WO2021084576A1 - Brake control device and brake control method - Google Patents

Brake control device and brake control method Download PDF

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Publication number
WO2021084576A1
WO2021084576A1 PCT/JP2019/042140 JP2019042140W WO2021084576A1 WO 2021084576 A1 WO2021084576 A1 WO 2021084576A1 JP 2019042140 W JP2019042140 W JP 2019042140W WO 2021084576 A1 WO2021084576 A1 WO 2021084576A1
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WO
WIPO (PCT)
Prior art keywords
brake
pressure
brake control
control unit
equal
Prior art date
Application number
PCT/JP2019/042140
Other languages
French (fr)
Japanese (ja)
Inventor
悦司 松山
親人 石飛
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2019/042140 priority Critical patent/WO2021084576A1/en
Priority to DE112019007843.7T priority patent/DE112019007843T5/en
Priority to JP2021553898A priority patent/JP7012912B2/en
Publication of WO2021084576A1 publication Critical patent/WO2021084576A1/en

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Classifications

    • 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
    • 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
    • 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
    • B60T8/32—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 a speed condition, e.g. acceleration or deceleration
    • B60T8/321—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 a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3235—Systems specially adapted for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes

Definitions

  • the present invention relates to a brake control device and a brake control method mounted on a railway vehicle.
  • railroad vehicles are controlled to generate a plurality of braking forces by a plurality of means to decelerate.
  • a railway vehicle decelerates by a braking force that is a combination of an electronically controlled braking force of a drive device and an air controlled braking force such as an air controlled brake.
  • Railroad vehicles are required to decelerate without delay when a brake command is issued.
  • Patent Document 1 when an air-controlled brake device mounted on a railroad vehicle receives a zero thrust command, an initial charge pressure, which is an air pressure that does not generate an actual torque, is applied to the brake pad, and the brake pad is applied to the wheel tread.
  • the technique of slightly contacting the wheel is disclosed.
  • the brake pad can be pressed against the wheel tread without delay to generate a braking force.
  • the present invention has been made in view of the above, and an object of the present invention is to obtain a brake control device capable of suppressing mirroring of wheels of a railway vehicle without impairing the responsiveness to a brake command.
  • the present invention is a brake control device that generates a braking force by pressing a brake shoe against a wheel in a railroad vehicle.
  • the brake control device applies a first pressure to the brake shoe that does not give braking force to the wheels at least while acquiring the brake command and the acquisition unit that acquires the brake command, and the speed of the railroad vehicle is equal to or higher than the first speed.
  • brake control that presses the brake shoes against the wheels so that the cumulative period of the period during which the brake shoes are pressed against the wheels with a pressure greater than the first pressure and greater than the second pressure is greater than or equal to the specified period. It is characterized by including a control unit for performing the above.
  • the brake control device has an effect that the mirroring of the wheels of a railroad vehicle can be suppressed without impairing the responsiveness to the brake command.
  • the figure which shows the example of the case where the processing circuit provided in the brake control system which concerns on Embodiment 1 is configured by a processor and a memory.
  • the figure which shows the example in the case where the processing circuit provided in the brake control system which concerns on Embodiment 1 is configured by exclusive hardware.
  • FIG. 1 is a diagram showing a configuration example of the brake control system 30 according to the first embodiment of the present invention.
  • the brake control system 30 is a system mounted on the railroad vehicle 100 and controls the brake 20 of the railroad vehicle 100.
  • the brake control system 30 relays the brake command unit 1, the load-bearing device 2, the speed sensor 3, the brake control unit 4, the regenerative brake control unit 5, the electropneumatic conversion valve 6, the source air tank 7, and the relay.
  • a valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, a brake shoe 12, and a wheel 13 are provided.
  • the brake 20 is composed of an electropneumatic conversion valve 6, a source air tank 7, a relay valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, and a brake shoe 12.
  • the railway vehicle 100 actually includes a plurality of speed sensors 3, a brake control unit 4, wheels 13, and a brake 20. Further, when a train is formed by a plurality of railroad cars 100, some configurations such as the brake command unit 1 may be mounted only on a specific railroad car such as a leading car and a trailing car of the train.
  • the brake command unit 1 is installed in a driver's cab (not shown) of the railway vehicle 100, and generates a brake command 1A indicating the control content of the regenerative brake (not shown) controlled via the brake 20 and the regenerative brake control unit 5. Output.
  • the control content of the brake 20 is, for example, a control for operating the brake 20, a control for releasing the brake 20, and the like.
  • the control content of the regenerative brake is, for example, a control for operating the regenerative brake, a control for releasing the regenerative brake, and the like.
  • the control for operating the brake 20 and the regenerative brake is a control for decelerating the railway vehicle 100, that is, a control for applying the brake.
  • the control for releasing the brake 20 and the regenerative brake is a control for increasing the speed of the railway vehicle 100, that is, a control for releasing the brake.
  • the brake command 1A may not specify the brake 20 or the regenerative brake.
  • the brake command unit 1 may receive an operation from a driver or the like and generate a brake command 1A according to the received operation content.
  • the load-bearing device 2 uses an air spring pressure sensor or the like (not shown) to generate and output a load-bearing signal 2A indicating the pressure applied to the railway vehicle 100 by a passenger or the like.
  • the speed sensor 3 is a sensor that generates and outputs a speed signal 3A indicating the speed of the railroad vehicle 100 based on the rotation speed of the wheels 13. Although omitted in FIG. 1, the speed sensor 3 is installed on the bogies in front of and behind the railroad vehicle 100, and the railroad car 100 can detect the speed from each wheel 13.
  • the brake control unit 4 is a brake control device that presses a brake shoe 12 against a wheel 13 and generates a braking force by the brake 20 in a railroad vehicle 100. Further, the brake control unit 4 generates a braking force by a regenerative brake (not shown) via the regenerative brake control unit 5.
  • the brake control unit 4 includes an acquisition unit 41, a control unit 42, and a storage unit 43.
  • the acquisition unit 41 acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load response device 2, and acquires the speed signal 3A from the speed sensor 3. Further, the acquisition unit 41 acquires the regenerative feedback signal 5A from the regenerative brake control unit 5, and issues an AC (Air Control) pressure feedback command 9A, which is the command pressure of the air signal 6A of the electropneumatic conversion valve 6, from the pressure sensor 9.
  • the feedback command 11A of BC (Brake Cylinder) pressure which is the brake cylinder pressure 8A of the relay valve 8, is acquired from the pressure sensor 11.
  • the acquisition unit 41 outputs each acquired command and each signal to the control unit 42.
  • the control unit 42 calculates a required or desired braking force for the railway vehicle 100 based on the brake command 1A, the load-bearing signal 2A, and the speed signal 3A, and a regeneration pattern indicating the desired braking force for the railway vehicle 100. Output signal 4A.
  • the control unit 42 generates and outputs a pressure control signal 4B having the value obtained by subtracting the value of the regenerative feedback signal 5A from the desired braking force on the railroad vehicle 100 as the air control supplement amount. Further, the control unit 42 suppresses the mirroring of the tread of the wheel 13, and controls to eliminate the mirroring of the tread of the wheel 13 when the tread of the wheel 13 is mirrored.
  • the storage unit 43 is used when the control unit 42 suppresses the mirroring of the tread of the wheel 13 and controls to eliminate the mirroring of the tread of the wheel 13 when the tread of the wheel 13 is mirrored. , The period in which each pressure is applied to the brake shoes 12, the speed of the railroad vehicle 100, and other parameters are stored.
  • the regenerative brake control unit 5 calculates the actual regenerative braking force according to the actual torque based on the regenerative pattern signal 4A acquired from the brake control unit 4, and controls the regenerative braking by a drive device (not shown) or the like.
  • the regenerative brake control unit 5 generates a regenerative feedback signal 5A indicating an actual regenerative braking force, which is an actual regenerative braking force, and outputs the regenerative feedback signal 5A to the brake control unit 4.
  • the individual brake 20 and the regenerative brake, or the brake 20 and the regenerative brake may be collectively referred to as a brake.
  • the electropneumatic conversion valve 6 converts the control signal of the pressure control signal 4B, which is an electric signal output from the control unit 42 of the brake control unit 4, into an air signal 6A indicating the control content by the air pressure.
  • the original air tank 7 is an air tank that outputs compressed air 7A, which is stored compressed air.
  • the relay valve 8 outputs compressed air 7A corresponding to the command pressure which is the air pressure of the air signal 6A output from the electropneumatic conversion valve 6, so that the air has a brake cylinder pressure 8A corresponding to the command pressure of the air signal 6A. Is output to the brake cylinder 10.
  • the brake cylinder pressure 8A is an air signal 6A amplified by compressed air 7A. It is assumed that the brake cylinder pressure 8A and the command pressure of the air signal 6A are in a proportional relationship.
  • the pressure sensor 9 is a sensor that detects the command pressure, which is the air pressure of the air signal 6A.
  • the command pressure is a physical quantity indicating a force that presses the brake shoe 12 against the wheel 13.
  • the pressure sensor 9 returns the command pressure of the detected air signal 6A to the brake control unit 4 as a feedback command 9A.
  • the brake cylinder 10 presses the brake shoe 12 against the wheel 13 by the brake cylinder pressure 8A.
  • the pressure sensor 11 is a sensor that detects the brake cylinder pressure 8A, which is the air pressure of the brake cylinder 10.
  • the brake cylinder pressure 8A is a physical quantity indicating a force that presses the brake shoe 12 against the wheel 13.
  • the pressure sensor 11 returns the detected brake cylinder pressure 8A to the brake control unit 4 as a feedback command 11A.
  • the brake shoe 12 has a friction coefficient.
  • the brake shoe 12 is pressed against the wheel 13 by the brake cylinder 10 to generate a braking force, that is, a braking force.
  • the braking force of the brake 20 in the brake control system 30 can be calculated by the product of the friction coefficient of the brake shoe 12 and the brake cylinder pressure 8A.
  • the wheel 13 generates a braking force, that is, a braking force by pressing the brake shoe 12 by the brake cylinder 10.
  • the brake control system 30 presses the brake shoes 12 against the wheels 13 while the speed of the railroad vehicle 100 is traveling at the specified first speed or higher while the brake command 1A is generated.
  • the operation of the brake 20 and the regenerative brake control unit 5 is controlled so that the cumulative period of the period is equal to or longer than the specified period.
  • the brake control system 30 secures a period during which the brake shoe 12 is pressed against the wheel 13 for a specified period or longer even when the tread surface of the wheel 13 is mirrored by applying the initial loading pressure to the brake shoe 12 during regenerative braking. By doing so, the tread surface of the wheel 13 can be roughened by the brake shoe 12 to eliminate the mirroring.
  • the above-mentioned first speed is set to such a speed that the mirroring of the tread surface of the wheel 13 can be eliminated when the tread surface of the wheel 13 is pressed by the brake shoe 12.
  • FIG. 2 is a diagram showing an operating state of each brake when the brake control unit 4 does not perform the specific brake control of the present embodiment in the brake control system 30 according to the first embodiment.
  • the control unit 42 actually controls as described above, but the brake control unit 4 will be mainly described. The same shall apply to the subsequent embodiments.
  • FIG. 2A shows a brake command 1A output from the brake command unit 1 to the brake control unit 4.
  • the brake command 1A is H (high)
  • the control for operating at least one of the brake 20 and the regenerative brake control unit 5 is shown
  • the brake command 1A is L (low)
  • the brake is applied. 20 and the control which does not act on the regenerative brake control unit 5 are shown.
  • FIG. 2B shows a regenerative pattern signal 4A output from the brake control unit 4 to the regenerative brake control unit 5.
  • FIG. 2C shows a regenerative feedback signal 5A output from the regenerative brake control unit 5 to the brake control unit 4.
  • FIG. 2D shows the speed of the railway vehicle 100 indicated by the speed signal 3A output from the speed sensor 3 to the brake control unit 4.
  • the speed of the railroad vehicle 100 gradually decreases and then reaches a constant speed. This is a state in which the railroad vehicle 100 is stopped, that is, the speed of the railroad vehicle 100 becomes zero. It shall represent the state.
  • FIG. 2E shows the BC pressure, which is the brake cylinder pressure 8A of the relay valve 8 indicated by the feedback command 11A output from the pressure sensor 11 to the brake control unit 4.
  • the brake control unit 4 decelerates the running railway vehicle 100 by the regenerative brake controlled by the regenerative brake control unit 5.
  • the brake control unit 4 acquires the brake command 1A from the brake command unit 1, outputs the regenerative pattern signal 4A to the regenerative brake control unit 5, and regenerates the feedback signal from the regenerative brake control unit 5. It takes time to acquire 5A. That is, it takes time for the brake control unit 4 to obtain a desired braking force by the regenerative brake after acquiring the brake command 1A. Therefore, the brake control unit 4 decelerates the railway vehicle 100 by the braking force of the responsive brake 20 until a desired braking force is obtained by the regenerative braking.
  • the brake control unit 4 weakens the braking force by the brake 20, that is, lowers the BC pressure which is the brake cylinder pressure 8A.
  • the brake control unit 4 applies an initial loading pressure to the brake shoe 12, which is a pressure such that the brake shoe 12 touches the wheel 13, so that the brake 20 can be applied immediately. That is, the brake control unit 4 sets the BC pressure, which is the brake cylinder pressure 8A, as the initial filling pressure.
  • the initial filling pressure may be referred to as the first pressure.
  • the brake control unit 4 applies the initial loading pressure to the brake shoe 12 while obtaining the braking force by the regenerative brake. Since the brake shoe 12 slightly touches the tread surface of the wheel 13, the tread surface of the wheel 13 may be polished by the brake shoe 12 and mirrored.
  • FIG. 3 is a diagram showing an operating state of each brake when the brake control unit 4 performs the specific brake control of the present embodiment in the brake control system 30 according to the first embodiment.
  • each item of FIGS. 3 (a) to 3 (e) is the same as each item of FIGS. 2 (a) to 2 (e) of FIG. 2 described above.
  • the brake control unit 4 has a regeneration pattern when the speed of the railroad vehicle 100 is equal to or higher than the first speed and the period in which the brake shoes 12 are initially loaded is the first period.
  • the regenerative feedback signal 5A from the regenerative brake control unit 5 is reduced, and the braking force due to the regenerative brake is reduced.
  • the brake control unit 4 increases the BC pressure, which is the brake cylinder pressure 8A, in order to increase the braking force by the brake 20 by the amount that the braking force by the regenerative brake is reduced so that the desired braking force can be obtained in the railway vehicle 100. ..
  • the brake control unit 4 returns the BC pressure to the initial filling pressure when the period after the BC pressure, which is the brake cylinder pressure 8A, becomes a pressure equal to or higher than the second pressure becomes the second period.
  • the second pressure is a pressure large enough to decelerate the railway vehicle 100.
  • the second pressure is the initial filling pressure, that is, a pressure larger than the first pressure.
  • the brake control unit 4 repeatedly controls to change the BC pressure as described above while the speed of the railway vehicle 100 is equal to or higher than the first speed.
  • the brake control unit 4 has a braking force that is a combination of a first braking force, which is a braking force obtained by pressing the brake shoes 12 against the wheels 13, and a second braking force, which is a braking force obtained by a regenerative brake (not shown).
  • the first braking force and the second braking force are controlled so that That is, the brake control unit 4 controls the brake 20 so that the combined braking force of the first braking force and the second braking force becomes a desired braking force, and the brake control unit 4 controls the brake 20 via the regenerative brake control unit 5. Control the regenerative brake.
  • the brake control unit 4 can suppress the mirroring of the tread surface of the wheel 13 by reducing the time during which the initial loading pressure is applied to the brake shoe 12. Further, the brake control unit 4 makes the period during which the brake shoe 12 is pressed against the wheel 13 by a pressure equal to or higher than the second pressure longer than the specified period as compared with the brake control shown in FIG. Therefore, the mirrored surface of the wheel 13 can be roughened to eliminate the mirrored surface.
  • FIG. 4 is a flowchart showing the operation of the brake control unit 4 according to the first embodiment.
  • the brake control unit 4 determines whether or not the brake command 1A has been acquired from the brake command unit 1 (step S101). When the brake command unit 4 has not acquired the brake command 1A from the brake command unit 1 (step S101: No), the brake control unit 4 waits until the brake command 1A is acquired from the brake command unit 1. When the brake command 1A is acquired from the brake command unit 1 (step S101: Yes), the brake control unit 4 controls so that the brake force is obtained by the brake 20. Specifically, the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S102).
