car.
  • the distribution need not be by the maximum brake force generated by the air brake device of the M car but may be by the necessary brake force for the M car.
  • the number of air brake devices that act out of the M cars is greater than in the case of FIG. 9 or FIG. 10 , but the brake force with which the air brake devices of the M cars are burdened is reduced.
  • the magnitude of successively distributing the difference to the air brake force of the cars or flatcars may be in amounts within a range at least as great as the necessary brake force of each car or flatcar of the train and not greater than the maximum brake force of the air brake device of that car or flatcar.
  • the magnitude of distributing the difference to the air brake force can be realized even at not greater than the necessary brake force of each car or flatcar, but in the sense of being able to distribute without fail and being able to reduce the number of air brake devices that act, it is rational for this to be at least the necessary brake force of each car or flatcar.
  • the order of cars to which the difference between the necessary brake force and the electric brake force is distributed may be arbitrarily set as long as this is not changed in an action period of at least one deceleration or from running to stopping of the train.
  • the order of T cars when distributing the difference when a surplus of electric brake force is generated can be set so as to distribute in an order starting with the largest necessary brake force.
  • the surplus of the electric brake force can be distributed in an order starting from the T car with the smallest necessary brake force.
  • the number of T cars in which the air brake devices act can be reduced.
  • making a setting so that distribution of the difference occurs last can be conceived.
  • the difference between the necessary brake force and the electric brake force of the train will be distributed first to the T cars and the difference will be distributed to the M cars only after the electric brake force has become less than the necessary brake force of the M cars (and a shortage occurs).
  • the sole objective of reducing the number of air brake devices that act and limiting to one the air brake devices that absorb fluctuations in the electric brake power at one point in time it is necessary to distribute the difference first to the T cars.
  • the brake control device 10 of the first embodiment is effective.
  • the necessary brake force for the train and the necessary brake force of the M cars match, so the state shown in FIG. 7 need not be taken into consideration.
  • the electric brake force is smaller than the necessary brake force, the T car part in FIG. 8 disappears leaving only the M car part.
  • a flowchart of the action in the case of only M cars would have no route for when E ⁇ Dm is true in FIG. 8 or FIG. 10 (Yes to step S 04 in FIG. 9 ; Yes to step S 24 in FIG. 10 ), and there would be no action distributing the air brake force to the T cars (step S 12 in FIG. 9 ; step S 33 in FIG. 10 ).
  • FIG. 12 is a block diagram showing an exemplary composition in which a brake control device according to a second embodiment of the present invention is applied to a train.
  • the control device 1 of the second embodiment changes the order of the cars or flatcars to which the difference between the necessary brake force and the electric brake force is distributed to a predetermined period.
  • predetermined period may be arbitrarily determined as long as a condition is satisfied that the order of cars or flatcars to which the difference between the necessary brake force and the electric brake force is distributed is not changed during the action time from running to stopping or at least one deceleration of the train.
  • an order determination unit 16 is provided.
  • the order determination unit 16 changes the order of cars to which the brake force is distributed during a prescribed period.
  • FIG. 13 is a drawing explaining an example of a changed order for distributing brake force according to the second embodiment. With FIG. 13 , an example is illustrated of a case in which two T cars, car T 1 and car T 2 , are included in the train, and one M car is represented.
  • the difference is distributed first from car T 2 .
  • the car T 2 first has the necessary brake force amount for that car distributed and compensates for (supplements) the electric brake force with a fixed brake cylinder pressure.
  • the car T 1 has the surplus of electric brake force allocated and is controlled by a brake force smaller than the necessary brake force of the car T 1 . Accordingly, the amount of fluctuation in the electric brake force is compensated for by controlling the air brake device of the car T 1 in real time (called an electric-air computation).
  • the order of T cars distributing the brake force is changed and the difference is distributed first from the car T 1 .
  • the electric brake force is covered by a fixed brake cylinder pressure, and fluctuations in the electric brake force are compensated for by accomplishing an electric-air computation on the air brake device of the car T 2 in real time.
  • the arrangement returns to the same as the first cycle and the difference is distributed first from the car T 2 .
