WO2014128820A1 - ブレーキ制御装置およびブレーキ制御方法 - Google Patents
ブレーキ制御装置およびブレーキ制御方法 Download PDFInfo
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- WO2014128820A1 WO2014128820A1 PCT/JP2013/053913 JP2013053913W WO2014128820A1 WO 2014128820 A1 WO2014128820 A1 WO 2014128820A1 JP 2013053913 W JP2013053913 W JP 2013053913W WO 2014128820 A1 WO2014128820 A1 WO 2014128820A1
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- vehicle
- brake force
- brake
- carriage
- main motor
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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
- 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
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- 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
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
- B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
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- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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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
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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
- 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
- B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
- B60T8/1893—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution especially adapted for railway vehicles
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- 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
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- 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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/429—Current
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/529—Current
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- 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
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- 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 a brake control method for a moving body including a main motor that rotates wheels.
- an electric brake that operates as an electric generator to obtain a braking force, and a brake shoe is pressed against a wheel tread with air pressure or hydraulic pressure, or a brake disc is pressed with a pad.
- a mechanical brake that obtains a braking force by friction generated by the above. Electric vehicle control devices that use both electric brakes and mechanical brakes have been put into practical use.
- the required braking force of the vehicle is calculated based on the vehicle load and a brake command given from the driver's cab, and the range determined by, for example, the limit value of the overhead line voltage Actuate the electric brake inside. If the braking force of the electric brake is smaller than the required braking force, it is compensated by mechanical braking. This is called air supplementation.
- the electric vehicle control device disclosed in Patent Document 1 reduces variations in air supplementation due to changes in overhead wire voltage limits, and minimizes variations in the amount of wear on brake shoes.
- the air supplementary supplement amount in a vehicle with a large load Increases compared to the air supplementary amount in a vehicle with a small load, and the amount of wear of the brake shoes differs among vehicles, resulting in variations in the brake shoe replacement period.
- the present invention has been made in view of the above-described circumstances, and an object of the present invention is to reduce variations in the amount of wear of a mechanical brake in an electric vehicle using both an electric brake and a mechanical brake.
- a brake control device of the present invention includes a power converter, a variable load detector, a command acquisition unit, a speed detection unit, a necessary brake force calculation unit, a target brake force calculation unit, a control pattern generation unit, An electric brake force calculation unit and a supplement unit are provided.
- the power converter controls the main motor that rotates the wheels.
- the variable load detector detects a load on the vehicle or a carriage provided in the vehicle.
- the command acquisition unit acquires a brake command including vehicle deceleration.
- the speed detection unit detects the speed of the vehicle.
- the required brake force calculation unit calculates the required brake force for each vehicle or carriage based on the load on the vehicle or carriage and the brake command.
- the target brake force calculation unit calculates a target brake force common to each of the vehicle or carriage driven by the main motor and the vehicle or carriage not driven by the main motor, based on the necessary brake force calculated for each vehicle or carriage.
- the control pattern generation unit generates a common control pattern used for controlling the main motor based on the target brake force and the vehicle speed.
- the electric brake force calculation unit calculates the electric brake force generated by the operation of the main motor controlled according to the control pattern.
- the supplementary unit calculates a brake force command value based on the electric brake force and the target brake force, and sends the brake force command value to the mechanical brake that suppresses the rotation of the wheels.
- FIG. 1 is a block diagram showing a configuration example of a brake control device according to an embodiment of the present invention.
- the brake control device 1 includes a command acquisition unit 2, a variable load detector 3, a required brake force calculation unit 4, a target brake force calculation unit 5, a control pattern generation unit 6, a speed detection unit 7, power converters 8a and 8b, a current Detectors 9a and 9b, an electric brake force calculating unit 10 and a supplementing unit 11 are provided.
- a portion surrounded by a dotted line in FIG. 1, which includes the control pattern generation unit 6, power converters 8 a and 8 b, current detection units 9 a and 9 b, and an electric brake force calculation unit 10, is a propulsion control device.