  • the brake control unit 4 controls the regenerative brake control unit 5 to determine whether or not a desired braking force can be obtained by the regenerative brake (step S103).
  • the desired braking force is a required braking force for the railway vehicle 100 calculated by the brake control unit 4.
  • the brake control unit 4 waits until the desired braking force is obtained by the regenerative brake.
  • the brake control unit 4 applies the first pressure, which is the initial filling pressure, to the brake shoe 12, that is, the BC pressure is the initial filling pressure. (Step S104).
  • the brake control unit 4 determines whether or not the speed of the railway vehicle 100 is equal to or higher than the first speed (step S105). When the speed of the railroad vehicle 100 is equal to or higher than the first speed (step S105: Yes), the brake control unit 4 determines whether or not the first period has elapsed since the BC pressure was set to the initial filling pressure (step S106). ). If the first period has not elapsed since the BC pressure was set to the initial loading pressure (step S106: No), the brake control unit 4 waits until the first period elapses after the BC pressure is set to the initial filling pressure.
  • the brake control unit 4 lowers the regenerative pattern signal 4A, that is, lowers the regenerative braking force due to the regenerative brake (step S107). ).
  • the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S108).
  • the brake control unit 4 determines whether or not a second period has elapsed since the BC pressure was set to a pressure equal to or higher than the second pressure (step S109). When the second period has not elapsed since the BC pressure was set to the pressure equal to or higher than the second pressure (step S109: No), the brake control unit 4 sets the BC pressure to the pressure equal to or higher than the second pressure and then sets the BC pressure to the second pressure or higher. Wait until the period of When the second period elapses after the BC pressure is set to the pressure equal to or higher than the second pressure (step S109: Yes), the brake control unit 4 releases the decrease in the regenerative pattern signal 4A, that is, the regenerative braking force due to the regenerative brake. The drop is released (step S110).
  • the brake control unit 4 controls the brake shoe 12 so that the first pressure, which is the initial loading pressure, is applied, that is, the BC pressure becomes the initial filling pressure (step S111).
  • the brake control unit 4 returns to step S105 and repeats the above-described operation when the speed of the railway vehicle 100 is equal to or higher than the first speed (step S105: Yes).
  • step S105 When the speed of the railroad vehicle 100 is less than the first speed (step S105: No), the brake control unit 4 determines whether or not the speed of the railroad vehicle 100 is equal to or higher than the second speed slower than the first speed. (Step S112).
  • the second speed is a speed for determining that the brake control unit 4 shifts to the operation of stopping the railway vehicle 100.
  • step S112: Yes the brake control unit 4 waits until the speed of the railroad vehicle 100 becomes less than the second speed.
  • step S112: No the brake control unit 4 reduces the regenerative braking force by the regenerative brake (step S113).
  • the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S114).
  • step S105: Yes the brake control unit 4 eliminates the mirroring of the treads of the wheels 13 by the operations of steps S106 to S111.
  • the brake control unit 4 controls the brake shoes 12 to be pressed against the wheels 13 at a pressure equal to or higher than the second pressure a plurality of times. Brake control is performed so that the cumulative period of the plurality of periods in which the brake shoes 12 are pressed against the wheels 13 with a pressure higher than the pressure is equal to or longer than the specified period. Specifically, when the period in which the first pressure, which is the initial loading pressure, is applied to the brake shoe 12 becomes the first period, the brake control unit 4 applies the pressure applied to the brake shoe 12 to the first pressure. The brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure.
  • the brake control unit 4 applies the pressure to the brake shoe 12 from the pressure equal to or higher than the second pressure.
  • Change to the first pressure which is the initial filling pressure.
  • the brake control unit 4 repeats the above control while the speed of the railway vehicle 100 is equal to or higher than the first speed.
  • the brake control unit 4 acquires the speed signal 3A from the speed sensor 3, acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load receiving device 2, and obtains each of the acquired signals.
  • the desired braking force is calculated based on the signal, and the brake is controlled. Therefore, when the brake control unit 4 performs the brake control as shown in FIG. 3, the BC pressure becomes a pressure equal to or higher than the second pressure when the speed of the railroad vehicle 100 is equal to or higher than the first speed. It is possible to control the length of each period, i.e. the first period and the second period, so that the cumulative period of the periods is greater than or equal to the specified period.
  • the brake control unit 4 may change the order of steps S105 and S106. Further, the brake control unit 4 may change the order of step S107 and step S108. That is, the brake control unit 4 may reduce the braking force of the regenerative brake and then increase the braking force of the brake 20, or may increase the braking force of the brake 20 and then decrease the braking force of the regenerative brake.
  • the brake control unit 4 determines whether or not the first period has elapsed since the BC pressure was set to the initial filling pressure in step S106, the BC pressure is not exactly the initial filling pressure, but the BC pressure is BC. If the pressure is within the specified range including the initial charge pressure, BC pressure may be regarded as the initial charge pressure. Further, comparing FIGS. 2 and 3, the brake control unit 4 performs the brake control according to the present embodiment, that is, the operation of setting the BC pressure to the initial filling pressure and then setting the BC pressure to a pressure equal to or higher than the second pressure twice. However, the brake control may be performed a specified number of times or more after the BC pressure is set to the initial filling pressure and then to a pressure equal to or higher than the second pressure. In this case, in the brake control unit 4, the storage unit 43 stores the number of times specified as a parameter.
  • the brake control unit 4 may change the first period and the second period according to, for example, the speed of the railroad vehicle 100, instead of a fixed value.
  • the storage unit 43 stores the first pressure, the second pressure, the first period, the second period, the first speed, the second speed, and the like as parameters.
  • a calculation formula capable of calculating the first period and the second period according to the speed of the railroad vehicle 100 is stored.
  • the control unit 42 calculates the first period and the second period by using the calculation formula stored in the storage unit 43.
  • the brake control unit 4 may always perform the brake control shown in FIGS. 3 and 4 during the operation of the railway vehicle 100, or may perform the brake control under specified conditions.
  • the brake control unit 4 may perform the brake control shown in FIGS. 3 and 4 to deteriorate the riding comfort of passengers. Therefore, the brake control unit 4 may perform brake control only once after the power of the railroad vehicle 100 is turned on, as a condition defined in consideration of the ride comfort of the passengers, or the railroad vehicle 100 is operated. Brake control may be performed when the vehicle is not forwarded.
  • the railway vehicle 100 is omitted in FIG. 1, one vehicle generally includes a plurality of bogies. Further, a train formed by a plurality of railroad vehicles 100 will be provided with more bogies. Therefore, the brake control unit 4 may perform the brake control shown in FIGS. 3 and 4 for each bogie included in the railway vehicle 100.
  • the brake control unit 4 is realized by a processing circuit.
  • the processing circuit may be a processor and memory for executing a program stored in the memory, or may be dedicated hardware.
  • FIG. 5 is a diagram showing an example in which the processing circuit included in the brake control system 30 according to the first embodiment is configured by a processor and a memory.
  • the processing circuit is composed of the processor 91 and the memory 92, each function of the processing circuit of the brake control system 30 is realized by software, firmware, or a combination of software and firmware.
  • the software or firmware is written as a program and stored in the memory 92.
  • each function is realized by the processor 91 reading and executing the program stored in the memory 92. That is, the processing circuit includes a memory 92 for storing a program in which the processing of the brake control system 30 is eventually executed. It can also be said that these programs cause the computer to execute the procedures and methods of the brake control system 30.
  • the processor 91 may be a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, a microcomputer, a DSP (Digital Signal Processor), or the like.
  • the memory 92 includes, for example, non-volatile or volatile such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), and EPROM (registered trademark) (Electrically EPROM).
  • RAM Random Access Memory
  • ROM Read Only Memory
  • flash memory EPROM (Erasable Programmable ROM), and EPROM (registered trademark) (Electrically EPROM).
  • Semiconductor memory magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), etc. are applicable.
  • FIG. 6 is a diagram showing an example in which the processing circuit included in the brake control system 30 according to the first embodiment is configured by dedicated hardware.
  • the processing circuit is composed of dedicated hardware
  • the processing circuit 93 shown in FIG. 6 includes, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), and the like. FPGA (Field Programmable Gate Array) or a combination of these is applicable.
  • Each function of the brake control system 30 may be realized by the processing circuit 93 for each function, or each function may be collectively realized by the processing circuit 93.
  • the functions of the brake control system 30 may be realized by dedicated hardware, and some may be realized by software or firmware.
  • the processing circuit can realize each of the above-mentioned functions by the dedicated hardware, software, firmware, or a combination thereof.
  • the brake control unit 4 applies a first pressure that does not give braking force to at least the wheels 13 while acquiring the brake command 1A. Apply to the brake shoe 12.
  • the brake control unit 4 is accumulating a period during which the brake shoes 12 are pressed against the wheels 13 with a pressure equal to or higher than the second pressure higher than the first pressure. It was decided to perform brake control for pressing the brake shoes 12 against the wheels 13 so that the above period would be longer than the specified period.
  • the brake control unit 4 can suppress the mirroring of the treads of the wheels 13 of the railway vehicle 100, and can eliminate the mirroring even when the treads of the wheels 13 of the railway vehicle 100 are mirrored.
  • the brake control unit 4 can suppress the mirroring of the tread surface of the wheel 13 of the railway vehicle 100 without impairing the responsiveness to the brake command 1A.
  • Embodiment 2 when the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 applies a pressure equal to or higher than the second pressure to the brake shoes 12 and presses them against the wheels 13 a plurality of times. , The cumulative period of the second period in which the brake shoe 12 is pressed against the wheel 13 by applying a pressure equal to or higher than the second pressure is set to be equal to or longer than the specified period. In the second embodiment, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 applies a pressure equal to or higher than the second pressure to the brake shoes 12 and presses the brake shoes 12 against the wheels 13 once. The length of one second period in which the brake shoe 12 is pressed against the wheel 13 by applying a pressure equal to or higher than the second pressure is set to be equal to or longer than the specified period.
  • the configuration of the railroad vehicle 100 and the brake control system 30 is the same as the configuration of the railroad vehicle 100 and the brake control system 30 in the first embodiment shown in FIG.
  • FIG. 7 is a diagram showing an operating state of each brake when the brake control unit 4 performs the specific brake control of the present embodiment in the brake control system 30 according to the second embodiment.
  • each item of FIGS. 7 (a) to 7 (e) is the same as each item of FIGS. 3 (a) to 3 (e) of FIG. 3 described above.
  • the brake control unit 4 when the brake control unit 4 first controls the brake 20 after acquiring the brake command 1A, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, it is defined as a second period.
  • the brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure for a length equal to or longer than the second pressure.
  • the subsequent operations are the same as the operations shown in the operating state of FIG.
  • the brake control unit 4 decelerates the railroad vehicle 100 by the braking force of the responsive brake 20 until the braking force of the regenerative brake is obtained. At this time, the brake control unit 4 decelerates the railway vehicle 100 for a period specified as the second period or longer.
  • the brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure.
  • FIG. 8 is a flowchart showing the operation of the brake control unit 4 according to the second embodiment.
  • the brake control unit 4 determines whether or not the brake command 1A has been acquired from the brake command unit 1 (step S201). When the brake command unit 4 has not acquired the brake command 1A from the brake command unit 1 (step S201: No), the brake control unit 4 waits until the brake command 1A is acquired from the brake command unit 1. When the brake command 1A is acquired from the brake command unit 1 (step S201: Yes), the brake control unit 4 controls so that the brake force is obtained by the brake 20. Specifically, the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S202).
  • the brake control unit 4 determines whether or not the speed of the railway vehicle 100 is equal to or higher than the first speed (step S203). When the speed of the railroad vehicle 100 is less than the first speed (step S203: No), the brake control unit 4 ends the operation. When the speed of the railroad vehicle 100 is equal to or higher than the first speed (step S203: Yes), the brake control unit 4 determines whether or not a second period has elapsed since the BC pressure was changed to the pressure equal to or higher than the second pressure. (Step S204).
  • step S204: No When the second period has not elapsed since the BC pressure was set to the pressure equal to or higher than the second pressure (step S204: No), the brake control unit 4 sets the BC pressure to the pressure equal to or higher than the second pressure and then sets the BC pressure to the second pressure or higher. Wait until the period of When the second period elapses after the BC pressure is set to the pressure equal to or higher than the second pressure (step S204: Yes), the brake control unit 4 controls the regenerative brake control unit 5 to obtain a desired braking force by the regenerative brake. Is determined (step S205).
  • step S205: No When the desired braking force is not obtained by the regenerative brake (step S205: No), the brake control unit 4 waits until the desired braking force is obtained by the regenerative brake.
  • step S205: Yes the brake control unit 4 applies the first pressure, which is the initial filling pressure, to the brake shoe 12, that is, the BC pressure is the initial filling pressure.
  • step S207 The brake control unit 4 determines whether or not the speed of the railway vehicle 100 is equal to or higher than the second speed, which is slower than the first speed (step S207). When the speed of the railroad vehicle 100 is equal to or higher than the second speed (step S207: Yes), the brake control unit 4 waits until the speed of the railroad vehicle 100 becomes less than the second speed.
  • step S207 When the speed of the railroad vehicle 100 is less than the second speed (step S207: No), the brake control unit 4 reduces the regenerative braking force by the regenerative brake (step S208).
  • the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S209).
  • the brake control unit 4 presses the brake shoe 12 against the wheel 13 once for a period specified by the pressure equal to or higher than the second pressure when the speed of the railroad vehicle 100 is equal to or higher than the first speed. Take control.
  • the brake control unit 4 acquires the speed signal 3A from the speed sensor 3, acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load receiving device 2, and obtains each of the acquired signals.
  • the desired braking force is calculated based on the signal, and the brake is controlled. Therefore, when the brake control unit 4 performs the control as shown in FIG. 7, it is a period during which the BC pressure becomes the pressure equal to or higher than the second pressure when the speed of the railway vehicle 100 is equal to or higher than the first speed. It is possible to control the period of 2 to be greater than or equal to the specified period.
  • the brake control unit 4 may always perform the brake control shown in FIGS. 7 and 8 during the operation of the railway vehicle 100, or the power of the railway vehicle 100 may be turned on as in the first embodiment. It may be performed only once later, or it may be performed when the railway vehicle 100 is not in operation. Further, the brake control unit 4 may perform the brake control shown in FIGS. 7 and 8 for each bogie included in the railway vehicle 100.
  • the brake control unit 4 performs a second pressure or higher when the speed of the railroad vehicle 100 is equal to or higher than the first speed as brake control. It was decided to press the brake shoe 12 once against the wheel 13 for a period specified by the pressure of. Even in this case, the brake control unit 4 can obtain the same effect as that of the first embodiment.
  • the brake control unit 4 can select the brake control of the first embodiment or the brake control of the second embodiment according to the effect obtained. Therefore, the brake control unit 4 performs the brake control of the first embodiment when it is important to increase the number of times the brake shoe 12 is pressed against the wheel 13, and the period per time when the brake shoe 12 is pressed against the wheel 13. When it is important to lengthen the brakes, the brake control of the second embodiment may be performed.
  • the brake control unit 4 may always perform the brake control shown in FIGS. 3 and 4 or 7 and 8 during the operation of the railway vehicle 100, or the power source of the railway vehicle 100. It may be performed only the first time after the introduction, or it may be performed during the forwarding when the railway vehicle 100 is not in operation. In the third embodiment, the brake control unit 4 performs brake control when it detects that the tread surface of the wheel 13 is mirrored.
  • FIG. 9 is a diagram showing a configuration example of the brake control system 30a according to the third embodiment.
  • the brake control system 30a is a system mounted on the railway vehicle 100a and controls the brake 20 of the railway vehicle 100a.
  • the brake control system 30a relays the brake command unit 1, the load-bearing device 2, the speed sensor 3, the brake control unit 4a, the regenerative brake control unit 5, the electropneumatic conversion valve 6, the source air tank 7, and the relay.
  • a valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, a brake shoe 12, a wheel 13, and an image sensor 14 are provided.
  • the image sensor 14 is a sensor that detects the state of the tread surface of the wheel 13.
  • the image sensor 14 outputs the state of the tread surface of the wheel 13 to the brake control unit 4a as a detection result.
