WO2024195094A1 - 鉄道車両用ブレーキ制御装置 - Google Patents

鉄道車両用ブレーキ制御装置 Download PDF

Info

Publication number
WO2024195094A1
WO2024195094A1 PCT/JP2023/011430 JP2023011430W WO2024195094A1 WO 2024195094 A1 WO2024195094 A1 WO 2024195094A1 JP 2023011430 W JP2023011430 W JP 2023011430W WO 2024195094 A1 WO2024195094 A1 WO 2024195094A1
Authority
WO
WIPO (PCT)
Prior art keywords
deceleration
target value
brake
correction
railway vehicle
Prior art date
Application number
PCT/JP2023/011430
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
俊平 小野寺
悦司 松山
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 JP2025508059A priority Critical patent/JPWO2024195094A1/ja
Priority to PCT/JP2023/011430 priority patent/WO2024195094A1/ja
Publication of WO2024195094A1 publication Critical patent/WO2024195094A1/ja

Links

Images

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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types

Definitions

  • This disclosure relates to a brake control device used in railway vehicles.
  • Railroad vehicles are equipped with braking systems that apply braking by pressing friction material against a rotating body that rotates while the railroad vehicle is moving, such as wheels or braking members that rotate integrally with the wheels.
  • braking systems when no braking force is being generated by the friction material, a control method is known in which a constant minute pressure is applied to the brake cylinder to bring the friction material closer to the rotating body. Examples include snow-resistant braking control and initial loading control.
  • Snow-resistant brake control is a control that applies a preset minute pressure to the brake cylinder to bring the friction material closer to the rotating body in order to prevent ice and snow from getting between the friction material and the rotating body that rotates when the railway vehicle is traveling. Snow-resistant brake control prevents ice and snow from getting between the friction material and the rotating body, and can suppress a decrease in the frictional force of the friction material and a decrease in braking force.
  • the pre-loading control is a control that applies a preset minute pressure to the brake cylinder during regenerative braking to bring the friction material closer to the rotating body that rotates when the railway vehicle is moving, with the aim of improving the responsiveness of the mechanical brake. This allows the mechanical brake to be applied immediately even in cases where the regenerative brake cannot be used, such as when regenerative braking has failed.
  • Patent Document 1 discloses a brake controller that controls a mechanical brake device so that the friction material is brought close to the wheel when an initial loading control command is received.
  • Patent Document 1 in the control of bringing the friction material close to the rotating body that rotates when the railway vehicle is traveling, depending on the usage state of the mechanical brake device, such as the brake cylinder or friction material, the friction material and the rotating body may come into contact, and a mechanical braking force, which is a braking force caused by the mechanical brake device, may be generated on the railway vehicle.
  • the mechanical brake device such as the brake cylinder or friction material
  • the present disclosure has been made in consideration of the above, and aims to provide a brake control device for railway vehicles that can prevent mechanical braking force from being generated in railway vehicles.
  • the railway vehicle brake control device disclosed herein is a brake control device that controls a mechanical brake device that obtains braking force by pressing a friction material against a rotating body that rotates while the railway vehicle is traveling, and includes an output target value calculation unit that calculates a minute output target value, which is a target value of the minute pressing force of the friction material, in response to a proximity control signal that is a control signal that brings the friction material closer to the rotating body without generating a deceleration force on the railway vehicle, and a correction control unit that receives the proximity control signal, and corrects the minute output target value to be lowered if the actual deceleration is greater than the target deceleration based on a target deceleration that is the deceleration targeted by the railway vehicle and an actual deceleration that is the actual deceleration of the railway vehicle acquired by a deceleration acquisition means, and outputs the corrected minute output target value to the mechanical brake device.
  • the disclosed railway vehicle brake control device has the effect of suppressing the generation of mechanical braking force in railway vehicles.
  • FIG. 1 is a diagram showing an example of the configuration of a railway vehicle brake control device according to a first embodiment
  • 2 is a diagram showing an example of a case where a processing circuit provided in the railway vehicle brake control device according to the first embodiment is realized by a processor and a memory.
  • FIG. FIG. 2 is a diagram showing an example in which a processing circuit provided in the railway vehicle brake control device according to the first embodiment is configured with dedicated hardware.
  • 4 is a flowchart showing the operation of the railway vehicle brake control device according to the first embodiment.
  • 10 is a flowchart showing the operation of the railway vehicle brake control device according to the second embodiment.
  • the railway vehicle brake control device may be abbreviated to brake control device and the railway vehicle may be abbreviated to vehicle.
  • the mechanical brake device will be described using a wheel tread brake that generates a mechanical braking force by pressing a friction material against the wheel with compressed air, but is not limited to this.
  • braking force examples include a disk brake that generates a mechanical braking force by pressing a friction material against a braking member that rotates integrally with the wheel, and an electric brake that generates a braking force by electrically operating a friction material rather than compressed air.
  • Embodiment 1. 1 is a diagram showing an example of the configuration of a railway vehicle brake control device 1 according to a first embodiment of the present disclosure.
  • the brake control device 1 is configured with a target brake force calculation unit 11, an output target value calculation unit 12, and a correction control unit 13.