- the power converters 8a and 8b control the main motors 20a and 20b, and the supplementary unit 11 sends a brake force command value to the mechanical brakes 21a and 21b, so that the brake control device 1 is an electric railway vehicle (hereinafter referred to as an electric vehicle). ) Control the brake.
- the number of main motors controlled by the power converters 8a and 8b is arbitrary, and two or more main motors may be controlled. Further, the number of power converters is not limited to two, and may be any two or more values. In order to facilitate understanding, in the example of FIG. 1, the power converter 8a is configured to control the main motor 20a, and the power converter 8b is configured to control the main motor 20b.
- the command acquisition unit 2 acquires a brake command and sends it to the required brake force calculation unit 4.
- the command acquisition unit 2 receives, for example, an input of a brake operation performed by an operator at the cab, and sends a brake command including a vehicle deceleration corresponding to the brake operation to the necessary brake force calculation unit 4.
- the variable load detector 3 detects the load on the vehicle constituting the electric vehicle or the bogie equipped with the vehicle, and sends it to the necessary brake force calculation unit 4.
- the variable load detector 3 detects the load on the vehicle or the carriage based on the variable load signal emitted from the air spring that supports the carriage of the vehicle.
- the response load signal indicates a pressure change according to the sprung load, and the load includes the weight of the passenger and the cargo in addition to the weight of the vehicle itself.
- Necessary brake force calculation unit 4 is a force necessary to cause vehicle deceleration included in the brake command to the vehicle mass for each vehicle or vehicle based on the load on the vehicle or vehicle and the brake command.
- the brake force is calculated and sent to the target brake force calculation unit 5.
- the target brake force calculation unit 5 is common to each of the vehicle or carriage driven by the main motor and the vehicle or carriage not driven by the main motor based on the necessary brake force calculated for each vehicle or carriage.
- the target brake force is calculated, and the target brake force of the vehicle or carriage driven by the main motor is sent to the control pattern generator 6.
- the speed detector 7 detects the speed of the vehicle and sends it to the control pattern generator 6.
- the speed detector 7 detects the vehicle speed based on an angular speed detected by an angular speed sensor attached to an axle that connects the left and right wheels, for example.
- the speed detection unit 7 may detect the vehicle speed using an angular speed detected based on a pulse output from a pulse generator attached to the axle, or may be an ATC (Automatic Train Control). Speed information transmitted from the in-vehicle device may be used.
- the control pattern generation unit 6 generates a common control pattern used for control of each of the power converters 8a and 8b based on the target brake force and the vehicle speed, and sends it to the power converters 8a and 8b.
- the control pattern is, for example, a torque command for the power converters 8a and 8b.
- the power converter 8a is based on the common control pattern, and the output torque of the main motor 20a matches the torque command included in the common control pattern. Thus, the main motor 20a is controlled.
- the power converter 8b controls the main motor 20b so that the output torque of 20b matches the torque command included in the common control pattern.
- the main motors 20a and 20b are controlled by the control pattern output by the control pattern generator 6, and rotate the wheel during power running and operate as a generator during braking to apply electric braking force to the wheel to rotate the wheel. Suppress.
- the electric brake system may be either a power generation brake or a regenerative brake.
- the electric brake force calculation unit 10 calculates the electric brake force generated by the operation of the main motors 20a and 20b controlled by the power converters 8a and 8b, respectively. For example, the electric brake force calculation unit 10 calculates the electric brake force generated by the operation of the main motors 20a and 20b based on the currents output from the power converters 8a and 8b detected by the current detection units 9a and 9b, respectively. Send to part 11.
- the supplement unit 11 calculates a brake force command value for the mechanical brakes 21a and 21b that suppresses the rotation of the wheel based on the electric brake force and the target brake force, and sends the brake force command value to the mechanical brakes 21a and 21b.
- the mechanical brakes 21a and 21b suppress the rotation of the wheel by pressing the brake shoe against the wheel tread with air pressure or hydraulic pressure or pressing the brake disc with a pad according to the brake force command value.
- FIG. 2 is a diagram illustrating a knitting example of a vehicle including the brake control device according to the embodiment.
- Car 2 and Car 3 are M cars (motor cars) driven by the main motor
- Car 1 and Car 4 are T cars (trailer cars) not driven by the main motor.
