WO2009154048A1 - 列車滑走制御装置および列車滑走制御方法 - Google Patents
列車滑走制御装置および列車滑走制御方法 Download PDFInfo
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- WO2009154048A1 WO2009154048A1 PCT/JP2009/058700 JP2009058700W WO2009154048A1 WO 2009154048 A1 WO2009154048 A1 WO 2009154048A1 JP 2009058700 W JP2009058700 W JP 2009058700W WO 2009154048 A1 WO2009154048 A1 WO 2009154048A1
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- pressure
- sliding
- train
- brake cylinder
- deceleration
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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
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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
- 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
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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
- 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
Definitions
- the present invention relates to a train planing control device and a train planing control method for detecting a planing of a wheel during braking and controlling a braking force.
- 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”).
- 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.
- the present invention has been made in view of the above, and an object of the present invention is to obtain a train sliding control device and a train sliding control method capable of improving further accuracy of the sliding control.
- 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 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.
- 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.
- 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 (total of four) of each vehicle, and can capture the 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).
- 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).
- 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.
- 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.
- the skid control unit 100 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.
- 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.
- 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 brake cylinder pressure 9D.
- 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.
- the train planing control apparatus 200 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.
- the pressure sensor 11 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.
- the compressed air 3a can be supplied.
- 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.
- 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.
- 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”.
- the train sliding control device 200 can return the BC pressure 9D to the brake cylinder pressure calculation unit 6, the train sliding control device 200 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 brake cylinder pressure determination flow.
- 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.
- 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).
- 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).
- the brake cylinder pressure calculation unit 6 ends the sliding control.
- step S3 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).
- step S7 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.
- 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.
- Embodiment 2 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 showing 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.
- 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.
- 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”.
- the value of the BC pressure reduction rate is an example, and is not limited thereto.
- the BC pressure reduction rate can be arbitrarily set, for example, by setting the BC pressure reduction rate step more finely.
- the BC pressure reduction rate table 30 can be set for each of the control members 14.
- 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.
- the 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 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.