  • the arrangement is the same as in the second cycle, and the difference is distributed first from the car T 1 .
  • the order of distributing the brake force is alternately changed thereafter.
  • the order of distributing the difference (shortage) between the necessary brake force for the M car and the electric brake force is changed.
  • Changes in the order of distributing the brake force may as a rule be accomplished at any time so long as this is not during one deceleration. For example, changes in the order with the following timing can be conceived.
  • timing of changing the order is not limited to the above-cited examples. In addition, conditions that combine these may be changed as well.
  • FIG. 14 is a flowchart showing one example of the action of a brake force distribution order change according to the second embodiment.
  • the example in FIG. 14 changes the order of distribution each time the train stops.
  • the order determination unit 16 uses some kind of method to input information about the train's speed from command information from the driver, for example.
  • the unit waits for movement to start from the speed of the train being 0 (in other words, a stopped train) (step S 71 : No). If the train has begun running (step S 71 : Yes), now the unit waits for stopping of the train to be detected (step S 72 : No). If the train stops (step S 72 : Yes), the brake force distribution order is changed per a prescribed rule (step S 73 ).
  • multiple distribution orders may be placed in a table in advance and a method of selecting the distribution order in order from among these can be used.
  • the T car and M car numbers may each be set in a round robin. Or, excluding the lead car the cars may be set randomly, and the lead car may be put last.
  • the frequency with which the air brake device operates or the frequency with which the electromagnetic valves operate may be counted, and the order may be changed so that the operation frequencies becomes equal.
  • the brake control device 10 of the second embodiment because the brake force distribution order at a prescribed period is changed at a predetermined period, the operating frequency of the electromagnetic valves of the air brake devices can be equalized without the operating air brake device being biased. As a result, it is possible to equalize and extend the lives of the electromagnetic valves without the length of the electromagnetic valves' lives being biased.
  • the brake control device 10 of the third embodiment distributes the surplus or shortage that is the difference between the necessary brake force for the M car and the electric brake force to the T cars or M cars with weighting.
  • fluctuations in the air brake force are supplemented by the air brake device of one car or one flat car at one point in time so that the total of the electric brake force and the air brake force of the train becomes the total of the necessary brake force for each car or flatcar of the train.
  • FIG. 15 is a drawing explaining a method for distributing a surplus of electric brake force according to the third embodiment of the present invention.
  • the top part and middle part of FIG. 15 are the same as in FIG. 5 or FIG. 7 .
  • the difference between the necessary brake force D and the electric brake force E is distributed with weighting to the T cars, the same as in FIG. 5 .
  • this may be viewed as the surplus that is the difference between the electric brake force E and the necessary brake force for the M cars being distributed with weighting to the T cars.
  • fluctuations in the electric brake force E of the entire composition of the train are covered by the air brake device of one T car.
  • the air brake devices of the other T cars T 2 and T 3 maintain the constant air brake force distributed.
  • the prescribed range of the amount of change in the electric brake force E that is the standard for the determination to undertake redistribution of the difference is, for example, the smaller of the necessary brake force for the car to which the fluctuations were allocated or the difference between the maximum air brake force of that car and the necessary brake force.
  • FIG. 16 is a drawing explaining a method for distributing a shortage of electric brake force according to the third embodiment.
  • the top part and middle part of FIG. 16 are the same as those of FIG. 6 or FIG. 8 .
  • the air brake devices of the T cars apportion the necessary brake force for the respective cars and distribute with weighting the shortage in the electric brake force (the necessary brake force for the M cars minus the electric brake force E) to the air brake force of multiple M cars M 1 , M 2 and M 3 .
  • the air brake device of one M car For example, when the fluctuation ⁇ E of the electric brake force E is compensated for by the M car M 2 , the air brake devices of the other M cars M 1 and M 3 maintain the constant air brake force distributed.
  • the prescribed range of the amount of change in the electric brake force E that is the standard for the determination to undertake redistribution of the shortage is, for example, the smaller of the air brake force distributed to the car to which the fluctuations were allocated or the difference between the maximum air brake force of that car and the distributed air brake force.
  • FIG. 17 is a block diagram showing an example of the action of train brake force distribution according to the third embodiment.