- the load of the first car is W2
- the load of the second car is W2
- the load of the third car is W3
- the load of the fourth car is W4
- the deceleration included in the brake command value is a
- the required brake force of each vehicle is
- the first car is a ⁇ W1
- the second car is a ⁇ W2
- the third car is a ⁇ W3
- the fourth car is a ⁇ W4.
- the load is the product of mass and gravitational acceleration.
- the necessary brake force can be defined by the product of the deceleration and the load as described above.
- the target brake force calculation unit 5 distributes the total required brake force to the M car and the T car based on a predetermined ratio.
- the total braking force borne by the M car is D1
- the total braking force borne by the T car is D2.
- D1 + D2 a.W1 + a.W2 + a.W3 + a.W4.
- the distribution ratio of D1 and D2 is a design matter.
- D1 can be set to be larger than D2 so that the electric braking force can be utilized to the maximum according to the vehicle speed.
- FIG. 3 is a block diagram illustrating an arrangement example of the brake control device according to the embodiment. The operation of each part of the brake control device 1 arranged in the M car in FIG. 2 will be described. The range indicated by the alternate long and short dash line represents each vehicle, and each part of the brake control device 1, the main motors 20a and 20b, and the mechanical brakes 21a and 21b are arranged in the second and third electric cars, respectively.
- the command acquisition unit 2 acquires a brake command including deceleration and sends it to the required brake force calculation units 4a and 4b.
- the variable load detector 3a calculates the load of the second car and sends it to the necessary brake force calculation unit 4a.
- the necessary brake force calculation unit 4 a calculates the necessary brake force of the second car based on the load of the second car and the brake command and sends it to the target brake force calculation unit 5.
- the variable load detector 3b detects the load of the third car and sends it to the necessary brake force calculation unit 4b.
- the required brake force calculation unit 4 b calculates the required brake force of the third car based on the load of the third car and the brake command and sends it to the target brake force calculation unit 5.
- the required brake force calculation unit 4a calculates the required brake force of the second car as a ⁇ W2, and the required brake force calculation unit 4b sets the required brake force of the third car as a ⁇ W3. calculate.
- the target brake force calculation unit 5 calculates the target brake force based on the required brake force of each vehicle, and sends it to the control pattern generation unit 6 and the supplement units 11a and 11b. As in the example of FIG. 2, the target brake force calculation unit 5 sets D1 as the brake force borne by the M car out of the total required brake force of each vehicle, and sets the target brake force common to the second and third cars. Calculate as D1 / 2.
- the speed detector 7 detects the vehicle speed using the angular velocity detected based on the pulse output from the pulse generator attached to the axle of the second car, for example, and sends it to the control pattern generator 6.
- the control pattern generation unit 6 generates a common control pattern used for controlling the main motor based on the target braking force and the vehicle speed of the second car and the third car, and sends them to the power converters 8a and 8b.
- the common control pattern is a torque command value for controlling the electric brake force generated by the operations of the main motors 20a and 20b controlled by the common control pattern to be equal to or less than the target brake force.
- the upper limit value of the electric braking force generated by the operation of each main motor changes depending on the speed of the vehicle.
- the power converter 8a controls the main motor 20a of the second car based on a common control pattern.
- the power converter 8b controls the main motor 20b of the third car based on a common control pattern.
- the main motor 20a rotates the wheels of the second car during power running and suppresses the rotation of the wheels of the second car during braking.
- the main motor 20b rotates the wheels of the third car during power running and suppresses the rotation of the wheels of the third car during braking.
- the electric brake force calculation unit 10a calculates the electric brake force generated by the operation of the main motor 20a of the second car controlled by the power converter 8a based on the current output from the power converter 8a detected by the current detection unit 9a. Calculate and send to the supplement part 11a.
- the electric brake force calculation unit 10b calculates the electric brake force generated by the operation of the main motor 20b of the third car controlled by the power converter 8b based on the current output from the power converter 8b detected by the current detection unit 9b. It calculates and sends to the supplement part 11b. For example, when the power converter 8a controls a plurality of electric motors, the electric brake force calculation unit 10a calculates the sum of the electric brake forces generated by the operations of the plurality of electric motors controlled by the power converter 8a.