  • a vehicle equipped with the brake control device 1 is configured with a brake setter 51, an air spring pressure detection device 52, a mechanical brake device 54, and a deceleration acquisition means 55.
  • the mechanical brake device 54 is equipped with a friction material 541 and a friction material control unit 542 that controls the movement of the friction material. Note that the brake setter 51, the air spring pressure detection device 52, the mechanical brake device 54, and the deceleration acquisition means 55 do not need to be provided in the same vehicle as the brake control device 1, and may be provided in any one of the trains.
  • the brake control device 1 calculates a target brake force BF for decelerating the vehicle based on the brake command acquired from the brake setter 51 and the AS pressure, which is the pressure value of the air inside the air spring supporting the vehicle body, acquired from the air spring pressure detection device 52. In order to generate the target brake force BF in the vehicle, the brake control device 1 calculates an output target value BC, which is a target value of the force pressing the friction material 541 of the mechanical brake device 54 against the wheel, and outputs the calculated output target value BC to the mechanical brake device 54.
  • the brake control device 1 calculates a minute output target value BCm, which is a target value of the minute pressing force pressing the friction material 541 against the wheel, and outputs the calculated minute output target value BCm to the mechanical brake device 54.
  • the mechanical brake device 54 controls and operates the friction material 541 according to the output target value BC or the minute output target value BCm calculated by the brake control device 1.
  • the brake control device 1 of the first embodiment acquires the actual deceleration, which is the actual deceleration of the vehicle acquired by the deceleration acquisition means 55, and the target deceleration indicated by the brake command, and performs a correction to lower the micro output target value BCm if the actual deceleration is greater than the target deceleration.
  • the brake setter 51 is provided in the cab and is operated by the driver to output a target deceleration ⁇ , which is a target value for the vehicle's deceleration, as a brake command to the brake control device 1.
  • the brake command indicates one of a number of target decelerations that are determined according to the operation of the brake setter 51.
  • the air spring pressure detection device 52 outputs the AS pressure, which is the pressure value of the internal air of an air spring that is provided, for example, on a bogie and supports the car body, to the brake control device 1.
  • the output target value calculation unit 12 calculates the output target value BC, which is the target value of the pressing force of the friction material 541 of the mechanical brake device 54, based on the target braking force BF calculated by the target braking force calculation unit 11.
  • a proximity control signal which is a control signal for moving the friction material 541 closer to the wheel
  • the output target value calculation unit 12 calculates the minute output target value BCm, which is the target value of the minute pressing force of the friction material 541 that is preset to cause the friction material 541 to operate minutely, as the output target value.
  • the output target value BC or the minute output target value BCm is the target brake cylinder pressure, which is the target value of the pressure of the air supplied to the brake cylinder. Then, the output target value calculation unit 12 outputs the calculated output target value BC or the minute output target value BCm to the correction control unit 13.
  • the brake control device 1 When a brake command is issued to generate a mechanical brake force on the vehicle to brake the vehicle, the brake control device 1 operates the mechanical brake device 54 based on the output target value BC calculated according to the target brake force BF.
  • the output target value calculation unit 12 calculates the minute output target value BCm according to the proximity control signal, and outputs the minute output target value BCm to the correction control unit 13.
  • the proximity control signal is a control signal that is output from the proximity control setting unit and controls the friction material 541 of the mechanical brake device 54 to approach the vehicle wheels without generating a deceleration force.
  • it is a control signal such as a snow-resistant brake control command or an initial loading control command.
  • proximity in this disclosure is defined to not include contact.
  • the proximity control setting unit may be, for example, a switch, a command line such as a wiring circuit breaker, a train information management device, a regenerative brake control unit, or a power conversion device control unit, and may be located anywhere within the vehicle.
  • the deceleration acquisition means 55 is a means for acquiring the actual deceleration ⁇ , which is the actual deceleration of the vehicle, and is, for example, an acceleration sensor attached to the brake control device 1.
  • the deceleration acquisition means 55 may be a speed sensor other than an acceleration sensor.
  • the actual vehicle speed V may be acquired multiple times using the speed sensor, and the actual deceleration ⁇ may be calculated by dividing the speed change ⁇ V by time ⁇ t.
  • the deceleration acquisition means 55 may be attached to the brake control device 1 or the shaft of a rotating body that rotates when the vehicle is traveling, or it may be attached to either the train.
  • the correction control unit 13 includes a determination unit 132 and a correction unit 133.
  • the determination unit 132 determines whether or not a proximity control signal has been input from a proximity control setting unit (not shown). If a proximity control signal has been input, the determination unit 132 acquires the target deceleration ⁇ , which is the target value of the vehicle deceleration, from the brake setter 51 and the actual deceleration ⁇ , which is the actual vehicle deceleration, from the deceleration acquisition means 55, and determines whether or not correction is required for the minute output target value BCm calculated by the output target value calculation unit 12, and outputs the determination result to the correction unit 133.
  • the determination unit 132 acquires the deceleration caused by the route on which the vehicle is traveling when driving as the target deceleration ⁇ , which is the target value of the vehicle deceleration.