  • step S 81 for acquiring the necessary brake force d(n) to step S 82 for detecting the electric brake force E are the same as step S 01 to step S 02 in FIG. 9 . Because there is no distribution of brake force in the case when the electric brake force E is at least as great as the necessary brake force D, the comparison of the electric brake force E and the necessary brake force D (step S 03 in FIG. 9 ) is omitted in FIG. 17 to make understanding easier.
  • the flowchart branches depending on whether the electric brake force E is at least as great as or is smaller than the necessary brake force Dm of the M car (step S 83 ).
  • the brake force adjustment unit 13 distributes the surplus that is the difference between the electric brake force E and the necessary brake force Dm of the M car to the various T cars with appropriate weighting (step S 84 ).
  • the brake force command unit 14 sends a command for the value distributed with appropriate weighting to each air brake control device 2 (step S 85 ).
  • the air brake control device 2 of each car controls that air brake in accordance with the value commanded.
  • the electric brake force detection unit 11 detects the change ⁇ E in the electric brake force when the brake force has been distributed with appropriate weighting (step S 86 ).
  • the brake force adjustment unit 13 distributes ⁇ E to specific T cars (step S 88 ). That is to say, ⁇ E is subtracted from the air brake force of those T cars.
  • the brake force command unit 14 sends a command for the altered air brake force to the specified T cars (step S 89 ).
  • the flowchart then returns to detecting electric brake force change (step S 86 ).
  • the absolute value of the change ⁇ E in the electric brake force is at least as great as the prescribed value e (step S 87 : No)
  • the flowchart returns to step S 81 and repeats the steps starting with necessary brake force acquisition for each car.
  • the brake force adjustment unit 13 distributes the shortage that is the difference between the necessary brake force for the M cars and the electric brake force to each M car with appropriate weighting (step S 90 ). In addition, the respective necessary brake forces are distributed (with appropriate weighting) to the T cars.
  • the brake force command unit 14 sends a command for the value distributed with appropriate weighting to each air brake control device 2 (step S 91 ). The air brake control device 2 of each car controls that air brake in accordance with the value commanded.
  • the electric brake force detection unit 11 detects the change ⁇ E in the electric brake force when the brake force has been distributed with appropriate weighting (step S 92 ).
  • the brake force adjustment unit distributes ⁇ E to specified M cars (step S 94 ). That is to say, ⁇ E is subjected from the air brake force of those M cars.
  • the brake force command unit 14 sends a command for the altered air brake force to the specified M cars (step S 95 ).
  • the flowchart then returns to detecting electric brake force change (step S 92 ).
  • the absolute value of the change ⁇ E in the electric brake force is at least as great as the prescribed value e (step S 93 : No)
  • the flowchart returns to step S 81 and repeats the steps starting with necessary brake force acquisition for each car.
  • the difference between the necessary brake force for the train and the electric brake force is distributed with appropriate weighting to the air brake device of each car, but when the electric brake force fluctuates, the air brake force that fluctuates in response to this fluctuation is only that of the air brake device of a specified car to which the change in the electric brake force was distributed.
  • the air brake force that fluctuates in response to this fluctuation is only that of the air brake device of a specified car to which the change in the electric brake force was distributed.
  • the frequency with which the electromagnetic valves of the air brake devices are caused to operate to compensate for the fluctuations of the air brake force declines. As a result, it is possible to extend the life of the electromagnetic valves of the air brake devices.
  • the train is assumed to have two or more units with which the air brake force can be controlled.
  • the units with which the air brake force can be controlled are numerous in a normal car or flatcar.
  • the train is composed of only one motor car and there is one air brake device (units with which the air brake force can be controlled), there is inevitably one air brake device that compensates for fluctuations in the electric brake force.
  • the train is composed of two or more cars including a motor car and there are two or more air brake devices, by applying the composition of the third embodiment, the frequency with which the electromagnetic valves of the air brake device operate is reduced by the fluctuations in the electric brake force being compensated for by one air brake device.
  • FIG. 18 is a block diagram showing an example of the physical composition of a train brake control device according to the embodiments of the present invention.
  • FIG. 18 shows one example of the hardware composition of the control device 1 shown in FIG. 1 or FIG. 12 .