- the supplementary unit 11a When the electric brake force is less than the target brake force based on the electric brake force calculated based on the current output from the power converter 8a and the target brake force of the second car, the supplementary unit 11a performs the electric brake force and the target brake force. Is calculated as a braking force command value.
- the supplement part 11a sends a brake force command value to the mechanical brake 21a.
- the mechanical brake 21a suppresses the rotation of the wheels of the second car according to the brake force command value.
- the supplementary unit 11b Is calculated as a braking force command value.
- the supplement part 11b sends a brake force command value to the mechanical brake 21b.
- the mechanical brake 21b suppresses the rotation of the wheels of the third car according to the brake force command value.
- the supplementary unit 11a when the power converter 8a controls a plurality of electric motors, the supplementary unit 11a includes a target brake force of a vehicle or a carriage including wheels whose rotation is suppressed by the plurality of electric motors and a plurality of power converters 8a controlled by the power converter 8a. Based on the total electric brake force generated by the operation of the motor, the air supplement is calculated. If the electric brake force is equal to or greater than the target brake force, the supplementary units 11a and 11b do not calculate the brake force command value.
- FIG. 4 and 5 are diagrams showing the electric brake force and the air supplementary amount.
- the horizontal axis is the vehicle speed, and the vertical axis is the braking force.
- FIG. 4 is a diagram showing the electric brake force and the air supplementary supplement amount in the second car
- FIG. 5 is a diagram showing the electric brake force and the air supplementary quantity in the third car.
- a graph represented by a solid line represents the upper limit of the electric brake force that can be output from the main motors 20a and 20b.
- the upper limit of the electric brake force changes according to the vehicle speed, and the upper limit of the electric brake force decreases as the vehicle speed increases.
- the hatched portion is an electric brake force generated by the operation of the main motors 20a and 20b.
- the required braking force for Car 2 is BL1
- the required braking force for Car 3 is BL2.
- the loads of the second car and the third car are different, as shown in FIGS. 4 and 5, there is a difference between the required brake force BL1 of the second car and the required brake force BL2 of the third car.
- the electric brake force generated by the operation of the main motor 20a of the second car is BT1
- the electric brake force generated by the operation of the main motor 20b of the third car is BT2.
- the electric brake force when the vehicle speed is V1 is less than the required brake force in both the second car and the third car.
- BL1-BT1 is supplemented by an air brake
- BL2-BT2 is supplemented by an air brake
- the target brake force BLavg is used.
- the target brake force BLavg is D1 / 2 in the example of FIG.
- the air-conditioning supplement amount in the second car is BLavg-BT1.
- the air-conditioning supplementary amount in the third car is BLavg-BT2. That is, when the vehicle speed is V1, the braking force command value AB1 output by the supplementing unit 11a is BLavg-BT1, and the braking force command value AB2 output by the supplementing unit 11b is BLavg-BT2.
- the electric brake forces BT1 and BT2 generated by the operations of the main motors 20a and 20b controlled by a common control pattern are almost the same. Since the brake force applied by the mechanical brake 21a in the second car and the brake force applied by the mechanical brake 21b in the third car are substantially the same, it can be considered that the degree of wear of the mechanical brakes 21a and 21b is the same. Even when there is a difference in the load between the second car and the third car, the difference between the common target brake force and the electric brake force calculated from the necessary brake force of each vehicle is compensated by the mechanical brakes 21a and 21b, so that the degree of wear can be reduced. This makes it possible to improve the maintainability of the vehicle.
- control pattern generation units 6 When the control pattern is different for each power converter, it is necessary to provide the same number of control pattern generation units 6 for the power converters 8a and 8b. However, in this embodiment, a common control pattern is used. Therefore, only one control pattern generation unit 6 is required. Compared to the case where information about the load for each vehicle or carriage is sent from each vehicle or each carriage to the propulsion control device via the respective signal line, in the present embodiment, the target brake force calculation unit 5 Send the target braking force to the propulsion controller. Therefore, the structure of the propulsion control device can be simplified, and the manufacturing cost can be reduced.