  • a sensor other than the image sensor 14 for example, a vibration sensor can be used.
  • the brake control unit 4a includes an acquisition unit 41a, a control unit 42a, and a storage unit 43.
  • the acquisition unit 41a acquires the same signal as the acquisition unit 41 of the first and second embodiments, and further acquires the state of the tread surface of the wheel 13 from the image sensor 14.
  • the control unit 42a has the same function as the control unit 42 of the first and second embodiments, and further, the tread surface of the wheel 13 is mirrored based on the state of the tread surface of the wheel 13 acquired by the acquisition unit 41a. It has a function to determine whether or not the wheel is used.
  • the control unit 42a determines that the tread surface of the wheel 13 is mirrored, the control unit 42a performs the brake control described in the first embodiment or the second embodiment.
  • the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment based on the state of the tread surface of the wheel 13 acquired from the image sensor 14.
  • FIG. 10 is a flowchart showing a determination process of whether or not to execute the brake control by the brake control unit 4a according to the third embodiment.
  • the brake control unit 4a acquires the state of the tread surface of the wheel 13 from the image sensor 14 as a detection result (step S301).
  • the brake control unit 4a determines whether or not the tread surface of the wheel 13 is mirrored based on the state of the tread surface of the wheel 13 acquired from the image sensor 14 (step S302).
  • the brake control unit 4a determines that the tread surface of the wheel 13 is mirrored (step S302: Yes)
  • the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment (step S303).
  • step S302: No When the brake control unit 4a determines that the tread surface of the wheel 13 is not mirrored (step S302: No), the brake control unit 4a ends the operation. In the case of step S302: No, the brake control unit 4a performs normal brake control as shown in FIG.
  • the BC pressure is set to a pressure equal to or higher than the second pressure when the railway vehicle 100a is stopped, but the BC pressure. May be set to a pressure equal to or higher than the second pressure earlier than in the first and second embodiments.
  • the brake control unit 4a determines that the tread surface of the wheel 13 is mirrored, the brake control unit 4a sets the BC pressure to a pressure equal to or higher than the second pressure earlier than in the first and second embodiments. The railroad vehicle 100a can be reliably stopped.
  • the brake control unit 4a is an image sensor 14 which is a sensor for detecting the state of the tread, which is a portion of the wheel 13 on which the brake shoe 12 is pressed. Therefore, when the detection result that the tread surface of the wheel 13 is mirrored is acquired, the brake control described in the first embodiment or the second embodiment is performed. As a result, the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment only when the tread surface of the wheel 13 is mirrored, so that the processing load is increased as compared with the first and second embodiments. Can be reduced.
  • the configuration shown in the above-described embodiment shows an example of the content of the present invention, can be combined with another known technique, and is one of the configurations without departing from the gist of the present invention. It is also possible to omit or change the part.

Abstract

A brake control device is a brake control unit (4) that generates braking force by pressing a brake shoe (12) against a wheel (13) in a railroad car (100), the device comprising: an obtainment unit (41) that obtains a brake command (1A); and a control unit (42) that, while the brake command (1A) is being obtained, performs brake control of applying a first pressure, which at least does not apply a braking force to the wheel (13), to the brake shoe (12), and when a speed of the railroad car (100) is greater than or equal to a first speed, pressing the brake shoe (12) against the wheel (13) so that a cumulative period in which the brake shoe (12) is pressed against the wheel (13) at a pressure greater than or equal to a second pressure, which is greater than the first pressure, is greater than or equal to a specified period.

Description

ブレーキ制御装置およびブレーキ制御方法Brake control device and brake control method
　本発明は、鉄道車両に搭載されるブレーキ制御装置およびブレーキ制御方法に関する。 The present invention relates to a brake control device and a brake control method mounted on a railway vehicle.
　従来、鉄道車両は、複数の手段によって複数のブレーキ力を発生させ、減速する制御を行っている。具体的には、鉄道車両は、駆動装置による電制ブレーキ力と、空制ブレーキなどの空制ブレーキ力とを合わせたブレーキ力によって減速する。鉄道車両は、ブレーキ指令が発生した際に遅延なく減速することが求められている。特許文献１には、鉄道車両に搭載される空制ブレーキ装置が、零推力指令を受けたとき、実トルクが生じない程度の空気圧である初込め圧をブレーキパッドに与え、ブレーキパッドを車輪踏面に僅かに接触させる技術が開示されている。特許文献１に記載の空制ブレーキ装置は、ブレーキパッドを車輪踏面に僅かに接触させておくことで、遅延なくブレーキパッドを車輪踏面に押し付けてブレーキ力を発生させることができる。 Conventionally, railroad vehicles are controlled to generate a plurality of braking forces by a plurality of means to decelerate. Specifically, a railway vehicle decelerates by a braking force that is a combination of an electronically controlled braking force of a drive device and an air controlled braking force such as an air controlled brake. Railroad vehicles are required to decelerate without delay when a brake command is issued. According to Patent Document 1, when an air-controlled brake device mounted on a railroad vehicle receives a zero thrust command, an initial charge pressure, which is an air pressure that does not generate an actual torque, is applied to the brake pad, and the brake pad is applied to the wheel tread. The technique of slightly contacting the wheel is disclosed. In the air-controlled brake device described in Patent Document 1, by slightly contacting the brake pad with the wheel tread, the brake pad can be pressed against the wheel tread without delay to generate a braking force.
特開２００９－２４７１７０号公報Japanese Unexamined Patent Publication No. 2009-247170
　しかしながら、特許文献１に記載の空制ブレーキ装置は、鉄道車両の走行中にブレーキパッドを車輪踏面に僅かに接触させていることから、ブレーキパッドによって車輪踏面が鏡面化してしまう。そのため、鉄道車両は、高速時に空制ブレーキ装置を作用させた場合、ブレーキパッドと鏡面化した車輪踏面との間で粘着力が確保できず、レール上を滑走してしまう可能性がある、という問題があった。 However, in the air-controlled brake device described in Patent Document 1, since the brake pad is slightly in contact with the wheel tread while the railroad vehicle is traveling, the wheel tread is mirrored by the brake pad. Therefore, when the air-controlled brake device is applied at high speed, the railroad vehicle cannot secure the adhesive force between the brake pad and the mirrored wheel tread, and may slide on the rail. There was a problem.
　本発明は、上記に鑑みてなされたものであって、ブレーキ指令への応答性を損なうことなく、鉄道車両の車輪の鏡面化を抑制可能なブレーキ制御装置を得ることを目的とする。 The present invention has been made in view of the above, and an object of the present invention is to obtain a brake control device capable of suppressing mirroring of wheels of a railway vehicle without impairing the responsiveness to a brake command.
　上述した課題を解決し、目的を達成するために、本発明は、鉄道車両において、車輪に制輪子を押し付けて制動力を発生させるブレーキ制御装置である。ブレーキ制御装置は、ブレーキ指令を取得する取得部と、ブレーキ指令を取得している間、少なくとも車輪に制動力を与えない第１の圧力を制輪子にかけ、鉄道車両の速度が第１の速度以上のときに、第１の圧力よりも大きい第２の圧力以上の圧力で車輪に制輪子を押し付けている期間の累積期間が規定された期間以上になるように、車輪に制輪子を押し付けるブレーキ制御を行う制御部と、を備えることを特徴とする。 In order to solve the above-mentioned problems and achieve the object, the present invention is a brake control device that generates a braking force by pressing a brake shoe against a wheel in a railroad vehicle. The brake control device applies a first pressure to the brake shoe that does not give braking force to the wheels at least while acquiring the brake command and the acquisition unit that acquires the brake command, and the speed of the railroad vehicle is equal to or higher than the first speed. At this time, brake control that presses the brake shoes against the wheels so that the cumulative period of the period during which the brake shoes are pressed against the wheels with a pressure greater than the first pressure and greater than the second pressure is greater than or equal to the specified period. It is characterized by including a control unit for performing the above.
　本発明によれば、ブレーキ制御装置は、ブレーキ指令への応答性を損なうことなく、鉄道車両の車輪の鏡面化を抑制できる、という効果を奏する。 According to the present invention, the brake control device has an effect that the mirroring of the wheels of a railroad vehicle can be suppressed without impairing the responsiveness to the brake command.
実施の形態１に係るブレーキ制御システムの構成例を示す図The figure which shows the structural example of the brake control system which concerns on Embodiment 1. 実施の形態１に係るブレーキ制御システムにおいてブレーキ制御部が本実施の形態の特有のブレーキ制御を行わなかったときの各ブレーキの動作状態を示す図The figure which shows the operation state of each brake when the brake control part did not perform the brake control peculiar to this Embodiment in the brake control system which concerns on Embodiment 1. 実施の形態１に係るブレーキ制御システムにおいてブレーキ制御部が本実施の形態の特有のブレーキ制御を行ったときの各ブレーキの動作状態を示す図The figure which shows the operation state of each brake when the brake control part performs the specific brake control of this Embodiment in the brake control system which concerns on Embodiment 1. 実施の形態１に係るブレーキ制御部の動作を示すフローチャートA flowchart showing the operation of the brake control unit according to the first embodiment. 実施の形態１に係るブレーキ制御システムが備える処理回路をプロセッサおよびメモリで構成する場合の例を示す図The figure which shows the example of the case where the processing circuit provided in the brake control system which concerns on Embodiment 1 is configured by a processor and a memory. 実施の形態１に係るブレーキ制御システムが備える処理回路を専用のハードウェアで構成する場合の例を示す図The figure which shows the example in the case where the processing circuit provided in the brake control system which concerns on Embodiment 1 is configured by exclusive hardware. 実施の形態２に係るブレーキ制御システムにおいてブレーキ制御部が本実施の形態の特有のブレーキ制御を行ったときの各ブレーキの動作状態を示す図The figure which shows the operation state of each brake when the brake control part performs the specific brake control of this Embodiment in the brake control system which concerns on Embodiment 2. 実施の形態２に係るブレーキ制御部の動作を示すフローチャートA flowchart showing the operation of the brake control unit according to the second embodiment. 実施の形態３に係るブレーキ制御システムの構成例を示す図The figure which shows the structural example of the brake control system which concerns on Embodiment 3. 実施の形態３に係るブレーキ制御部によるブレーキ制御を実施するか否かの判定処理を示すフローチャートA flowchart showing a determination process of whether or not to perform brake control by the brake control unit according to the third embodiment.
　以下に、本発明の実施の形態に係るブレーキ制御装置およびブレーキ制御方法を図面に基づいて詳細に説明する。なお、この実施の形態によりこの発明が限定されるものではない。 The brake control device and the brake control method according to the embodiment of the present invention will be described in detail below with reference to the drawings. The present invention is not limited to this embodiment.
実施の形態１．
　図１は、本発明の実施の形態１に係るブレーキ制御システム３０の構成例を示す図である。ブレーキ制御システム３０は、鉄道車両１００に搭載され、鉄道車両１００のブレーキ２０を制御するシステムである。ブレーキ制御システム３０は、ブレーキ指令部１と、応荷重装置２と、速度センサ３と、ブレーキ制御部４と、回生ブレーキ制御部５と、電空変換弁６と、元空気タンク７と、中継弁８と、圧力センサ９と、ブレーキシリンダ１０と、圧力センサ１１と、制輪子１２と、車輪１３と、を備える。電空変換弁６、元空気タンク７、中継弁８、圧力センサ９、ブレーキシリンダ１０、圧力センサ１１、および制輪子１２によって、ブレーキ２０が構成される。なお、鉄道車両１００は、実際には、複数の速度センサ３、ブレーキ制御部４、車輪１３、およびブレーキ２０を備えているものとする。また、複数の鉄道車両１００によって列車が編成されている場合、ブレーキ指令部１など一部の構成については、列車の先頭車両および後尾車両など、特定の鉄道車両にのみ搭載されていてもよい。 Embodiment 1.
FIG. 1 is a diagram showing a configuration example of the brake control system 30 according to the first embodiment of the present invention. The brake control system 30 is a system mounted on the railroad vehicle 100 and controls the brake 20 of the railroad vehicle 100. The brake control system 30 relays the brake command unit 1, the load-bearing device 2, the speed sensor 3, the brake control unit 4, the regenerative brake control unit 5, the electropneumatic conversion valve 6, the source air tank 7, and the relay. A valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, a brake shoe 12, and a wheel 13 are provided. The brake 20 is composed of an electropneumatic conversion valve 6, a source air tank 7, a relay valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, and a brake shoe 12. It is assumed that the railway vehicle 100 actually includes a plurality of speed sensors 3, a brake control unit 4, wheels 13, and a brake 20. Further, when a train is formed by a plurality of railroad cars 100, some configurations such as the brake command unit 1 may be mounted only on a specific railroad car such as a leading car and a trailing car of the train.
　ブレーキ指令部１は、鉄道車両１００の図示しない運転台などに設置され、ブレーキ２０、および回生ブレーキ制御部５を介して制御される図示しない回生ブレーキの制御内容を示すブレーキ指令１Ａを生成して出力する。ブレーキ２０の制御内容とは、例えば、ブレーキ２０を作用させる制御、ブレーキ２０を解除する制御などである。回生ブレーキの制御内容とは、例えば、回生ブレーキを作用させる制御、回生ブレーキを解除する制御などである。ブレーキ２０および回生ブレーキを作用させる制御は、鉄道車両１００を減速させる制御、いわゆるブレーキをかける制御である。ブレーキ２０および回生ブレーキを解除する制御は、鉄道車両１００の速度を上げることができるようにする制御、いわゆるブレーキを緩める制御である。ブレーキ指令１Ａは、ブレーキ２０または回生ブレーキを特定しないものであってもよい。ブレーキ指令部１は、運転士などから操作を受け付けて、受け付けた操作内容に応じたブレーキ指令１Ａを生成してもよい。 The brake command unit 1 is installed in a driver's cab (not shown) of the railway vehicle 100, and generates a brake command 1A indicating the control content of the regenerative brake (not shown) controlled via the brake 20 and the regenerative brake control unit 5. Output. The control content of the brake 20 is, for example, a control for operating the brake 20, a control for releasing the brake 20, and the like. The control content of the regenerative brake is, for example, a control for operating the regenerative brake, a control for releasing the regenerative brake, and the like. The control for operating the brake 20 and the regenerative brake is a control for decelerating the railway vehicle 100, that is, a control for applying the brake. The control for releasing the brake 20 and the regenerative brake is a control for increasing the speed of the railway vehicle 100, that is, a control for releasing the brake. The brake command 1A may not specify the brake 20 or the regenerative brake. The brake command unit 1 may receive an operation from a driver or the like and generate a brake command 1A according to the received operation content.
　応荷重装置２は、図示しない空気ばね圧センサなどを用いて、乗客などによって鉄道車両１００にかかる圧力を示す応荷重信号２Ａを生成して出力する。 The load-bearing device 2 uses an air spring pressure sensor or the like (not shown) to generate and output a load-bearing signal 2A indicating the pressure applied to the railway vehicle 100 by a passenger or the like.
　速度センサ３は、車輪１３の回転速度に基づいて、鉄道車両１００の速度を示す速度信号３Ａを生成して出力するセンサである。なお、図１では省略しているが、速度センサ３は鉄道車両１００の前後の台車に設置されており、鉄道車両１００では、各車輪１３から速度を検出することが可能である。 The speed sensor 3 is a sensor that generates and outputs a speed signal 3A indicating the speed of the railroad vehicle 100 based on the rotation speed of the wheels 13. Although omitted in FIG. 1, the speed sensor 3 is installed on the bogies in front of and behind the railroad vehicle 100, and the railroad car 100 can detect the speed from each wheel 13.
　ブレーキ制御部４は、鉄道車両１００において、車輪１３に制輪子１２を押し付けてブレーキ２０で制動力を発生させるブレーキ制御装置である。また、ブレーキ制御部４は、回生ブレーキ制御部５を介して、図示しない回生ブレーキで制動力を発生させる。ブレーキ制御部４は、取得部４１と、制御部４２と、記憶部４３と、を備える。 The brake control unit 4 is a brake control device that presses a brake shoe 12 against a wheel 13 and generates a braking force by the brake 20 in a railroad vehicle 100. Further, the brake control unit 4 generates a braking force by a regenerative brake (not shown) via the regenerative brake control unit 5. The brake control unit 4 includes an acquisition unit 41, a control unit 42, and a storage unit 43.