- 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.
- 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.
- 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.
- the conventional train sliding control device has a high probability of occurrence of hunting.
- 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 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.
- 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.
- 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).
- 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).
- 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.
- the brake cylinder pressure calculating unit 6 repeats the process after Step S5 until the target BC pressure 9D approaches the target BC pressure 9D, and continues the sliding control.
- 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.
- the train sliding control device according to the present invention is useful for a train sliding control device that performs sliding control of each wheel by adjusting the brake cylinder pressure.
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Abstract
Description
1D 速度信号
2 速度入力部
3 速度差検出部
3D 速度差
4 減速度演算部
4D 減速度
5 滑走量判断部
5D 滑走量
6 ブレーキシリンダ圧力算出部
7 出力部
8 常用ブレーキ制御用・滑走制御用電磁弁部
8D 圧力制御信号
9 中継弁
9D ブレーキシリンダの圧力を示す信号
10 ブレーキシリンダ
11,16 圧力センサ
11D,16D 帰還指令
12 ブレーキ指令部
12D ブレーキ指令
13 応荷重部
13D 応荷重信号
14 制輪子
15 車輪
17 減速度センサ
17D 減速度センサ出力
20 BC圧力低減率パターン
30 BC圧力低減率表
100 滑走制御部
200 列車滑走制御装置
F ブレーキ力
図1は、実施の形態1にかかる列車滑走制御装置の構成の一例を示す図である。図1に示す列車滑走制御装置200は、主たる構成部として、速度センサ1、滑走制御部100、出力部7、常用ブレーキ制御用・滑走制御用電磁弁部(以下「電磁弁部」という)8、中継弁9、ブレーキシリンダ10、圧力センサ11、ブレーキ指令部12、応荷重部13、制輪子14、および車輪15を有して構成されている。
実施の形態2にかかる列車滑走制御装置200は、車輪15の滑走回数に応じて、当該車輪15に対するBC圧力低減率を演算することができるように構成されている。なお、列車滑走制御装置200の構成およびブレーキシリンダの圧力9Dの決定フローは、実施の形態1における図1および図4に示されるものと同様であり、説明を省略する。
実施の形態3にかかる列車滑走制御装置は、減速度センサに基づいて算出した減速度で最大減速度を補正し、圧力制御信号に基づいて生成された帰還指令をブレーキシリンダ圧力算出部にフィードバックし、滑走制御の精度を一層向上することができるように構成されている。以下、第1および2の実施の形態と同様の部分については、同じ符号を付して詳細な説明は省略する。
Claims (9)
- 供給された圧縮空気をブレーキシリンダに供給する供給弁と供給された前記圧縮空気を調圧する排気弁を有する電磁弁部と、
前記電磁弁部から供給された前記圧縮空気に応じて前記ブレーキシリンダの圧力を出力する中継弁と、
を備えた列車滑走制御装置において、
各車輪の速度信号と、
所定の減速度を得るためのブレーキ指令と、
前記中継弁から出力される前記ブレーキシリンダの圧力と、
に基づいて前記ブレーキシリンダの圧力を制御するための圧力制御信号を生成する滑走制御部を備えたことを特徴とする列車滑走制御装置。 - 前記滑走制御部は、
前記速度信号に基づいて各車輪の速度差を検出する速度差検出部と、
前記速度信号に基づいて列車の減速度を演算する減速度演算部と、
前記速度差と前記減速度とに基づいて各車輪の滑走量を判断する滑走量判断部と、
前記滑走量に基づいて前記圧力制御信号を算出するブレーキシリンダ圧力算出部と、
を有することを特徴とする請求項1に記載の列車滑走制御装置。 - 列車の減速度を検出する減速度センサをさらに備え、
前記滑走制御部は、
前記速度信号に基づいて各車輪の速度差を検出する速度差検出部と、
前記速度信号と前記減速度センサの出力とに基づいて列車の減速度を演算する減速度演算部と、
前記速度差と前記減速度とに基づいて各車輪の滑走量を判断する滑走量判断部と、
前記滑走量に基づいて前記圧力制御信号を算出するブレーキシリンダ圧力算出部と、
を有することを特徴とする請求項1に記載の列車滑走制御装置。 - 前記ブレーキシリンダ圧力算出部は、
前記滑走量と、前記ブレーキ指令と、前記圧縮空気の圧力と、前記ブレーキシリンダの圧力の圧力を示す信号とに基づいて前記圧力制御信号を算出することを特徴とする請求項2または3に記載の列車滑走制御装置。 - 前記滑走制御部は、
滑走が発生した場合、前記中継弁から出力される前記ブレーキシリンダの圧力を示す信号に基づいて前記ブレーキシリンダの圧力の値を再粘着する値として前記圧力制御信号を算出することを特徴とする請求項1に記載の列車滑走制御装置。 - 列車の進行方向に対して前方側の台車に搭載される応荷重部であって車両重量に対応する第一の応荷重信号を出力する第一の応荷重部と、
列車の進行方向に対して後方側の台車に搭載される応荷重部であって車両重量に対応する第二の応荷重信号を出力する第二の応荷重部と、
を備え、
前記滑走制御部は、
後方側の台車で滑走が発生した場合、前記第二の応荷重信号と前記滑走量とで求められる滑走制御値を前記第一の応荷重信号に対応する前記圧力制御信号に加算することを特徴とする請求項1に記載の列車滑走制御装置。 - 供給された圧縮空気をブレーキシリンダに供給する供給弁と供給された前記圧縮空気を調圧する排気弁とを有する電磁弁部と、
前記電磁弁部から供給された前記圧縮空気に応じて前記ブレーキシリンダの圧力を出力する中継弁と、
を備えた列車滑走制御装置に適用可能な列車滑走制御方法であって、
各車輪の速度信号に基づいて各車輪の速度差と列車の減速度とを検出する検出ステップと、
前記速度差と前記減速度とに基づいて各車輪の滑走量を算出する第1の算出ステップと、
前記滑走量と、所定の減速度を得るためのブレーキ指令と、前記ブレーキシリンダの圧力を示す信号とに基づいて、圧力制御信号を算出する第2の算出ステップと、
を含むことを特徴とする列車滑走制御方法。 - 供給された圧縮空気をブレーキシリンダに供給する供給弁と供給された前記圧縮空気を調圧する排気弁とを有する電磁弁部と、
前記電磁弁部から供給された前記圧縮空気に応じて前記ブレーキシリンダの圧力を出力する中継弁と、
列車の減速度を検出する減速度センサと、
を備えた列車滑走制御装置に適用可能な列車滑走制御方法であって、
各車輪の速度信号と前記減速度センサの出力とに基づいて各車輪の速度差と列車の減速度とを検出する検出ステップと、
前記速度差と前記減速度とに基づいて各車輪の滑走量を算出する第1の算出ステップと、
前記滑走量と、所定の減速度を得るためのブレーキ指令と、前記電磁弁部から出力され前記圧縮空気の圧力を示す信号と、前記ブレーキシリンダの圧力を示す信号とに基づいて、圧力制御信号を算出する第2の算出ステップと、
を含むことを特徴とする列車滑走制御方法。 - 前記第2の算出ステップでは、前記ブレーキシリンダの圧力を示す信号を用いて前記ブレーキシリンダの圧力の値を再粘着する値として前記圧力制御信号を算出することを特徴とする請求項7または8に記載の列車滑走制御方法。
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