- FIG. 6 is a block diagram illustrating different arrangement examples of the brake control device according to the embodiment.
- a part of the brake control device 1 is incorporated as a function of a train control system indicated by a two-dot chain line in FIG.
- the train control system can be installed at any location of the electric vehicle.
- the function incorporated in the train control system is not limited to the example of FIG.
- the necessary brake force calculation units 4a and 4b transmit and receive the necessary brake force calculated by each other, and each of the necessary brake force calculation units 4a and 4b calculates the target brake force and performs control. You may comprise so that it may send to the pattern production
- the power converters 8a and 8b can control an arbitrary number of main motors.
- the power converter 8a controls, for example, two main motors arranged on different carts.
- the target brake force calculation unit 5 calculates a target brake force common to the carriage driven by the main motor.
- the electric brake force calculation unit 10 calculates the electric brake force of each of the two main motors based on the current supplied to each of the two main motors or the torque of each main motor.
- the air supplementary amount may be calculated based on the electric brake force of each of the main motors and the target brake force common to each carriage.
- the brake control is performed by the electric brake force and the brake force of the mechanical brake applied as necessary as described above.
- the electric brake force that is insufficient due to the failure of the main motor or power converter is further supplemented by the mechanical brake of the cart.
- the degree of wear of the mechanical brakes of each truck is matched in normal times, and in the event of an abnormality such as a failure of a main motor or power converter, It is possible to prevent the main motor from being affected by an abnormality.
- FIG. 7 is a flowchart showing an example of a brake control operation performed by the brake control device according to the embodiment.
- the brake control operation performed by the brake control device 1 shown in FIG. 1 will be described.
- the command acquisition unit 2 receives an input of a brake command including deceleration (step S110). If no brake command is input (step S120; N), the process returns to step S110.
- the variable load detector 3 detects the load on the vehicle constituting the electric vehicle or the carriage provided in the vehicle (step S130).
- the required brake force calculation unit 4 calculates the required brake force for each vehicle or carriage based on the load on the vehicle or carriage and the brake command (step S140).
- the target brake force calculation unit 5 calculates a common target brake force for each of the vehicle or carriage driven by the main motor and the vehicle or carriage not driven by the main motor, based on the necessary brake force calculated for each vehicle or carriage. (Step S150).
- the speed detection unit 7 detects the speed of the vehicle. When the vehicle is stopped (step S160; Y), the process is terminated.
- control pattern generation unit 6 When the vehicle is not stopped (step S160; N), the control pattern generation unit 6 generates a common control pattern based on the target braking force and the vehicle speed of the vehicle or carriage driven by the main motor, The power converters 8a and 8b control the main motors 20a and 20b, respectively, so that the output torques of the main motors 20a and 20b coincide with a torque command that is a common control pattern (step S170).
- the electric brake force calculation unit 10 calculates the electric brake force generated by the operation of the main motors 20a and 20b controlled by the power converters 8a and 8b, respectively (step S180).
- the supplementary unit 11 does not need air supplement (step S190; N), returns to step S160, and repeats the above processing.
- the supplementing unit 11 needs air supplementing (step S190; Y), and therefore, the supplemental amount 11 is a difference between the electric braking force and the target braking force.
- the brake force command value is calculated (step S200).
- step S210 the supplement unit 11 outputs a control signal to the mechanical brakes 21a and 21b based on the brake force command value for the mechanical brakes 21a and 21b that suppress the rotation of the wheels.
- step S210 the process returns to step S160 and the above-described process is repeated.
- the brake control device 1 As described above, according to the brake control device 1 according to the present embodiment, it is possible to reduce the variation in the amount of wear of the mechanical brake in the electric vehicle using both the electric brake and the mechanical brake.
- the target brake force is the average value of the required brake force of each vehicle, and the main motors are driven by a common control pattern.
- the electric brake force of each vehicle becomes equal, and it becomes possible to reduce the variation in the amount of wear of the mechanical brake of each vehicle.
- variations in the amount of mechanical brake wear between the M cars and the amount of mechanical brake wear between the T cars are independent of the distribution ratio of the braking force between the M car and the T car. Variations can be reduced.