　取得部４１は、ブレーキ指令部１からブレーキ指令１Ａを取得し、応荷重装置２から応荷重信号２Ａを取得し、速度センサ３から速度信号３Ａを取得する。また、取得部４１は、回生ブレーキ制御部５から回生フィードバック信号５Ａを取得し、圧力センサ９から電空変換弁６の空気信号６Ａの指令圧であるＡＣ（Air　Control）圧のフィードバック指令９Ａを取得し、圧力センサ１１から中継弁８のブレーキシリンダ圧８ＡであるＢＣ（Brake　Cylinder）圧のフィードバック指令１１Ａを取得する。取得部４１は、取得した各指令および各信号を制御部４２に出力する。 The acquisition unit 41 acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load response device 2, and acquires the speed signal 3A from the speed sensor 3. Further, the acquisition unit 41 acquires the regenerative feedback signal 5A from the regenerative brake control unit 5, and issues an AC (Air Control) pressure feedback command 9A, which is the command pressure of the air signal 6A of the electropneumatic conversion valve 6, from the pressure sensor 9. The feedback command 11A of BC (Brake Cylinder) pressure, which is the brake cylinder pressure 8A of the relay valve 8, is acquired from the pressure sensor 11. The acquisition unit 41 outputs each acquired command and each signal to the control unit 42.
　制御部４２は、ブレーキ指令１Ａ、応荷重信号２Ａ、および速度信号３Ａに基づいて、鉄道車両１００に対する必要な、すなわち所望のブレーキ力を算出し、鉄道車両１００に対する所望のブレーキ力を示す回生パターン信号４Ａを出力する。制御部４２は、鉄道車両１００に対する所望のブレーキ力から、回生フィードバック信号５Ａの値を減算したものを空制補足量とする圧力制御信号４Ｂを生成して出力する。また、制御部４２は、車輪１３の踏面の鏡面化を抑制し、車輪１３の踏面が鏡面化した場合に車輪１３の踏面の鏡面化を解消する制御を行う。 The control unit 42 calculates a required or desired braking force for the railway vehicle 100 based on the brake command 1A, the load-bearing signal 2A, and the speed signal 3A, and a regeneration pattern indicating the desired braking force for the railway vehicle 100. Output signal 4A. The control unit 42 generates and outputs a pressure control signal 4B having the value obtained by subtracting the value of the regenerative feedback signal 5A from the desired braking force on the railroad vehicle 100 as the air control supplement amount. Further, the control unit 42 suppresses the mirroring of the tread of the wheel 13, and controls to eliminate the mirroring of the tread of the wheel 13 when the tread of the wheel 13 is mirrored.
　記憶部４３は、制御部４２が車輪１３の踏面の鏡面化を抑制し、車輪１３の踏面が鏡面化した場合に車輪１３の踏面の鏡面化を解消する制御を行う際に使用する、ＢＣ圧、制輪子１２に各圧力をかける期間、鉄道車両１００の速度などのパラメータを記憶する。 The storage unit 43 is used when the control unit 42 suppresses the mirroring of the tread of the wheel 13 and controls to eliminate the mirroring of the tread of the wheel 13 when the tread of the wheel 13 is mirrored. , The period in which each pressure is applied to the brake shoes 12, the speed of the railroad vehicle 100, and other parameters are stored.
　回生ブレーキ制御部５は、ブレーキ制御部４から取得した回生パターン信号４Ａに基づいて、実トルクに応じた実回生ブレーキ力を算出し、図示しない駆動装置などによる回生ブレーキを制御する。回生ブレーキ制御部５は、実際の回生ブレーキ力である実回生ブレーキ力を示す回生フィードバック信号５Ａを生成してブレーキ制御部４に出力する。以降の説明において、個々のブレーキ２０および回生ブレーキ、または、ブレーキ２０および回生ブレーキをまとめて、単にブレーキと称することがある。 The regenerative brake control unit 5 calculates the actual regenerative braking force according to the actual torque based on the regenerative pattern signal 4A acquired from the brake control unit 4, and controls the regenerative braking by a drive device (not shown) or the like. The regenerative brake control unit 5 generates a regenerative feedback signal 5A indicating an actual regenerative braking force, which is an actual regenerative braking force, and outputs the regenerative feedback signal 5A to the brake control unit 4. In the following description, the individual brake 20 and the regenerative brake, or the brake 20 and the regenerative brake may be collectively referred to as a brake.
　電空変換弁６は、ブレーキ制御部４の制御部４２から出力される電気信号である圧力制御信号４Ｂの制御信号を、空気の圧力によって制御内容を示す空気信号６Ａに変換する。 The electropneumatic conversion valve 6 converts the control signal of the pressure control signal 4B, which is an electric signal output from the control unit 42 of the brake control unit 4, into an air signal 6A indicating the control content by the air pressure.
　元空気タンク７は、貯留されている圧縮された空気である圧縮空気７Ａを出力する空気タンクである。 The original air tank 7 is an air tank that outputs compressed air 7A, which is stored compressed air.
　中継弁８は、電空変換弁６から出力された空気信号６Ａの空気圧である指令圧に応じた圧縮空気７Ａを出力することにより、空気信号６Ａの指令圧に応じたブレーキシリンダ圧８Ａの空気をブレーキシリンダ１０に出力する。ブレーキシリンダ圧８Ａは、空気信号６Ａが圧縮空気７Ａによって増幅されたものである。ブレーキシリンダ圧８Ａと空気信号６Ａの指令圧とは、比例関係にあるものとする。 The relay valve 8 outputs compressed air 7A corresponding to the command pressure which is the air pressure of the air signal 6A output from the electropneumatic conversion valve 6, so that the air has a brake cylinder pressure 8A corresponding to the command pressure of the air signal 6A. Is output to the brake cylinder 10. The brake cylinder pressure 8A is an air signal 6A amplified by compressed air 7A. It is assumed that the brake cylinder pressure 8A and the command pressure of the air signal 6A are in a proportional relationship.
　圧力センサ９は、空気信号６Ａの空気圧である指令圧を検出するセンサである。指令圧は、車輪１３に制輪子１２を押し付ける力を示す物理量である。圧力センサ９は、検出した空気信号６Ａの指令圧をフィードバック指令９Ａとして、ブレーキ制御部４に帰還させる。 The pressure sensor 9 is a sensor that detects the command pressure, which is the air pressure of the air signal 6A. The command pressure is a physical quantity indicating a force that presses the brake shoe 12 against the wheel 13. The pressure sensor 9 returns the command pressure of the detected air signal 6A to the brake control unit 4 as a feedback command 9A.
　ブレーキシリンダ１０は、ブレーキシリンダ圧８Ａによって、車輪１３に制輪子１２を押し付ける。 The brake cylinder 10 presses the brake shoe 12 against the wheel 13 by the brake cylinder pressure 8A.
　圧力センサ１１は、ブレーキシリンダ１０の空気圧であるブレーキシリンダ圧８Ａを検出するセンサである。ブレーキシリンダ圧８Ａは、車輪１３に制輪子１２を押し付ける力を示す物理量である。圧力センサ１１は、検出したブレーキシリンダ圧８Ａをフィードバック指令１１Ａとして、ブレーキ制御部４に帰還させる。 The pressure sensor 11 is a sensor that detects the brake cylinder pressure 8A, which is the air pressure of the brake cylinder 10. The brake cylinder pressure 8A is a physical quantity indicating a force that presses the brake shoe 12 against the wheel 13. The pressure sensor 11 returns the detected brake cylinder pressure 8A to the brake control unit 4 as a feedback command 11A.
　制輪子１２は、摩擦係数を有している。制輪子１２は、ブレーキシリンダ１０によって車輪１３に押し付けられることで、ブレーキ力、すなわち制動力を発生させる。ブレーキ制御システム３０におけるブレーキ２０のブレーキ力は、制輪子１２の摩擦係数と、ブレーキシリンダ圧８Ａの積によって算出することができる。 The brake shoe 12 has a friction coefficient. The brake shoe 12 is pressed against the wheel 13 by the brake cylinder 10 to generate a braking force, that is, a braking force. The braking force of the brake 20 in the brake control system 30 can be calculated by the product of the friction coefficient of the brake shoe 12 and the brake cylinder pressure 8A.
　車輪１３は、ブレーキシリンダ１０によって制輪子１２を押し付けられることで、ブレーキ力、すなわち制動力を発生させる。 The wheel 13 generates a braking force, that is, a braking force by pressing the brake shoe 12 by the brake cylinder 10.
　つづいて、ブレーキ制御システム３０の動作について説明する。本実施の形態において、ブレーキ制御システム３０は、ブレーキ指令１Ａが発生している間、鉄道車両１００の速度が規定された第１の速度以上で走行中、車輪１３に制輪子１２を押し付けている期間の累積期間が規定された期間以上になるように、ブレーキ２０および回生ブレーキ制御部５の動作を制御する。ブレーキ制御システム３０は、回生ブレーキ中に制輪子１２に初込め圧をかけて車輪１３の踏面が鏡面化された場合でも、車輪１３に制輪子１２を押し付けている期間を規定された期間以上確保することで、車輪１３の踏面を制輪子１２で荒らして鏡面化を解消することができる。ここで、車輪１３の踏面を制輪子１２で荒らして鏡面化を解消する場合、鉄道車両１００の速度が遅いと十分に鏡面化を解消できないことが考えられる。そのため、前述の第１の速度は、車輪１３の踏面を制輪子１２で押し付けたときに車輪１３の踏面の鏡面化を解消できる程度の速度とする。 Next, the operation of the brake control system 30 will be described. In the present embodiment, the brake control system 30 presses the brake shoes 12 against the wheels 13 while the speed of the railroad vehicle 100 is traveling at the specified first speed or higher while the brake command 1A is generated. The operation of the brake 20 and the regenerative brake control unit 5 is controlled so that the cumulative period of the period is equal to or longer than the specified period. The brake control system 30 secures a period during which the brake shoe 12 is pressed against the wheel 13 for a specified period or longer even when the tread surface of the wheel 13 is mirrored by applying the initial loading pressure to the brake shoe 12 during regenerative braking. By doing so, the tread surface of the wheel 13 can be roughened by the brake shoe 12 to eliminate the mirroring. Here, when the tread surface of the wheel 13 is roughened by the brake shoe 12 to eliminate the mirroring, it is considered that the mirroring cannot be sufficiently eliminated if the speed of the railway vehicle 100 is slow. Therefore, the above-mentioned first speed is set to such a speed that the mirroring of the tread surface of the wheel 13 can be eliminated when the tread surface of the wheel 13 is pressed by the brake shoe 12.
　ブレーキ制御システム３０による各ブレーキの動作状態について説明する。図２は、実施の形態１に係るブレーキ制御システム３０においてブレーキ制御部４が本実施の形態の特有のブレーキ制御を行わなかったときの各ブレーキの動作状態を示す図である。なお、ブレーキ制御部４では、実際には前述のように制御部４２が制御を行っているが、ブレーキ制御部４を主体にして説明する。以降の実施の形態についても同様とする。 The operating state of each brake by the brake control system 30 will be described. FIG. 2 is a diagram showing an operating state of each brake when the brake control unit 4 does not perform the specific brake control of the present embodiment in the brake control system 30 according to the first embodiment. In the brake control unit 4, the control unit 42 actually controls as described above, but the brake control unit 4 will be mainly described. The same shall apply to the subsequent embodiments.
　図２において、図２（ａ）は、ブレーキ指令部１からブレーキ制御部４に出力されるブレーキ指令１Ａを示す。図２（ａ）において、ブレーキ指令１ＡがＨ（ハイ）のときがブレーキ２０および回生ブレーキ制御部５のうち少なくとも１つを作用させる制御を示し、ブレーキ指令１ＡがＬ（ロー）のときがブレーキ２０および回生ブレーキ制御部５を作用させない制御を示す。図２（ｂ）は、ブレーキ制御部４から回生ブレーキ制御部５に出力される回生パターン信号４Ａを示す。図２（ｃ）は、回生ブレーキ制御部５からブレーキ制御部４に出力される回生フィードバック信号５Ａを示す。図２（ｄ）は、速度センサ３からブレーキ制御部４に出力される速度信号３Ａで示される鉄道車両１００の速度を示す。なお、図２（ｄ）において鉄道車両１００の速度が徐々に低下した後に一定の速度になっているが、これは、鉄道車両１００が停止した状態、すなわち鉄道車両１００の速度がゼロになった状態を表しているものとする。図２（ｅ）は、圧力センサ１１からブレーキ制御部４に出力されるフィードバック指令１１Ａで示される中継弁８のブレーキシリンダ圧８ＡであるＢＣ圧を示す。 In FIG. 2, FIG. 2A shows a brake command 1A output from the brake command unit 1 to the brake control unit 4. In FIG. 2A, when the brake command 1A is H (high), the control for operating at least one of the brake 20 and the regenerative brake control unit 5 is shown, and when the brake command 1A is L (low), the brake is applied. 20 and the control which does not act on the regenerative brake control unit 5 are shown. FIG. 2B shows a regenerative pattern signal 4A output from the brake control unit 4 to the regenerative brake control unit 5. FIG. 2C shows a regenerative feedback signal 5A output from the regenerative brake control unit 5 to the brake control unit 4. FIG. 2D shows the speed of the railway vehicle 100 indicated by the speed signal 3A output from the speed sensor 3 to the brake control unit 4. In FIG. 2D, the speed of the railroad vehicle 100 gradually decreases and then reaches a constant speed. This is a state in which the railroad vehicle 100 is stopped, that is, the speed of the railroad vehicle 100 becomes zero. It shall represent the state. FIG. 2E shows the BC pressure, which is the brake cylinder pressure 8A of the relay valve 8 indicated by the feedback command 11A output from the pressure sensor 11 to the brake control unit 4.
　一般的に、ブレーキ制御部４は、回生ブレーキ制御部５の制御による回生ブレーキによって走行中の鉄道車両１００を減速させる。しかしながら、図２に示すように、ブレーキ制御部４が、ブレーキ指令部１からブレーキ指令１Ａを取得し、回生ブレーキ制御部５に回生パターン信号４Ａを出力して回生ブレーキ制御部５から回生フィードバック信号５Ａを取得するまでに時間がかかる。すなわち、ブレーキ制御部４は、ブレーキ指令１Ａを取得してから回生ブレーキによって所望のブレーキ力が得られるまでに時間がかかる。そのため、ブレーキ制御部４は、回生ブレーキによって所望のブレーキ力が得られるまでの間、応答性の良いブレーキ２０によるブレーキ力によって鉄道車両１００を減速させる。 Generally, the brake control unit 4 decelerates the running railway vehicle 100 by the regenerative brake controlled by the regenerative brake control unit 5. However, as shown in FIG. 2, the brake control unit 4 acquires the brake command 1A from the brake command unit 1, outputs the regenerative pattern signal 4A to the regenerative brake control unit 5, and regenerates the feedback signal from the regenerative brake control unit 5. It takes time to acquire 5A. That is, it takes time for the brake control unit 4 to obtain a desired braking force by the regenerative brake after acquiring the brake command 1A. Therefore, the brake control unit 4 decelerates the railway vehicle 100 by the braking force of the responsive brake 20 until a desired braking force is obtained by the regenerative braking.
　その後、ブレーキ制御部４は、回生ブレーキによって所望のブレーキ力が得られると、ブレーキ２０によるブレーキ力を弱める、すなわちブレーキシリンダ圧８ＡであるＢＣ圧を低下させる。このとき、ブレーキ制御部４は、すぐにブレーキ２０を作用させることができるように、制輪子１２が車輪１３に触れる程度の圧力である初込め圧を制輪子１２にかけておく。すなわち、ブレーキ制御部４は、ブレーキシリンダ圧８ＡであるＢＣ圧を初込め圧にする。以降の説明において、初込め圧を第１の圧力と称することがある。図２に示すように、ブレーキ制御部４は、回生ブレーキによってブレーキ力を得ている間、制輪子１２に初込め圧を与えている。制輪子１２が車輪１３の踏面に僅かに触れていることから、車輪１３の踏面は、制輪子１２によって磨かれ、鏡面化してしまう可能性がある。 After that, when the desired braking force is obtained by the regenerative brake, the brake control unit 4 weakens the braking force by the brake 20, that is, lowers the BC pressure which is the brake cylinder pressure 8A. At this time, the brake control unit 4 applies an initial loading pressure to the brake shoe 12, which is a pressure such that the brake shoe 12 touches the wheel 13, so that the brake 20 can be applied immediately. That is, the brake control unit 4 sets the BC pressure, which is the brake cylinder pressure 8A, as the initial filling pressure. In the following description, the initial filling pressure may be referred to as the first pressure. As shown in FIG. 2, the brake control unit 4 applies the initial loading pressure to the brake shoe 12 while obtaining the braking force by the regenerative brake. Since the brake shoe 12 slightly touches the tread surface of the wheel 13, the tread surface of the wheel 13 may be polished by the brake shoe 12 and mirrored.