  • the control device 1 has a control unit 41 , a main memory 42 , an external memory 43 , an operation unit 44 , a display unit 45 , an input/output unit 46 and a transceiver 47 .
  • the main memory 42 , external memory 43 , operation unit 44 , display unit 45 , input/output unit 46 and transceiver 47 are each connected to the control unit 41 via an internal bus 40 .
  • the control unit 41 is composed of a CPU (Central Processing Unit) and/or the like, and executes the processes of the control device 1 in accordance with a control program 50 stored in the external memory 43 .
  • a CPU Central Processing Unit
  • the main memory 42 is composed of RAM (Random Access Memory) and/or the like, loads the control program 50 stored in the external memory 43 and is used as a work area for the control unit 41 .
  • the external memory 43 is composed of non-volatile memory such as a flash memory, a hard disk, a DVD-RAM (Digital Versatile Disc Random Access Memory), a DVD-RW (Digital Versatile Disc ReWritable) and/or the like, stores in advance a program for causing the control unit 41 to execute the above-described processes, and in addition supplies data this program stores to the control unit 41 , in accordance with instructions from the control unit 41 , and stores data supplied from the control unit 41 .
  • non-volatile memory such as a flash memory, a hard disk, a DVD-RAM (Digital Versatile Disc Random Access Memory), a DVD-RW (Digital Versatile Disc ReWritable) and/or the like.
  • the operation unit 44 is composed of a keyboard and a pointing device such as a mouse and/or the like, and an interface device that connects the keyboard and pointing device and/or the like to the internal bus 40 .
  • Data such as the composition of the train and the order of T cars and M cars to which the brake force will be distributed is received via the operation unit 44 .
  • conditions for changing the distribution order of the brake force is input and supplied to the control unit 41 .
  • the operation unit 44 is not essential.
  • the display unit 45 is composed of a CRT (Cathode Ray Tube) or an LCD (Liquid Crystal Display) and/or the like, and displays data such as the composition of the train and the order of T cars and M cars to which the brake force will be distributed.
  • the display unit 45 is not essential.
  • the input/output unit 46 is composed of a serial interface or a parallel interface for connecting sensors that detect the electric brake force or the electric brake devices 3 .
  • the magnitude of the electric brake force from the electric braked devices 3 or data detected by sensors for detecting the electric brake force is input into the control unit 41 via the input/output unit 46 .
  • the transceiver 47 is composed of a serial interface or a LAN (Local Area Network) interface for connecting to the brake network of the train.
  • the transceiver 47 receives the necessary brake force for that car or flatcar from the air brake control device 2 and sends the value of the air brake force that is to be generated by that air brake control device 2 .
  • the processes of the electric brake force detection unit 11 , the necessary brake force acquisition unit 12 , the brake force adjustment unit 13 and the brake force command unit 14 of FIG. 1 or FIG. 12 are executed by processes using as resources the control unit 41 , the main memory 42 , the external memory 43 , the operation unit 44 , the display unit 45 , the input/output unit 46 and the transceiver 47 .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Braking Systems And Boosters (AREA)
US13/574,454 2010-01-21 2010-01-21 Brake control device and brake control method Abandoned US20120296501A1 (en)

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PCT/JP2010/050733 WO2011089703A1 (ja) 2010-01-21 2010-01-21 ブレーキ制御装置およびブレーキ制御方法

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US (1) US20120296501A1 (ja)
EP (1) EP2527183B1 (ja)
JP (1) JP4638959B1 (ja)
CN (1) CN102712259B (ja)
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CN112537285A (zh) * 2019-09-23 2021-03-23 中车青岛四方机车车辆股份有限公司 一种地铁车辆无火回送监控装置及其监控方法

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JPWO2011089703A1 (ja) 2013-05-20
CN102712259B (zh) 2015-02-18
CN102712259A (zh) 2012-10-03
EP2527183A1 (en) 2012-11-28
EP2527183A4 (en) 2015-05-06
JP4638959B1 (ja) 2011-02-23
EP2527183B1 (en) 2018-08-15
BR112012016899A2 (pt) 2018-06-05

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