- the ratio of the braking force to the M and T cars is distributed so that the remainder after subtracting the electric braking force that can be generated by the M cars from the total required braking force is evenly distributed to the mechanical brakes of each vehicle.
- the present invention can be suitably employed in a brake control device for an electric vehicle that uses both an electric brake and a mechanical brake.
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Abstract
Description
Claims (6)
- 車輪を回転させる主電動機を制御する電力変換器と、
車両または前記車両が備える台車に対する荷重を検出する応荷重検出器と、
前記車両の減速度を含むブレーキ指令を取得する指令取得部と、
前記車両の速度を検出する速度検出部と、
前記車両または前記台車に対する荷重および前記ブレーキ指令に基づき、前記車両または前記台車ごとに必要ブレーキ力を算出する必要ブレーキ力算出部と、
前記車両または前記台車ごとに算出した前記必要ブレーキ力に基づき、前記主電動機によって駆動される前記車両または前記台車、および前記主電動機によって駆動されない前記車両または前記台車のそれぞれに共通の目標ブレーキ力を算出する目標ブレーキ力算出部と、
前記目標ブレーキ力、および前記車両の速度に基づき、前記主電動機の制御に用いる、共通の制御パターンを生成する制御パターン生成部と、
前記制御パターンに応じて制御される前記主電動機の動作によって生じた電気ブレーキ力を算出する電気ブレーキ力算出部と、
前記電気ブレーキ力および前記目標ブレーキ力に基づきブレーキ力指令値を算出し、車輪の回転を抑制する機械ブレーキに前記ブレーキ力指令値を送る補足部と、
を備えるブレーキ制御装置。 - 前記補足部は、前記主電動機によって駆動される前記車両または前記台車については、前記電力変換器ごとの前記電気ブレーキ力および該電力変換器が制御する前記主電動機によって駆動される前記車両または前記台車の前記目標ブレーキ力に基づき、該電気ブレーキ力が該目標ブレーキ力を下回る場合には、該電気ブレーキ力と該目標ブレーキ力との差分を前記ブレーキ力指令値として、該車両または該台車が備える車輪の回転の抑制を行う前記機械ブレーキに送り、前記主電動機によって駆動されない前記車両または前記台車については、該車両または該台車の前記目標ブレーキ力を前記ブレーキ力指令値として、該車両または該台車が備える車輪の回転の抑制を行う機械ブレーキに送る請求項1に記載のブレーキ制御装置。
- 前記補足部は、前記主電動機によって駆動される前記車両または前記台車については、前記主電動機ごとの前記電気ブレーキ力および該主電動機によって駆動される前記車両または前記台車の前記目標ブレーキ力に基づき、該電気ブレーキ力が該目標ブレーキ力を下回る場合には、該電気ブレーキ力と該目標ブレーキ力との差分を前記ブレーキ力指令値として、該車両または該台車が備える車輪の回転の抑制を行う前記機械ブレーキに送り、前記主電動機によって駆動されない前記車両または前記台車については、該車両または該台車の前記目標ブレーキ力を前記ブレーキ力指令値として、該車両または該台車が備える車輪の回転の抑制を行う機械ブレーキに送る請求項1に記載のブレーキ制御装置。
- 車輪を回転させる主電動機を制御する電力変換器を備えるブレーキ制御装置が行うブレーキ制御方法であって、
車両または前記車両が備える台車に対する荷重を検出する応荷重検出ステップと、
前記車両の減速度を含むブレーキ指令を取得する指令取得ステップと、
前記車両の速度を検出する速度検出ステップと、
前記車両または前記台車に対する荷重および前記ブレーキ指令に基づき、前記車両または前記台車ごとに必要ブレーキ力を算出する必要ブレーキ力算出ステップと、
前記車両または前記台車ごとに算出した前記必要ブレーキ力に基づき、前記主電動機によって駆動される前記車両または前記台車、および前記主電動機によって駆動されない前記車両または前記台車のそれぞれに共通の目標ブレーキ力を算出する目標ブレーキ力算出ステップと、
前記目標ブレーキ力、および前記車両の速度に基づき、前記主電動機の制御に用いる、共通の制御パターンを生成する制御パターン生成ステップと、
前記制御パターンに応じて制御される前記主電動機の動作によって生じた電気ブレーキ力を算出する電気ブレーキ力算出ステップと、