　図３は、実施の形態１に係るブレーキ制御システム３０においてブレーキ制御部４が本実施の形態の特有のブレーキ制御を行ったときの各ブレーキの動作状態を示す図である。図３において、図３（ａ）から図３（ｅ）の各項目は、前述の図２の図２（ａ）から図２（ｅ）の各項目と同様である。 FIG. 3 is a diagram showing an operating state of each brake when the brake control unit 4 performs the specific brake control of the present embodiment in the brake control system 30 according to the first embodiment. In FIG. 3, each item of FIGS. 3 (a) to 3 (e) is the same as each item of FIGS. 2 (a) to 2 (e) of FIG. 2 described above.
　本実施の形態において、ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上の場合、制輪子１２に初込め圧をかけている期間が第１の期間になった場合、回生パターン信号４Ａの出力を低下させることで、回生ブレーキ制御部５からの回生フィードバック信号５Ａを低下させ、回生ブレーキによるブレーキ力を低下させる。ブレーキ制御部４は、鉄道車両１００において所望のブレーキ力が得られるように、回生ブレーキによるブレーキ力が低下した分、ブレーキ２０によるブレーキ力を上げるため、ブレーキシリンダ圧８ＡであるＢＣ圧を大きくする。ブレーキ制御部４は、ブレーキシリンダ圧８ＡであるＢＣ圧が第２の圧力以上の圧力になってからの期間が第２の期間になった場合、ＢＣ圧を初込め圧に戻す。第２の圧力は、鉄道車両１００を減速させることができる大きさの圧力である。第２の圧力は、初込め圧すなわち第１の圧力よりも大きい圧力である。ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上の間、上記のようにＢＣ圧を変更する制御を繰り返し行う。 In the present embodiment, the brake control unit 4 has a regeneration pattern when the speed of the railroad vehicle 100 is equal to or higher than the first speed and the period in which the brake shoes 12 are initially loaded is the first period. By reducing the output of the signal 4A, the regenerative feedback signal 5A from the regenerative brake control unit 5 is reduced, and the braking force due to the regenerative brake is reduced. The brake control unit 4 increases the BC pressure, which is the brake cylinder pressure 8A, in order to increase the braking force by the brake 20 by the amount that the braking force by the regenerative brake is reduced so that the desired braking force can be obtained in the railway vehicle 100. .. The brake control unit 4 returns the BC pressure to the initial filling pressure when the period after the BC pressure, which is the brake cylinder pressure 8A, becomes a pressure equal to or higher than the second pressure becomes the second period. The second pressure is a pressure large enough to decelerate the railway vehicle 100. The second pressure is the initial filling pressure, that is, a pressure larger than the first pressure. The brake control unit 4 repeatedly controls to change the BC pressure as described above while the speed of the railway vehicle 100 is equal to or higher than the first speed.
　ブレーキ制御部４は、車輪１３に制輪子１２を押し付けて得られる制動力である第１のブレーキ力と、図示しない回生ブレーキによって得られる制動力である第２のブレーキ力とを併せたブレーキ力が所望のブレーキ力になるように、第１のブレーキ力および第２のブレーキ力を制御する。すなわち、ブレーキ制御部４は、第１のブレーキ力と第２のブレーキ力とを併せたブレーキ力が所望のブレーキ力になるように、ブレーキ２０を制御するとともに、回生ブレーキ制御部５を介して回生ブレーキを制御する。 The brake control unit 4 has a braking force that is a combination of a first braking force, which is a braking force obtained by pressing the brake shoes 12 against the wheels 13, and a second braking force, which is a braking force obtained by a regenerative brake (not shown). The first braking force and the second braking force are controlled so that That is, the brake control unit 4 controls the brake 20 so that the combined braking force of the first braking force and the second braking force becomes a desired braking force, and the brake control unit 4 controls the brake 20 via the regenerative brake control unit 5. Control the regenerative brake.
　ブレーキ制御部４は、図２に示すブレーキ制御と比較して、制輪子１２に初込め圧をかけている時間を減らすことで車輪１３の踏面の鏡面化を抑制することができる。また、ブレーキ制御部４は、図２に示すブレーキ制御と比較して、第２の圧力以上の圧力によって車輪１３に制輪子１２を押し付けている期間が規定された期間以上になるようにすることで、鏡面化された車輪１３の踏面を荒らして鏡面化を解消することができる。 Compared with the brake control shown in FIG. 2, the brake control unit 4 can suppress the mirroring of the tread surface of the wheel 13 by reducing the time during which the initial loading pressure is applied to the brake shoe 12. Further, the brake control unit 4 makes the period during which the brake shoe 12 is pressed against the wheel 13 by a pressure equal to or higher than the second pressure longer than the specified period as compared with the brake control shown in FIG. Therefore, the mirrored surface of the wheel 13 can be roughened to eliminate the mirrored surface.
　ブレーキ制御部４の動作を、フローチャートを用いて説明する。図４は、実施の形態１に係るブレーキ制御部４の動作を示すフローチャートである。ブレーキ制御部４は、ブレーキ指令部１からブレーキ指令１Ａを取得したか否かを判定する（ステップＳ１０１）。ブレーキ制御部４は、ブレーキ指令部１からブレーキ指令１Ａを取得していない場合（ステップＳ１０１：Ｎｏ）、ブレーキ指令部１からブレーキ指令１Ａを取得するまで待機する。ブレーキ制御部４は、ブレーキ指令部１からブレーキ指令１Ａを取得した場合（ステップＳ１０１：Ｙｅｓ）、ブレーキ２０によってブレーキ力が得られるように制御を行う。具体的には、ブレーキ制御部４は、制輪子１２に第２の圧力以上の圧力がかかるように、すなわちＢＣ圧が第２の圧力以上の圧力になるように制御する（ステップＳ１０２）。 The operation of the brake control unit 4 will be described using a flowchart. FIG. 4 is a flowchart showing the operation of the brake control unit 4 according to the first embodiment. The brake control unit 4 determines whether or not the brake command 1A has been acquired from the brake command unit 1 (step S101). When the brake command unit 4 has not acquired the brake command 1A from the brake command unit 1 (step S101: No), the brake control unit 4 waits until the brake command 1A is acquired from the brake command unit 1. When the brake command 1A is acquired from the brake command unit 1 (step S101: Yes), the brake control unit 4 controls so that the brake force is obtained by the brake 20. Specifically, the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S102).
　ブレーキ制御部４は、回生ブレーキ制御部５を制御して、回生ブレーキによって所望のブレーキ力が得られるようになったか否かを判定する（ステップＳ１０３）。所望のブレーキ力とは、ブレーキ制御部４によって算出された鉄道車両１００に対する必要なブレーキ力である。ブレーキ制御部４は、回生ブレーキによって所望のブレーキ力が得られていない場合（ステップＳ１０３：Ｎｏ）、回生ブレーキによって所望のブレーキ力が得られるまで待機する。ブレーキ制御部４は、回生ブレーキによって所望のブレーキ力が得られた場合（ステップＳ１０３：Ｙｅｓ）、制輪子１２に初込め圧である第１の圧力がかかるように、すなわちＢＣ圧が初込め圧になるように制御する（ステップＳ１０４）。 The brake control unit 4 controls the regenerative brake control unit 5 to determine whether or not a desired braking force can be obtained by the regenerative brake (step S103). The desired braking force is a required braking force for the railway vehicle 100 calculated by the brake control unit 4. When the desired braking force is not obtained by the regenerative brake (step S103: No), the brake control unit 4 waits until the desired braking force is obtained by the regenerative brake. When the desired braking force is obtained by the regenerative brake (step S103: Yes), the brake control unit 4 applies the first pressure, which is the initial filling pressure, to the brake shoe 12, that is, the BC pressure is the initial filling pressure. (Step S104).
　ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上か否かを判定する（ステップＳ１０５）。ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上の場合（ステップＳ１０５：Ｙｅｓ）、ＢＣ圧を初込め圧にしてから第１の期間経過したか否かを判定する（ステップＳ１０６）。ブレーキ制御部４は、ＢＣ圧を初込め圧にしてから第１の期間経過していない場合（ステップＳ１０６：Ｎｏ）、ＢＣ圧を初込め圧にしてから第１の期間経過するまで待機する。ブレーキ制御部４は、ＢＣ圧を初込め圧にしてから第１の期間経過した場合（ステップＳ１０６：Ｙｅｓ）、回生パターン信号４Ａを低下させる、すなわち回生ブレーキによる回生ブレーキ力を低下させる（ステップＳ１０７）。ブレーキ制御部４は、制輪子１２に第２の圧力以上の圧力がかかるように、すなわちＢＣ圧が第２の圧力以上の圧力になるように制御する（ステップＳ１０８）。 The brake control unit 4 determines whether or not the speed of the railway vehicle 100 is equal to or higher than the first speed (step S105). When the speed of the railroad vehicle 100 is equal to or higher than the first speed (step S105: Yes), the brake control unit 4 determines whether or not the first period has elapsed since the BC pressure was set to the initial filling pressure (step S106). ). If the first period has not elapsed since the BC pressure was set to the initial loading pressure (step S106: No), the brake control unit 4 waits until the first period elapses after the BC pressure is set to the initial filling pressure. When the first period elapses after the BC pressure is initially set to the initial filling pressure (step S106: Yes), the brake control unit 4 lowers the regenerative pattern signal 4A, that is, lowers the regenerative braking force due to the regenerative brake (step S107). ). The brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S108).
　ブレーキ制御部４は、ＢＣ圧を第２の圧力以上の圧力にしてから第２の期間経過したか否かを判定する（ステップＳ１０９）。ブレーキ制御部４は、ＢＣ圧を第２の圧力以上の圧力にしてから第２の期間経過していない場合（ステップＳ１０９：Ｎｏ）、ＢＣ圧を第２の圧力以上の圧力にしてから第２の期間経過するまで待機する。ブレーキ制御部４は、ＢＣ圧を第２の圧力以上の圧力にしてから第２の期間経過した場合（ステップＳ１０９：Ｙｅｓ）、回生パターン信号４Ａの低下を解除、すなわち回生ブレーキによる回生ブレーキ力の低下を解除する（ステップＳ１１０）。ブレーキ制御部４は、制輪子１２に初込め圧である第１の圧力がかかるように、すなわちＢＣ圧が初込め圧になるように制御する（ステップＳ１１１）。ブレーキ制御部４は、ステップＳ１０５に戻って、鉄道車両１００の速度が第１の速度以上の場合（ステップＳ１０５：Ｙｅｓ）、前述の動作を繰り返し行う。 The brake control unit 4 determines whether or not a second period has elapsed since the BC pressure was set to a pressure equal to or higher than the second pressure (step S109). When the second period has not elapsed since the BC pressure was set to the pressure equal to or higher than the second pressure (step S109: No), the brake control unit 4 sets the BC pressure to the pressure equal to or higher than the second pressure and then sets the BC pressure to the second pressure or higher. Wait until the period of When the second period elapses after the BC pressure is set to the pressure equal to or higher than the second pressure (step S109: Yes), the brake control unit 4 releases the decrease in the regenerative pattern signal 4A, that is, the regenerative braking force due to the regenerative brake. The drop is released (step S110). The brake control unit 4 controls the brake shoe 12 so that the first pressure, which is the initial loading pressure, is applied, that is, the BC pressure becomes the initial filling pressure (step S111). The brake control unit 4 returns to step S105 and repeats the above-described operation when the speed of the railway vehicle 100 is equal to or higher than the first speed (step S105: Yes).
　ブレーキ制御部４は、鉄道車両１００の速度が第１の速度未満の場合（ステップＳ１０５：Ｎｏ）、鉄道車両１００の速度が、第１の速度よりも遅い第２の速度以上か否かを判定する（ステップＳ１１２）。第２の速度は、ブレーキ制御部４が鉄道車両１００を停止させる動作に移行することを判定するための速度である。ブレーキ制御部４は、鉄道車両１００の速度が第２の速度以上の場合（ステップＳ１１２：Ｙｅｓ）、鉄道車両１００の速度が第２の速度未満になるまで待機する。ブレーキ制御部４は、鉄道車両１００の速度が第２の速度未満の場合（ステップＳ１１２：Ｎｏ）、回生ブレーキによる回生ブレーキ力を低下させる（ステップＳ１１３）。ブレーキ制御部４は、制輪子１２に第２の圧力以上の圧力がかかるように、すなわちＢＣ圧が第２の圧力以上の圧力になるように制御する（ステップＳ１１４）。 When the speed of the railroad vehicle 100 is less than the first speed (step S105: No), the brake control unit 4 determines whether or not the speed of the railroad vehicle 100 is equal to or higher than the second speed slower than the first speed. (Step S112). The second speed is a speed for determining that the brake control unit 4 shifts to the operation of stopping the railway vehicle 100. When the speed of the railroad vehicle 100 is equal to or higher than the second speed (step S112: Yes), the brake control unit 4 waits until the speed of the railroad vehicle 100 becomes less than the second speed. When the speed of the railroad vehicle 100 is less than the second speed (step S112: No), the brake control unit 4 reduces the regenerative braking force by the regenerative brake (step S113). The brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S114).
　車輪１３に制輪子１２を押し付けて車輪１３の踏面を制輪子１２で荒らして車輪１３の踏面の鏡面化を解消するためには、鉄道車両１００の速度が一定の速度以上の状態にあることが望ましい。そのため、ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上の場合（ステップＳ１０５：Ｙｅｓ）、ステップＳ１０６からステップＳ１１１の動作によって、車輪１３の踏面の鏡面化を解消する。 In order to press the brake shoes 12 against the wheels 13 and roughen the treads of the wheels 13 with the brake shoes 12 to eliminate the mirroring of the treads of the wheels 13, the speed of the railroad vehicle 100 must be at a certain speed or higher. desirable. Therefore, when the speed of the railroad vehicle 100 is equal to or higher than the first speed (step S105: Yes), the brake control unit 4 eliminates the mirroring of the treads of the wheels 13 by the operations of steps S106 to S111.
　このように、ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上のときに、第２の圧力以上の圧力で車輪１３に制輪子１２を押し付ける制御を複数回行い、第２の圧力の以上の圧力で車輪１３に制輪子１２を押し付けている複数の期間の累積期間が規定された期間以上になるようブレーキ制御を行う。具体的には、ブレーキ制御部４は、制輪子１２に初込め圧である第１の圧力をかけている期間が第１の期間になった場合、制輪子１２にかける圧力を第１の圧力から第２の圧力以上の圧力に変更して第２の圧力以上の圧力で車輪１３に制輪子１２を押し付ける。ブレーキ制御部４は、第２の圧力以上の圧力で車輪１３に制輪子１２を押し付けている期間が第２の期間になった場合、制輪子１２にかける圧力を第２の圧力以上の圧力から初込め圧である第１の圧力に変更する。ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上の間、上記の制御を繰り返し行う。 In this way, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 controls the brake shoes 12 to be pressed against the wheels 13 at a pressure equal to or higher than the second pressure a plurality of times. Brake control is performed so that the cumulative period of the plurality of periods in which the brake shoes 12 are pressed against the wheels 13 with a pressure higher than the pressure is equal to or longer than the specified period. Specifically, when the period in which the first pressure, which is the initial loading pressure, is applied to the brake shoe 12 becomes the first period, the brake control unit 4 applies the pressure applied to the brake shoe 12 to the first pressure. The brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure. When the period in which the brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure becomes the second period, the brake control unit 4 applies the pressure to the brake shoe 12 from the pressure equal to or higher than the second pressure. Change to the first pressure, which is the initial filling pressure. The brake control unit 4 repeats the above control while the speed of the railway vehicle 100 is equal to or higher than the first speed.
