WO2021084576A1 - ブレーキ制御装置およびブレーキ制御方法 - Google Patents

ブレーキ制御装置およびブレーキ制御方法 Download 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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WIPO (PCT)
Prior art keywords
brake
pressure
brake control
control unit
equal
Prior art date
Application number
PCT/JP2019/042140
Other languages
English (en)
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 DE112019007843.7T priority Critical patent/DE112019007843B4/de
Priority to JP2021553898A priority patent/JP7012912B2/ja
Priority to PCT/JP2019/042140 priority patent/WO2021084576A1/ja
Publication of WO2021084576A1 publication Critical patent/WO2021084576A1/ja

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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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
PCT/JP2019/042140 2019-10-28 2019-10-28 ブレーキ制御装置およびブレーキ制御方法 WO2021084576A1 (ja)

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DE112019007843.7T DE112019007843B4 (de) 2019-10-28 2019-10-28 Bremsensteuerungseinrichtung und bremsensteuerungsverfahren
JP2021553898A JP7012912B2 (ja) 2019-10-28 2019-10-28 ブレーキ制御装置およびブレーキ制御方法
PCT/JP2019/042140 WO2021084576A1 (ja) 2019-10-28 2019-10-28 ブレーキ制御装置およびブレーキ制御方法

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WO2023021677A1 (ja) * 2021-08-20 2023-02-23 三菱電機株式会社 ブレーキ制御装置およびブレーキ制御方法
WO2023131988A1 (ja) * 2022-01-04 2023-07-13 三菱電機株式会社 車輪踏面粗さ推定装置および車輪踏面粗さ推定方法
WO2025004146A1 (ja) * 2023-06-26 2025-01-02 三菱電機株式会社 ブレーキ制御装置およびブレーキ制御方法

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JPWO2024195094A1 (enrdf_load_stackoverflow) * 2023-03-23 2024-09-26

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JPH08205319A (ja) * 1995-01-24 1996-08-09 Mitsubishi Electric Corp 列車自動運転装置
JPH11351842A (ja) * 1998-06-12 1999-12-24 East Japan Railway Co 車輪形状計測装置
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WO2023021677A1 (ja) * 2021-08-20 2023-02-23 三菱電機株式会社 ブレーキ制御装置およびブレーキ制御方法
JPWO2023021677A1 (enrdf_load_stackoverflow) * 2021-08-20 2023-02-23
JP7362002B2 (ja) 2021-08-20 2023-10-16 三菱電機株式会社 ブレーキ制御装置およびブレーキ制御方法
WO2023131988A1 (ja) * 2022-01-04 2023-07-13 三菱電機株式会社 車輪踏面粗さ推定装置および車輪踏面粗さ推定方法
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WO2025004146A1 (ja) * 2023-06-26 2025-01-02 三菱電機株式会社 ブレーキ制御装置およびブレーキ制御方法

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DE112019007843T5 (de) 2022-07-07

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