前記電気ブレーキ力および前記目標ブレーキ力に基づきブレーキ力指令値を算出し、車輪の回転を抑制する機械ブレーキに前記ブレーキ力指令値を送る補足ステップと、
を備えるブレーキ制御方法。 - 前記補足ステップにおいて、前記主電動機によって駆動される前記車両または前記台車については、前記電力変換器ごとの前記電気ブレーキ力および該電力変換器が制御する前記主電動機によって駆動される前記車両または前記台車の前記目標ブレーキ力に基づき、該電気ブレーキ力が該目標ブレーキ力を下回る場合には、該電気ブレーキ力と該目標ブレーキ力との差分を前記ブレーキ力指令値として、該車両または該台車が備える車輪の回転の抑制を行う前記機械ブレーキに送り、前記主電動機によって駆動されない前記車両または前記台車については、該車両または該台車の前記目標ブレーキ力を前記ブレーキ力指令値として、該車両または該台車が備える車輪の回転の抑制を行う機械ブレーキに送る請求項4に記載のブレーキ制御方法。
- 前記補足ステップにおいて、前記主電動機によって駆動される前記車両または前記台車については、前記主電動機ごとの前記電気ブレーキ力および該主電動機によって駆動される前記車両または前記台車の前記目標ブレーキ力に基づき、該電気ブレーキ力が該目標ブレーキ力を下回る場合には、該電気ブレーキ力と該目標ブレーキ力との差分を前記ブレーキ力指令値として、該車両または該台車が備える車輪の回転の抑制を行う前記機械ブレーキに送り、前記主電動機によって駆動されない前記車両または前記台車については、該車両または該台車の前記目標ブレーキ力を前記ブレーキ力指令値として、該車両または該台車が備える車輪の回転の抑制を行う機械ブレーキに送る請求項4に記載のブレーキ制御方法。
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US14/766,009 US9592810B2 (en) | 2013-02-19 | 2013-02-19 | Brake control device, and brake control method |
EP13875662.2A EP2960122B1 (en) | 2013-02-19 | 2013-02-19 | Brake control device |
PCT/JP2013/053913 WO2014128820A1 (ja) | 2013-02-19 | 2013-02-19 | ブレーキ制御装置およびブレーキ制御方法 |
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JPH08331703A (ja) | 1995-05-31 | 1996-12-13 | Toyo Electric Mfg Co Ltd | 電気車制御方法および装置 |
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JP2017056876A (ja) * | 2015-09-18 | 2017-03-23 | 三菱電機株式会社 | ブレーキ制御システム |
JPWO2017134734A1 (ja) * | 2016-02-02 | 2018-07-05 | 三菱電機株式会社 | 電気車のブレーキ制御装置 |
US11091180B2 (en) | 2016-02-02 | 2021-08-17 | Mitsubishi Electric Corporation | Brake control device for electric vehicle |
JP2018182812A (ja) * | 2017-04-05 | 2018-11-15 | 富士電機株式会社 | 車両制御装置及び車両 |
CN109664869A (zh) * | 2017-10-16 | 2019-04-23 | 株洲中车时代电气股份有限公司 | 一种车辆混合制动控制方法、装置、控制器及系统 |
CN114845910A (zh) * | 2019-12-25 | 2022-08-02 | 纳博特斯克有限公司 | 带电动制动机构的车辆、车轮单元以及车轮单元的控制用程序 |
Also Published As
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EP2960122A1 (en) | 2015-12-30 |
EP2960122A4 (en) | 2016-11-30 |
US9592810B2 (en) | 2017-03-14 |
EP2960122B1 (en) | 2018-02-14 |
US20160001756A1 (en) | 2016-01-07 |
JPWO2014128820A1 (ja) | 2017-02-02 |
JP5881888B2 (ja) | 2016-03-09 |
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