　ブレーキ制御部４は、前述のように、速度センサ３から速度信号３Ａを取得し、ブレーキ指令部１からブレーキ指令１Ａを取得し、応荷重装置２から応荷重信号２Ａを取得し、取得した各信号に基づいて所望のブレーキ力を算出し、ブレーキ制御を行う。そのため、ブレーキ制御部４は、図３に示すようなブレーキ制御を行う場合において、鉄道車両１００の速度が第１の速度以上のときにＢＣ圧が第２の圧力以上の圧力になる第２の期間の累積期間が規定された期間以上になるように、各期間すなわち第１の期間および第２の期間の長さを制御することが可能である。 As described above, the brake control unit 4 acquires the speed signal 3A from the speed sensor 3, acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load receiving device 2, and obtains each of the acquired signals. The desired braking force is calculated based on the signal, and the brake is controlled. Therefore, when the brake control unit 4 performs the brake control as shown in FIG. 3, the BC pressure becomes a pressure equal to or higher than the second pressure when the speed of the railroad vehicle 100 is equal to or higher than the first speed. It is possible to control the length of each period, i.e. the first period and the second period, so that the cumulative period of the periods is greater than or equal to the specified period.
　なお、ブレーキ制御部４は、ステップＳ１０５およびステップＳ１０６については順番を入れ替えて行ってもよい。また、ブレーキ制御部４は、ステップＳ１０７およびステップＳ１０８については順番を入れ替えて行ってもよい。すなわち、ブレーキ制御部４は、回生ブレーキのブレーキ力を下げてからブレーキ２０のブレーキ力を上げてもよいし、ブレーキ２０のブレーキ力を上げてから回生ブレーキのブレーキ力を下げてもよい。 The brake control unit 4 may change the order of steps S105 and S106. Further, the brake control unit 4 may change the order of step S107 and step S108. That is, the brake control unit 4 may reduce the braking force of the regenerative brake and then increase the braking force of the brake 20, or may increase the braking force of the brake 20 and then decrease the braking force of the regenerative brake.
　また、ブレーキ制御部４は、ステップＳ１０６においてＢＣ圧を初込め圧にしてから第１の期間経過したか否かを確認する場合、ＢＣ圧が厳密に初込め圧になっていなくても、ＢＣ圧が初込め圧を含む規定された範囲内にある場合はＢＣ圧＝初込め圧とみなしてもよい。また、ブレーキ制御部４は、図２および図３を比較すると、本実施の形態によるブレーキ制御、すなわちＢＣ圧を初込め圧にしてから第２の圧力以上の圧力にする動作を２回行っているが、ＢＣ圧を初込め圧にしてから第２の圧力以上の圧力にするブレーキ制御を規定された回数以上行うようにしてもよい。この場合、ブレーキ制御部４において、記憶部４３は、パラメータとして前述の規定された回数を記憶しておく。 Further, when the brake control unit 4 confirms whether or not the first period has elapsed since the BC pressure was set to the initial filling pressure in step S106, the BC pressure is not exactly the initial filling pressure, but the BC pressure is BC. If the pressure is within the specified range including the initial charge pressure, BC pressure may be regarded as the initial charge pressure. Further, comparing FIGS. 2 and 3, the brake control unit 4 performs the brake control according to the present embodiment, that is, the operation of setting the BC pressure to the initial filling pressure and then setting the BC pressure to a pressure equal to or higher than the second pressure twice. However, the brake control may be performed a specified number of times or more after the BC pressure is set to the initial filling pressure and then to a pressure equal to or higher than the second pressure. In this case, in the brake control unit 4, the storage unit 43 stores the number of times specified as a parameter.
　また、ブレーキ制御部４は、第１の期間および第２の期間については、固定値ではなく、例えば、鉄道車両１００の速度に応じて変動させてもよい。ブレーキ制御部４において、記憶部４３は、第１の圧力、第２の圧力、第１の期間、第２の期間、第１の速度、第２の速度などをパラメータとして記憶しているが、第１の期間および第２の期間が変動する場合には、鉄道車両１００の速度に応じて第１の期間および第２の期間を演算可能な演算式を記憶しておく。この場合、ブレーキ制御部４において、制御部４２は、記憶部４３に記憶されている演算式を用いて、第１の期間および第２の期間を演算する。 Further, the brake control unit 4 may change the first period and the second period according to, for example, the speed of the railroad vehicle 100, instead of a fixed value. In the brake control unit 4, the storage unit 43 stores the first pressure, the second pressure, the first period, the second period, the first speed, the second speed, and the like as parameters. When the first period and the second period fluctuate, a calculation formula capable of calculating the first period and the second period according to the speed of the railroad vehicle 100 is stored. In this case, in the brake control unit 4, the control unit 42 calculates the first period and the second period by using the calculation formula stored in the storage unit 43.
　また、ブレーキ制御部４は、図３および図４に示すブレーキ制御を、鉄道車両１００の運用中、常に行うようにしてもよいし、規定された条件の下で行うようにしてもよい。鉄道車両１００では、ブレーキ制御部４が図３および図４に示すブレーキ制御を行うことによって、乗客の乗り心地が悪化する可能性がある。そのため、ブレーキ制御部４は、乗客の乗り心地を考慮し規定された条件として、例えば、鉄道車両１００の電源投入後に１回のみブレーキ制御を行うようにしてもよいし、鉄道車両１００が運用されていない回送のときにブレーキ制御を行うようにしてもよい。また、鉄道車両１００は、図１では省略しているが、一般的に１つの車両で複数の台車を備えている。また、複数の鉄道車両１００によって編成される列車は、さらに多くの台車を備えることになる。そのため、ブレーキ制御部４は、図３および図４に示すブレーキ制御を、鉄道車両１００が備える台車毎に行うようにしてもよい。 Further, the brake control unit 4 may always perform the brake control shown in FIGS. 3 and 4 during the operation of the railway vehicle 100, or may perform the brake control under specified conditions. In the railroad vehicle 100, the brake control unit 4 may perform the brake control shown in FIGS. 3 and 4 to deteriorate the riding comfort of passengers. Therefore, the brake control unit 4 may perform brake control only once after the power of the railroad vehicle 100 is turned on, as a condition defined in consideration of the ride comfort of the passengers, or the railroad vehicle 100 is operated. Brake control may be performed when the vehicle is not forwarded. Further, although the railway vehicle 100 is omitted in FIG. 1, one vehicle generally includes a plurality of bogies. Further, a train formed by a plurality of railroad vehicles 100 will be provided with more bogies. Therefore, the brake control unit 4 may perform the brake control shown in FIGS. 3 and 4 for each bogie included in the railway vehicle 100.
　つづいて、ブレーキ制御システム３０のハードウェア構成について説明する。ブレーキ制御システム３０において、ブレーキ制御部４以外の構成は、一般的な鉄道車両に搭載される機器により実現される。ブレーキ制御部４は処理回路により実現される。処理回路は、メモリに格納されるプログラムを実行するプロセッサおよびメモリであってもよいし、専用のハードウェアであってもよい。 Next, the hardware configuration of the brake control system 30 will be described. In the brake control system 30, configurations other than the brake control unit 4 are realized by equipment mounted on a general railway vehicle. The brake control unit 4 is realized by a processing circuit. The processing circuit may be a processor and memory for executing a program stored in the memory, or may be dedicated hardware.
　図５は、実施の形態１に係るブレーキ制御システム３０が備える処理回路をプロセッサおよびメモリで構成する場合の例を示す図である。処理回路がプロセッサ９１およびメモリ９２で構成される場合、ブレーキ制御システム３０の処理回路の各機能は、ソフトウェア、ファームウェア、またはソフトウェアとファームウェアとの組み合わせにより実現される。ソフトウェアまたはファームウェアはプログラムとして記述され、メモリ９２に格納される。処理回路では、メモリ９２に記憶されたプログラムをプロセッサ９１が読み出して実行することにより、各機能を実現する。すなわち、処理回路は、ブレーキ制御システム３０の処理が結果的に実行されることになるプログラムを格納するためのメモリ９２を備える。また、これらのプログラムは、ブレーキ制御システム３０の手順および方法をコンピュータに実行させるものであるともいえる。 FIG. 5 is a diagram showing an example in which the processing circuit included in the brake control system 30 according to the first embodiment is configured by a processor and a memory. When the processing circuit is composed of the processor 91 and the memory 92, each function of the processing circuit of the brake control system 30 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 92. In the processing circuit, each function is realized by the processor 91 reading and executing the program stored in the memory 92. That is, the processing circuit includes a memory 92 for storing a program in which the processing of the brake control system 30 is eventually executed. It can also be said that these programs cause the computer to execute the procedures and methods of the brake control system 30.
　ここで、プロセッサ９１は、ＣＰＵ（Central　Processing　Unit）、処理装置、演算装置、マイクロプロセッサ、マイクロコンピュータ、またはＤＳＰ（Digital　Signal　Processor）などであってもよい。また、メモリ９２には、例えば、ＲＡＭ（Random　Access　Memory）、ＲＯＭ（Read　Only　Memory）、フラッシュメモリ、ＥＰＲＯＭ（Erasable　Programmable　ＲＯＭ）、ＥＥＰＲＯＭ（登録商標）（Electrically　ＥＰＲＯＭ）などの、不揮発性または揮発性の半導体メモリ、磁気ディスク、フレキシブルディスク、光ディスク、コンパクトディスク、ミニディスク、またはＤＶＤ（Digital　Versatile　Disc）などが該当する。 Here, the processor 91 may be a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, a microcomputer, a DSP (Digital Signal Processor), or the like. Further, the memory 92 includes, for example, non-volatile or volatile such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), and EPROM (registered trademark) (Electrically EPROM). Semiconductor memory, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), etc. are applicable.
　図６は、実施の形態１に係るブレーキ制御システム３０が備える処理回路を専用のハードウェアで構成する場合の例を示す図である。処理回路が専用のハードウェアで構成される場合、図６に示す処理回路９３は、例えば、単一回路、複合回路、プログラム化したプロセッサ、並列プログラム化したプロセッサ、ＡＳＩＣ（Application　Specific　Integrated　Circuit）、ＦＰＧＡ（Field　Programmable　Gate　Array）、またはこれらを組み合わせたものが該当する。ブレーキ制御システム３０の各機能を機能別に処理回路９３で実現してもよいし、各機能をまとめて処理回路９３で実現してもよい。 FIG. 6 is a diagram showing an example in which the processing circuit included in the brake control system 30 according to the first embodiment is configured by dedicated hardware. When the processing circuit is composed of dedicated hardware, the processing circuit 93 shown in FIG. 6 includes, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), and the like. FPGA (Field Programmable Gate Array) or a combination of these is applicable. Each function of the brake control system 30 may be realized by the processing circuit 93 for each function, or each function may be collectively realized by the processing circuit 93.
　なお、ブレーキ制御システム３０の各機能について、一部を専用のハードウェアで実現し、一部をソフトウェアまたはファームウェアで実現するようにしてもよい。このように、処理回路は、専用のハードウェア、ソフトウェア、ファームウェア、またはこれらの組み合わせによって、上述の各機能を実現することができる。 Note that some of the functions of the brake control system 30 may be realized by dedicated hardware, and some may be realized by software or firmware. As described above, the processing circuit can realize each of the above-mentioned functions by the dedicated hardware, software, firmware, or a combination thereof.
　以上説明したように、本実施の形態によれば、ブレーキ制御システム３０では、ブレーキ制御部４は、ブレーキ指令１Ａを取得している間、少なくとも車輪１３に制動力を与えない第１の圧力を制輪子１２にかける。ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上のときに、第１の圧力よりも大きい第２の圧力以上の圧力で車輪１３に制輪子１２を押し付けている期間の累積期間が規定された期間以上になるように、車輪１３に制輪子１２を押し付けるブレーキ制御を行うこととした。これにより、ブレーキ制御部４は、鉄道車両１００の車輪１３の踏面の鏡面化を抑制するとともに、鉄道車両１００の車輪１３の踏面が鏡面化した場合でも鏡面化を解消することができる。ブレーキ制御部４は、ブレーキ指令１Ａへの応答性を損なうことなく、鉄道車両１００の車輪１３の踏面の鏡面化を抑制することができる。 As described above, according to the present embodiment, in the brake control system 30, the brake control unit 4 applies a first pressure that does not give braking force to at least the wheels 13 while acquiring the brake command 1A. Apply to the brake shoe 12. When the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 is accumulating a period during which the brake shoes 12 are pressed against the wheels 13 with a pressure equal to or higher than the second pressure higher than the first pressure. It was decided to perform brake control for pressing the brake shoes 12 against the wheels 13 so that the above period would be longer than the specified period. As a result, the brake control unit 4 can suppress the mirroring of the treads of the wheels 13 of the railway vehicle 100, and can eliminate the mirroring even when the treads of the wheels 13 of the railway vehicle 100 are mirrored. The brake control unit 4 can suppress the mirroring of the tread surface of the wheel 13 of the railway vehicle 100 without impairing the responsiveness to the brake command 1A.
実施の形態２．
　実施の形態１において、ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上のときに、制輪子１２に第２の圧力以上の圧力をかけて車輪１３に押し付ける動作を複数回行い、制輪子１２に第２の圧力以上の圧力をかけて車輪１３に押し付けている第２の期間の累積期間が規定された期間以上になるようにしていた。実施の形態２では、ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上のときに、制輪子１２に第２の圧力以上の圧力をかけて車輪１３に押し付ける動作を１回行い、制輪子１２に第２の圧力以上の圧力をかけて車輪１３に押し付けている１回の第２の期間の長さが規定された期間以上になるようにする。 Embodiment 2.
In the first embodiment, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 applies a pressure equal to or higher than the second pressure to the brake shoes 12 and presses them against the wheels 13 a plurality of times. , The cumulative period of the second period in which the brake shoe 12 is pressed against the wheel 13 by applying a pressure equal to or higher than the second pressure is set to be equal to or longer than the specified period. In the second embodiment, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 applies a pressure equal to or higher than the second pressure to the brake shoes 12 and presses the brake shoes 12 against the wheels 13 once. The length of one second period in which the brake shoe 12 is pressed against the wheel 13 by applying a pressure equal to or higher than the second pressure is set to be equal to or longer than the specified period.
　実施の形態２において、鉄道車両１００およびブレーキ制御システム３０の構成は、図１に示す実施の形態１のときの鉄道車両１００およびブレーキ制御システム３０の構成と同様である。 In the second embodiment, the configuration of the railroad vehicle 100 and the brake control system 30 is the same as the configuration of the railroad vehicle 100 and the brake control system 30 in the first embodiment shown in FIG.
　図７は、実施の形態２に係るブレーキ制御システム３０においてブレーキ制御部４が本実施の形態の特有のブレーキ制御を行ったときの各ブレーキの動作状態を示す図である。図７において、図７（ａ）から図７（ｅ）の各項目は前述の図３の図３（ａ）から図３（ｅ）の各項目と同様である。 FIG. 7 is a diagram showing an operating state of each brake when the brake control unit 4 performs the specific brake control of the present embodiment in the brake control system 30 according to the second embodiment. In FIG. 7, each item of FIGS. 7 (a) to 7 (e) is the same as each item of FIGS. 3 (a) to 3 (e) of FIG. 3 described above.
　本実施の形態において、ブレーキ制御部４は、ブレーキ指令１Ａを取得後、最初にブレーキ２０を制御する場合、鉄道車両１００の速度が第１の速度以上のときは、第２の期間として規定された期間以上の長さで、制輪子１２を第２の圧力以上の圧力で車輪１３に押し付ける。ブレーキ制御部４において、以降の動作は図２の動作状態で示される動作と同様である。ブレーキ制御部４は、回生ブレーキによるブレーキ力が得られるまでの間、応答性の良いブレーキ２０によるブレーキ力によって鉄道車両１００を減速させるが、このとき、第２の期間として規定された期間以上、制輪子１２を第２の圧力以上の圧力で車輪１３に押し付ける。 In the present embodiment, when the brake control unit 4 first controls the brake 20 after acquiring the brake command 1A, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, it is defined as a second period. The brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure for a length equal to or longer than the second pressure. In the brake control unit 4, the subsequent operations are the same as the operations shown in the operating state of FIG. The brake control unit 4 decelerates the railroad vehicle 100 by the braking force of the responsive brake 20 until the braking force of the regenerative brake is obtained. At this time, the brake control unit 4 decelerates the railway vehicle 100 for a period specified as the second period or longer. The brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure.
　ブレーキ制御部４の動作を、フローチャートを用いて説明する。図８は、実施の形態２に係るブレーキ制御部４の動作を示すフローチャートである。ブレーキ制御部４は、ブレーキ指令部１からブレーキ指令１Ａを取得したか否かを判定する（ステップＳ２０１）。ブレーキ制御部４は、ブレーキ指令部１からブレーキ指令１Ａを取得していない場合（ステップＳ２０１：Ｎｏ）、ブレーキ指令部１からブレーキ指令１Ａを取得するまで待機する。ブレーキ制御部４は、ブレーキ指令部１からブレーキ指令１Ａを取得した場合（ステップＳ２０１：Ｙｅｓ）、ブレーキ２０によってブレーキ力が得られるように制御を行う。具体的には、ブレーキ制御部４は、制輪子１２に第２の圧力以上の圧力がかかるように、すなわちＢＣ圧が第２の圧力以上の圧力になるように制御する（ステップＳ２０２）。 The operation of the brake control unit 4 will be described using a flowchart. FIG. 8 is a flowchart showing the operation of the brake control unit 4 according to the second embodiment. The brake control unit 4 determines whether or not the brake command 1A has been acquired from the brake command unit 1 (step S201). When the brake command unit 4 has not acquired the brake command 1A from the brake command unit 1 (step S201: No), the brake control unit 4 waits until the brake command 1A is acquired from the brake command unit 1. When the brake command 1A is acquired from the brake command unit 1 (step S201: Yes), the brake control unit 4 controls so that the brake force is obtained by the brake 20. Specifically, the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S202).
　ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上か否かを判定する（ステップＳ２０３）。ブレーキ制御部４は、鉄道車両１００の速度が第１の速度未満の場合（ステップＳ２０３：Ｎｏ）、動作を終了する。ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上の場合（ステップＳ２０３：Ｙｅｓ）、ＢＣ圧を第２の圧力以上の圧力にしてから第２の期間経過したか否かを判定する（ステップＳ２０４）。ブレーキ制御部４は、ＢＣ圧を第２の圧力以上の圧力にしてから第２の期間経過していない場合（ステップＳ２０４：Ｎｏ）、ＢＣ圧を第２の圧力以上の圧力にしてから第２の期間経過するまで待機する。ブレーキ制御部４は、ＢＣ圧を第２の圧力以上の圧力にしてから第２の期間経過した場合（ステップＳ２０４：Ｙｅｓ）、回生ブレーキ制御部５を制御して、回生ブレーキによって所望のブレーキ力が得られるようになったか否かを判定する（ステップＳ２０５）。 The brake control unit 4 determines whether or not the speed of the railway vehicle 100 is equal to or higher than the first speed (step S203). When the speed of the railroad vehicle 100 is less than the first speed (step S203: No), the brake control unit 4 ends the operation. When the speed of the railroad vehicle 100 is equal to or higher than the first speed (step S203: Yes), the brake control unit 4 determines whether or not a second period has elapsed since the BC pressure was changed to the pressure equal to or higher than the second pressure. (Step S204). When the second period has not elapsed since the BC pressure was set to the pressure equal to or higher than the second pressure (step S204: No), the brake control unit 4 sets the BC pressure to the pressure equal to or higher than the second pressure and then sets the BC pressure to the second pressure or higher. Wait until the period of When the second period elapses after the BC pressure is set to the pressure equal to or higher than the second pressure (step S204: Yes), the brake control unit 4 controls the regenerative brake control unit 5 to obtain a desired braking force by the regenerative brake. Is determined (step S205).
　ブレーキ制御部４は、回生ブレーキによって所望のブレーキ力が得られていない場合（ステップＳ２０５：Ｎｏ）、回生ブレーキによって所望のブレーキ力が得られるまで待機する。ブレーキ制御部４は、回生ブレーキによって所望のブレーキ力が得られた場合（ステップＳ２０５：Ｙｅｓ）、制輪子１２に初込め圧である第１の圧力がかかるように、すなわちＢＣ圧が初込め圧になるように制御する（ステップＳ２０６）。ブレーキ制御部４は、鉄道車両１００の速度が、第１の速度よりも遅い第２の速度以上か否かを判定する（ステップＳ２０７）。ブレーキ制御部４は、鉄道車両１００の速度が第２の速度以上の場合（ステップＳ２０７：Ｙｅｓ）、鉄道車両１００の速度が第２の速度未満になるまで待機する。ブレーキ制御部４は、鉄道車両１００の速度が第２の速度未満の場合（ステップＳ２０７：Ｎｏ）、回生ブレーキによる回生ブレーキ力を低下させる（ステップＳ２０８）。ブレーキ制御部４は、制輪子１２に第２の圧力以上の圧力がかかるように、すなわちＢＣ圧が第２の圧力以上の圧力になるように制御する（ステップＳ２０９）。 When the desired braking force is not obtained by the regenerative brake (step S205: No), the brake control unit 4 waits until the desired braking force is obtained by the regenerative brake. When the desired braking force is obtained by the regenerative brake (step S205: Yes), the brake control unit 4 applies the first pressure, which is the initial filling pressure, to the brake shoe 12, that is, the BC pressure is the initial filling pressure. (Step S206). The brake control unit 4 determines whether or not the speed of the railway vehicle 100 is equal to or higher than the second speed, which is slower than the first speed (step S207). When the speed of the railroad vehicle 100 is equal to or higher than the second speed (step S207: Yes), the brake control unit 4 waits until the speed of the railroad vehicle 100 becomes less than the second speed. When the speed of the railroad vehicle 100 is less than the second speed (step S207: No), the brake control unit 4 reduces the regenerative braking force by the regenerative brake (step S208). The brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S209).
　このように、ブレーキ制御部４は、鉄道車両１００の速度が第１の速度以上のときに、第２の圧力以上の圧力で規定された期間以上、車輪１３に制輪子１２を１回押し付けるブレーキ制御を行う。 As described above, the brake control unit 4 presses the brake shoe 12 against the wheel 13 once for a period specified by the pressure equal to or higher than the second pressure when the speed of the railroad vehicle 100 is equal to or higher than the first speed. Take control.
　ブレーキ制御部４は、前述のように、速度センサ３から速度信号３Ａを取得し、ブレーキ指令部１からブレーキ指令１Ａを取得し、応荷重装置２から応荷重信号２Ａを取得し、取得した各信号に基づいて所望のブレーキ力を算出し、ブレーキ制御を行う。そのため、ブレーキ制御部４は、図７に示すような制御を行う場合において、鉄道車両１００の速度が第１の速度以上のときにＢＣ圧が第２の圧力以上の圧力になる期間である第２の期間が規定された期間以上になるように制御することが可能である。 As described above, the brake control unit 4 acquires the speed signal 3A from the speed sensor 3, acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load receiving device 2, and obtains each of the acquired signals. The desired braking force is calculated based on the signal, and the brake is controlled. Therefore, when the brake control unit 4 performs the control as shown in FIG. 7, it is a period during which the BC pressure becomes the pressure equal to or higher than the second pressure when the speed of the railway vehicle 100 is equal to or higher than the first speed. It is possible to control the period of 2 to be greater than or equal to the specified period.
　なお、ブレーキ制御部４は、図７および図８に示すブレーキ制御を、鉄道車両１００の運用中、常に行うようにしてもよいし、実施の形態１のときと同様、鉄道車両１００の電源投入後に１回のみ行うようにしてもよいし、鉄道車両１００が運用されていない回送のときに行うようにしてもよい。また、ブレーキ制御部４は、図７および図８に示すブレーキ制御を、鉄道車両１００が備える台車毎に行うようにしてもよい。 The brake control unit 4 may always perform the brake control shown in FIGS. 7 and 8 during the operation of the railway vehicle 100, or the power of the railway vehicle 100 may be turned on as in the first embodiment. It may be performed only once later, or it may be performed when the railway vehicle 100 is not in operation. Further, the brake control unit 4 may perform the brake control shown in FIGS. 7 and 8 for each bogie included in the railway vehicle 100.
　以上説明したように、本実施の形態によれば、ブレーキ制御システム３０では、ブレーキ制御部４は、ブレーキ制御として、鉄道車両１００の速度が第１の速度以上のときに、第２の圧力以上の圧力で規定された期間以上、車輪１３に制輪子１２を１回押し付けることとした。この場合においても、ブレーキ制御部４は、実施の形態１と同様の効果を得ることができる。 As described above, according to the present embodiment, in the brake control system 30, the brake control unit 4 performs a second pressure or higher when the speed of the railroad vehicle 100 is equal to or higher than the first speed as brake control. It was decided to press the brake shoe 12 once against the wheel 13 for a period specified by the pressure of. Even in this case, the brake control unit 4 can obtain the same effect as that of the first embodiment.
　なお、実施の形態１および実施の形態２において同様の効果が得られるとしているが、制輪子１２の材質、車輪１３の材質、および制輪子１２と車輪１３との組み合わせによっては、効果が異なる場合も想定される。また、車輪１３において、既にレール上を滑走してフラットなどの滑走傷が発生している場合も想定される。このような場合、ブレーキ制御部４では、得られる効果に応じて、実施の形態１のブレーキ制御または実施の形態２のブレーキ制御を選択できることが好ましい。そのため、ブレーキ制御部４は、車輪１３に制輪子１２を押し付ける回数を多くすることを重視する場合には実施の形態１のブレーキ制御を行い、車輪１３に制輪子１２を押し付ける１回あたりの期間を長くすることを重視する場合には実施の形態２のブレーキ制御を行うようしてもよい。 It is said that the same effect can be obtained in the first and second embodiments, but the effect may differ depending on the material of the brake shoe 12, the material of the wheel 13, and the combination of the brake shoe 12 and the wheel 13. Is also assumed. It is also assumed that the wheels 13 have already slid on the rails and have gliding scratches such as flats. In such a case, it is preferable that the brake control unit 4 can select the brake control of the first embodiment or the brake control of the second embodiment according to the effect obtained. Therefore, the brake control unit 4 performs the brake control of the first embodiment when it is important to increase the number of times the brake shoe 12 is pressed against the wheel 13, and the period per time when the brake shoe 12 is pressed against the wheel 13. When it is important to lengthen the brakes, the brake control of the second embodiment may be performed.
実施の形態３．
　実施の形態１，２では、ブレーキ制御部４は、図３，４または図７，８に示すブレーキ制御を、鉄道車両１００の運用中、常に行うようにしてもよいし、鉄道車両１００の電源投入後の１回目のみ行うようにしてもよいし、鉄道車両１００が運用されていない回送中に行うようにしてもよいとしていた。実施の形態３では、ブレーキ制御部４は、車輪１３の踏面が鏡面化したことを検知した場合にブレーキ制御を行う。 Embodiment 3.
In the first and second embodiments, the brake control unit 4 may always perform the brake control shown in FIGS. 3 and 4 or 7 and 8 during the operation of the railway vehicle 100, or the power source of the railway vehicle 100. It may be performed only the first time after the introduction, or it may be performed during the forwarding when the railway vehicle 100 is not in operation. In the third embodiment, the brake control unit 4 performs brake control when it detects that the tread surface of the wheel 13 is mirrored.
　図９は、実施の形態３に係るブレーキ制御システム３０ａの構成例を示す図である。ブレーキ制御システム３０ａは、鉄道車両１００ａに搭載され、鉄道車両１００ａのブレーキ２０を制御するシステムである。ブレーキ制御システム３０ａは、ブレーキ指令部１と、応荷重装置２と、速度センサ３と、ブレーキ制御部４ａと、回生ブレーキ制御部５と、電空変換弁６と、元空気タンク７と、中継弁８と、圧力センサ９と、ブレーキシリンダ１０と、圧力センサ１１と、制輪子１２と、車輪１３と、画像センサ１４と、を備える。 FIG. 9 is a diagram showing a configuration example of the brake control system 30a according to the third embodiment. The brake control system 30a is a system mounted on the railway vehicle 100a and controls the brake 20 of the railway vehicle 100a. The brake control system 30a relays the brake command unit 1, the load-bearing device 2, the speed sensor 3, the brake control unit 4a, the regenerative brake control unit 5, the electropneumatic conversion valve 6, the source air tank 7, and the relay. A valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, a brake shoe 12, a wheel 13, and an image sensor 14 are provided.
　画像センサ１４は、車輪１３の踏面の状態を検出するセンサである。画像センサ１４は、検出結果として車輪１３の踏面の状態をブレーキ制御部４ａに出力する。なお、車輪１３の踏面の状態を検出するセンサについては、画像センサ１４以外のセンサ、例えば、振動センサなどを用いることが可能である。 The image sensor 14 is a sensor that detects the state of the tread surface of the wheel 13. The image sensor 14 outputs the state of the tread surface of the wheel 13 to the brake control unit 4a as a detection result. As the sensor for detecting the state of the tread surface of the wheel 13, a sensor other than the image sensor 14, for example, a vibration sensor can be used.
　ブレーキ制御部４ａは、取得部４１ａと、制御部４２ａと、記憶部４３と、を備える。取得部４１ａは、実施の形態１，２の取得部４１と同様の信号を取得するとともに、さらに画像センサ１４から車輪１３の踏面の状態を取得する。制御部４２ａは、実施の形態１，２の制御部４２と同様の機能を有するとともに、さらに、取得部４１ａで取得された車輪１３の踏面の状態に基づいて、車輪１３の踏面が鏡面化されているか否かを判定する機能を有する。制御部４２ａは、車輪１３の踏面が鏡面化されていると判定した場合、実施の形態１または実施の形態２で説明したブレーキ制御を行う。このように、ブレーキ制御部４ａは、画像センサ１４から取得した車輪１３の踏面の状態に基づいて、実施の形態１または実施の形態２で説明したブレーキ制御を行う。 The brake control unit 4a includes an acquisition unit 41a, a control unit 42a, and a storage unit 43. The acquisition unit 41a acquires the same signal as the acquisition unit 41 of the first and second embodiments, and further acquires the state of the tread surface of the wheel 13 from the image sensor 14. The control unit 42a has the same function as the control unit 42 of the first and second embodiments, and further, the tread surface of the wheel 13 is mirrored based on the state of the tread surface of the wheel 13 acquired by the acquisition unit 41a. It has a function to determine whether or not the wheel is used. When the control unit 42a determines that the tread surface of the wheel 13 is mirrored, the control unit 42a performs the brake control described in the first embodiment or the second embodiment. As described above, the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment based on the state of the tread surface of the wheel 13 acquired from the image sensor 14.
　図１０は、実施の形態３に係るブレーキ制御部４ａによるブレーキ制御を実施するか否かの判定処理を示すフローチャートである。ブレーキ制御部４ａは、検出結果として画像センサ１４から車輪１３の踏面の状態を取得する（ステップＳ３０１）。ブレーキ制御部４ａは、画像センサ１４から取得した車輪１３の踏面の状態に基づいて、車輪１３の踏面が鏡面化しているか否かを判定する（ステップＳ３０２）。ブレーキ制御部４ａは、車輪１３の踏面が鏡面化していると判定した場合（ステップＳ３０２：Ｙｅｓ）、実施の形態１または実施の形態２で説明したブレーキ制御を行う（ステップＳ３０３）。ブレーキ制御部４ａは、車輪１３の踏面が鏡面化していないと判定した場合（ステップＳ３０２：Ｎｏ）、動作を終了する。ブレーキ制御部４ａは、ステップＳ３０２：Ｎｏの場合は、図２に示すような通常のブレーキ制御を行う。 FIG. 10 is a flowchart showing a determination process of whether or not to execute the brake control by the brake control unit 4a according to the third embodiment. The brake control unit 4a acquires the state of the tread surface of the wheel 13 from the image sensor 14 as a detection result (step S301). The brake control unit 4a determines whether or not the tread surface of the wheel 13 is mirrored based on the state of the tread surface of the wheel 13 acquired from the image sensor 14 (step S302). When the brake control unit 4a determines that the tread surface of the wheel 13 is mirrored (step S302: Yes), the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment (step S303). When the brake control unit 4a determines that the tread surface of the wheel 13 is not mirrored (step S302: No), the brake control unit 4a ends the operation. In the case of step S302: No, the brake control unit 4a performs normal brake control as shown in FIG.
　なお、ブレーキ制御部４ａは、車輪１３の踏面が鏡面化されていると判定した場合、車輪１３の踏面が鏡面化されていない場合と比較して、ブレーキ２０によるブレーキの効きが悪くなることが予想される。そのため、ブレーキ制御部４ａは、実施の形態１または実施の形態２で説明したブレーキ制御を行う場合、鉄道車両１００ａを停止させる際にＢＣ圧を第２の圧力以上の圧力にするが、ＢＣ圧を第２の圧力以上の圧力にするタイミングを実施の形態１，２のときよりも早くしてもよい。ブレーキ制御部４ａは、車輪１３の踏面が鏡面化されていると判定した場合、ＢＣ圧を第２の圧力以上の圧力にするタイミングを実施の形態１，２のときよりも早くすることで、鉄道車両１００ａを確実に停止させることができる。 When the brake control unit 4a determines that the tread surface of the wheel 13 is mirrored, the braking effect of the brake 20 may be worse than when the tread surface of the wheel 13 is not mirrored. is expected. Therefore, when the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment, the BC pressure is set to a pressure equal to or higher than the second pressure when the railway vehicle 100a is stopped, but the BC pressure. May be set to a pressure equal to or higher than the second pressure earlier than in the first and second embodiments. When the brake control unit 4a determines that the tread surface of the wheel 13 is mirrored, the brake control unit 4a sets the BC pressure to a pressure equal to or higher than the second pressure earlier than in the first and second embodiments. The railroad vehicle 100a can be reliably stopped.
　以上説明したように、本実施の形態によれば、ブレーキ制御システム３０ａでは、ブレーキ制御部４ａは、制輪子１２が押し付けられる車輪１３の部分である踏面の状態を検出するセンサである画像センサ１４から、車輪１３の踏面が鏡面化している検出結果を取得した場合、実施の形態１または実施の形態２で説明したブレーキ制御を行うこととした。これにより、ブレーキ制御部４ａは、車輪１３の踏面が鏡面化した場合のみ実施の形態１または実施の形態２で説明したブレーキ制御を行うことで、実施の形態１，２と比較して処理負荷を低減することができる。 As described above, according to the present embodiment, in the brake control system 30a, the brake control unit 4a is an image sensor 14 which is a sensor for detecting the state of the tread, which is a portion of the wheel 13 on which the brake shoe 12 is pressed. Therefore, when the detection result that the tread surface of the wheel 13 is mirrored is acquired, the brake control described in the first embodiment or the second embodiment is performed. As a result, the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment only when the tread surface of the wheel 13 is mirrored, so that the processing load is increased as compared with the first and second embodiments. Can be reduced.
　以上の実施の形態に示した構成は、本発明の内容の一例を示すものであり、別の公知の技術と組み合わせることも可能であるし、本発明の要旨を逸脱しない範囲で、構成の一部を省略、変更することも可能である。 The configuration shown in the above-described embodiment shows an example of the content of the present invention, can be combined with another known technique, and is one of the configurations without departing from the gist of the present invention. It is also possible to omit or change the part.
　１　ブレーキ指令部、１Ａ　ブレーキ指令、２　応荷重装置、２Ａ　応荷重信号、３　速度センサ、３Ａ　速度信号、４，４ａ　ブレーキ制御部、４Ａ　回生パターン信号、４Ｂ　圧力制御信号、５　回生ブレーキ制御部、５Ａ　回生フィードバック信号、６　電空変換弁、６Ａ　空気信号、７　元空気タンク、７Ａ　圧縮空気、８　中継弁、８Ａ　ブレーキシリンダ圧、９，１１　圧力センサ、９Ａ，１１Ａ　フィードバック指令、１０　ブレーキシリンダ、１２　制輪子、１３　車輪、１４　画像センサ、２０　ブレーキ、３０，３０ａ　ブレーキ制御システム、４１，４１ａ　取得部、４２，４２ａ　制御部、４３　記憶部、１００，１００ａ　鉄道車両。 1 Brake command unit, 1A brake command, 2 load-bearing device, 2A load-bearing signal, 3 speed sensor, 3A speed signal, 4,4a brake control unit, 4A regenerative pattern signal, 4B pressure control signal, 5 regenerative brake control unit, 5A regenerative feedback signal, 6 electropneumatic conversion valve, 6A air signal, 7 source air tank, 7A compressed air, 8 relay valve, 8A brake cylinder pressure, 9,11 pressure sensor, 9A, 11A feedback command, 10 brake cylinder, 12 Wheel control element, 13 wheels, 14 image sensor, 20 brakes, 30, 30a brake control system, 41, 41a acquisition unit, 42, 42a control unit, 43 storage unit, 100, 100a railroad vehicle.

Claims (15)

  1. 　鉄道車両において、車輪に制輪子を押し付けて制動力を発生させるブレーキ制御装置であって、
    　ブレーキ指令を取得する取得部と、
    　前記ブレーキ指令を取得している間、少なくとも前記車輪に制動力を与えない第１の圧力を前記制輪子にかけ、前記鉄道車両の速度が第１の速度以上のときに、前記第１の圧力よりも大きい第２の圧力以上の圧力で前記車輪に前記制輪子を押し付けている期間の累積期間が規定された期間以上になるように、前記車輪に前記制輪子を押し付けるブレーキ制御を行う制御部と、
    　を備えることを特徴とするブレーキ制御装置。     A brake control device that generates braking force by pressing a brake shoe against a wheel in a railroad vehicle.
    The acquisition unit that acquires the brake command and
    While acquiring the brake command, at least a first pressure that does not give a braking force to the wheels is applied to the brake shoes, and when the speed of the railroad vehicle is equal to or higher than the first speed, the pressure is higher than the first pressure. A control unit that controls the brake to press the brake shoes against the wheels so that the cumulative period of the period during which the brake shoes are pressed against the wheels at a pressure equal to or higher than the second pressure is greater than or equal to the specified period. ,
    A brake control device characterized by being provided with.
  2. 　前記制御部は、前記鉄道車両の速度が前記第１の速度以上のときに、前記第２の圧力以上の圧力で前記車輪に前記制輪子を押し付ける制御を複数回行い、前記第２の圧力以上の圧力で前記車輪に前記制輪子を押し付けている複数の期間の前記累積期間が前記規定された期間以上になるよう前記ブレーキ制御を行う、
    　ことを特徴とする請求項１に記載のブレーキ制御装置。     When the speed of the railroad vehicle is equal to or higher than the first speed, the control unit controls the wheel brake shoes to be pressed against the wheels at a pressure equal to or higher than the second pressure a plurality of times to obtain the second pressure or higher. The brake control is performed so that the cumulative period of the plurality of periods in which the brake shoes are pressed against the wheels by the pressure of the above is equal to or longer than the specified period.
    The brake control device according to claim 1.
  3. 　前記制御部は、前記鉄道車両の速度が前記第１の速度以上の間、前記制輪子に前記第１の圧力をかけている期間が第１の期間になった場合、前記制輪子にかける圧力を前記第１の圧力から前記第２の圧力以上の圧力に変更して前記第２の圧力以上の圧力で前記車輪に前記制輪子を押し付け、前記第２の圧力以上の圧力で前記車輪に前記制輪子を押し付けている期間が第２の期間になった場合、前記制輪子にかける圧力を前記第２の圧力以上の圧力から前記第１の圧力に変更する制御を繰り返し行う、
    　ことを特徴とする請求項２に記載のブレーキ制御装置。     The control unit applies pressure to the brake shoes when the period of applying the first pressure to the brake shoes becomes the first period while the speed of the railroad vehicle is equal to or higher than the first speed. Is changed from the first pressure to a pressure equal to or higher than the second pressure, the brake shoes are pressed against the wheels at a pressure equal to or higher than the second pressure, and the brake shoes are pressed against the wheels at a pressure equal to or higher than the second pressure. When the period in which the brake shoes are pressed becomes the second period, the control of changing the pressure applied to the brake shoes from the pressure equal to or higher than the second pressure to the first pressure is repeatedly performed.
    The brake control device according to claim 2.
  4. 　前記制御部は、前記鉄道車両の速度が前記第１の速度以上のときに、前記第２の圧力以上の圧力で前記規定された期間以上、前記車輪に前記制輪子を１回押し付ける前記ブレーキ制御を行う、
    　ことを特徴とする請求項１に記載のブレーキ制御装置。     The control unit presses the brake shoes once against the wheels for a specified period or longer at a pressure equal to or higher than the second pressure when the speed of the railroad vehicle is equal to or higher than the first speed. I do,
    The brake control device according to claim 1.
  5. 　前記制御部は、前記車輪に前記制輪子を押し付けて得られる制動力である第１のブレーキ力と回生ブレーキによって得られる制動力である第２のブレーキ力とを併せたブレーキ力が所望のブレーキ力になるように、前記第１のブレーキ力および前記第２のブレーキ力を制御する、
    　ことを特徴とする請求項１から４のいずれか１つに記載のブレーキ制御装置。     The control unit has a desired brake having a braking force that is a combination of a first braking force, which is a braking force obtained by pressing the brake shoes against the wheels, and a second braking force, which is a braking force obtained by regenerative braking. The first braking force and the second braking force are controlled so as to be a force.
    The brake control device according to any one of claims 1 to 4, wherein the brake control device is characterized.
  6. 　前記制御部は、前記鉄道車両の電源投入後に１回のみ前記ブレーキ制御を行う、
    　ことを特徴とする請求項１から５のいずれか１つに記載のブレーキ制御装置。     The control unit performs the brake control only once after the power of the railway vehicle is turned on.
    The brake control device according to any one of claims 1 to 5, wherein the brake control device is characterized.
  7. 　前記制御部は、前記鉄道車両が回送のときに前記ブレーキ制御を行う、
    　ことを特徴とする請求項１から５のいずれか１つに記載のブレーキ制御装置。     The control unit performs the brake control when the railroad vehicle is forwarded.
    The brake control device according to any one of claims 1 to 5, wherein the brake control device is characterized.
  8. 　前記制御部は、前記制輪子が押し付けられる前記車輪の部分の状態を検出するセンサから前記車輪の部分が鏡面化している検出結果を取得した場合、前記ブレーキ制御を行う、
    　ことを特徴とする請求項１から５のいずれか１つに記載のブレーキ制御装置。     When the control unit acquires the detection result that the wheel portion is mirrored from the sensor that detects the state of the wheel portion on which the brake shoe is pressed, the control unit performs the brake control.
    The brake control device according to any one of claims 1 to 5, wherein the brake control device is characterized.
  9. 　前記制御部は、前記鉄道車両が備える台車毎に前記ブレーキ制御を行う、
    　ことを特徴とする請求項１から８のいずれか１つに記載のブレーキ制御装置。     The control unit performs the brake control for each bogie included in the railroad vehicle.
    The brake control device according to any one of claims 1 to 8, wherein the brake control device is characterized.
  10. 　鉄道車両において、車輪に制輪子を押し付けて制動力を発生させるブレーキ制御装置のブレーキ制御方法であって、
    　取得部が、ブレーキ指令を取得する第１のステップと、
    　制御部が、前記ブレーキ指令を取得している間、少なくとも前記車輪に制動力を与えない第１の圧力を前記制輪子にかけ、前記鉄道車両の速度が第１の速度以上のときに、前記第１の圧力よりも大きい第２の圧力以上の圧力で前記車輪に前記制輪子を押し付けている期間の累積期間が規定された期間以上になるように、前記車輪に前記制輪子を押し付けるブレーキ制御を行う第２のステップと、
    　を含むことを特徴とするブレーキ制御方法。     This is a brake control method for a brake control device that generates braking force by pressing a brake shoe against a wheel in a railway vehicle.
    The first step in which the acquisition unit acquires the brake command,
    While the control unit is acquiring the brake command, at least a first pressure that does not apply a braking force to the wheels is applied to the brake shoes, and when the speed of the railroad vehicle is equal to or higher than the first speed, the first pressure is applied. Brake control for pressing the brake shoes against the wheels so that the cumulative period of the period during which the brake shoes are pressed against the wheels at a pressure equal to or higher than the second pressure greater than the pressure of 1 is equal to or longer than the specified period. The second step to do and
    A brake control method comprising.
  11. 　前記第２のステップにおいて、前記制御部は、前記鉄道車両の速度が前記第１の速度以上のときに、前記第２の圧力以上の圧力で前記車輪に前記制輪子を押し付ける制御を複数回行い、前記第２の圧力以上の圧力で前記車輪に前記制輪子を押し付けている複数の期間の前記累積期間が前記規定された期間以上になるよう前記ブレーキ制御を行う、
    　ことを特徴とする請求項１０に記載のブレーキ制御方法。     In the second step, when the speed of the railroad vehicle is equal to or higher than the first speed, the control unit performs a plurality of controls to press the brake shoes against the wheels with a pressure equal to or higher than the second pressure. The brake control is performed so that the cumulative period of the plurality of periods in which the brake shoes are pressed against the wheels at a pressure equal to or higher than the second pressure is equal to or longer than the specified period.
    The brake control method according to claim 10.
  12. 　前記第２のステップにおいて、前記制御部は、前記鉄道車両の速度が前記第１の速度以上の間、前記制輪子に前記第１の圧力をかけている期間が第１の期間になった場合、前記制輪子にかける圧力を前記第１の圧力から前記第２の圧力以上の圧力に変更して前記第２の圧力以上の圧力で前記車輪に前記制輪子を押し付け、前記第２の圧力以上の圧力で前記車輪に前記制輪子を押し付けている期間が第２の期間になった場合、前記制輪子にかける圧力を前記第２の圧力以上の圧力から前記第１の圧力に変更する制御を繰り返し行う、
    　ことを特徴とする請求項１１に記載のブレーキ制御方法。     In the second step, when the control unit applies the first pressure to the brake shoes while the speed of the railroad vehicle is equal to or higher than the first speed is the first period. The pressure applied to the brake shoe is changed from the first pressure to a pressure equal to or higher than the second pressure, and the brake shoe is pressed against the wheel with a pressure equal to or higher than the second pressure to obtain the second pressure or higher. When the period during which the brake shoe is pressed against the wheel by the pressure of is the second period, the control for changing the pressure applied to the brake shoe from the pressure equal to or higher than the second pressure to the first pressure is controlled. Repeat
    11. The brake control method according to claim 11.
  13. 　前記第２のステップにおいて、前記制御部は、前記鉄道車両の速度が前記第１の速度以上のときに、前記第２の圧力以上の圧力で前記規定された期間以上、前記車輪に前記制輪子を１回押し付ける前記ブレーキ制御を行う、
    　ことを特徴とする請求項１０に記載のブレーキ制御方法。     In the second step, when the speed of the railroad vehicle is equal to or higher than the first speed, the control unit attaches the brake shoes to the wheels for a specified period or longer at a pressure equal to or higher than the second pressure. The brake control is performed by pressing once.
    The brake control method according to claim 10.
  14. 　前記第２のステップにおいて、前記制御部は、前記車輪に前記制輪子を押し付けて得られる制動力である第１のブレーキ力と回生ブレーキによって得られる制動力である第２のブレーキ力とを併せたブレーキ力が所望のブレーキ力になるように、前記第１のブレーキ力および前記第２のブレーキ力を制御する、
    　ことを特徴とする請求項１０から１３のいずれか１つに記載のブレーキ制御方法。     In the second step, the control unit combines the first braking force, which is the braking force obtained by pressing the brake shoe against the wheel, and the second braking force, which is the braking force obtained by the regenerative braking. The first braking force and the second braking force are controlled so that the braking force becomes a desired braking force.
    The brake control method according to any one of claims 10 to 13, wherein the brake control method is characterized.
  15. 　前記第２のステップにおいて、前記制御部は、前記鉄道車両の電源投入後に１回のみ前記ブレーキ制御を行う、
    　ことを特徴とする請求項１０から１４のいずれか１つに記載のブレーキ制御方法。     In the second step, the control unit performs the brake control only once after the power of the railway vehicle is turned on.
    The brake control method according to any one of claims 10 to 14, characterized in that.
PCT/JP2019/042140 2019-10-28 2019-10-28 Brake control device and brake control method WO2021084576A1 (en)

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WO2023131988A1 (en) * 2022-01-04 2023-07-13 三菱電機株式会社 Wheel tread roughness estimation device and wheel tread roughness estimation method

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WO2023021677A1 (en) * 2021-08-20 2023-02-23 三菱電機株式会社 Brake control device and brake control method
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WO2023131988A1 (en) * 2022-01-04 2023-07-13 三菱電機株式会社 Wheel tread roughness estimation device and wheel tread roughness estimation method
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