  • the correction unit 133 acquires the micro output target value BCm calculated by the output target value calculation unit 12 and the judgment result of the judgment unit 132. If the judgment result of the judgment unit 132 determines that correction is necessary, the correction unit 133 corrects the micro output target value BCm based on the judgment result of the judgment unit 132, and outputs the corrected micro output target value BCm to the mechanical brake device 54.
  • the correction amount of the micro output target value BCm may be a preset value, or may be calculated based on the difference between the target deceleration ⁇ and the actual deceleration ⁇ . Furthermore, if the judgment result of the judgment unit 132 determines that correction is unnecessary, the correction unit 133 outputs the micro output target value BCm to the mechanical brake device 54 without performing correction.
  • the mechanical brake device 54 includes a friction material 541 and a friction material control unit 542.
  • the mechanical brake device 54 controls the friction material 541 according to the micro-output target value BCm or the output target value BC output from the correction control unit 13 of the brake control device 1, and adjusts the distance between the friction material 541 and the wheel or the pressing force that the friction material 541 applies to the wheel.
  • the mechanical brake device 54 applies a mechanical braking force to the wheel by applying the friction material 541 to the wheel.
  • the mechanical brake device 54 is a brake that mechanically brakes the wheel by controlling and operating the friction material 541 using air pressure, hydraulic pressure, electricity, or the like according to the micro-output target value BCm, and is, for example, a wheel tread brake, a disc brake, an electric brake, or the like.
  • the friction material control unit 542 controls the movement of the friction material 541 according to the micro output target value BCm output from the correction control unit 13 of the brake control device 1.
  • the friction material control unit 542 outputs compressed air obtained by compressing air in an air reservoir (not shown) by controlling control valves such as an electro-pneumatic conversion valve and a relay valve (not shown) according to the target brake cylinder pressure, which is the target micro-output value BCm.
  • the friction material control unit 542 then operates an operating member such as a brake cylinder according to the magnitude of the compressed air, and operates the friction material 541 in conjunction with the operating member.
  • the friction material control unit 542 outputs power by controlling an electric motor (not shown) according to the micro output target value BCm. Then, the friction material control unit 542 operates an action member such as a linear motion conversion mechanism that converts the power into linear motion via a reduction mechanism or the like, and operates the friction material 541 in conjunction with the action member.
  • an electric motor not shown
  • the friction material control unit 542 operates an action member such as a linear motion conversion mechanism that converts the power into linear motion via a reduction mechanism or the like, and operates the friction material 541 in conjunction with the action member.
  • the friction material 541 is controlled by the friction material control unit 542 and is pressed against the wheel to apply a braking force, i.e., a braking force, to the wheel.
  • the friction material 541 is, for example, a brake shoe that presses against the wheel tread, or a brake pad that presses against a braking member that rotates together with the wheel, etc.
  • FIG. 2 is a diagram showing an example of the configuration of the processing circuit 90 when the processing circuit provided in the railway vehicle brake control device 1 according to the first embodiment is realized by a processor 91 and a memory 92.
  • the processing circuit 90 shown in FIG. 2 is a control circuit and includes a processor 91 and a memory 92.
  • each function of the processing circuit 90 is realized by software, firmware, or a combination of software and firmware.
  • the software or firmware is described 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.
  • the processing circuit 90 includes a memory 92 for storing a program that will result in the processing of the brake control device 1 being executed.
  • This program can also be said to be a program for causing the brake control device 1 to execute each function realized by the processing circuit 90.
  • This program may be provided by a storage medium in which the program is stored, or by other means such as a communication medium.
  • the processor 91 is, for example, a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor).
  • the memory 92 is, for example, a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable ROM), or an EEPROM (registered trademark) (Electrically EPROM), a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, or a DVD (Digital Versatile Disc).
  • FIG. 3 is a diagram showing an example of a case where the processing circuit 93 provided in the railway vehicle brake control device 1 according to the first embodiment is configured with dedicated hardware.
  • the processing circuit 93 shown in FIG. 3 corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination of these.
  • the processing circuit 93 may be partially realized with dedicated hardware and partially realized with software or firmware. In this way, the processing circuit 93 can realize each function by dedicated hardware, software, firmware, or a combination of these.
  • Figure 4 is a flowchart showing the operation of the correction control unit 13 of the railway vehicle brake control device 1 according to the first embodiment.
  • the determination unit 132 of the correction control unit 13 first determines whether or not a proximity control signal has been input in order to start correction control (step S11). If a proximity control signal has been input (step S11: Yes), the determination unit 132 outputs the micro output target value BCm according to the proximity control signal to the mechanical brake device 54 (step S12). As a result, the friction material control unit 542 of the mechanical brake device 54 controls the friction material 541 according to the micro output target value BCm, and the friction material 541 moves in a direction approaching the wheel, bringing the friction material 541 and the wheel into close proximity. If the determination unit 132 has not received a proximity control signal (step S11: No), it does not correct the micro output target value BCm and outputs the output target value BC calculated by the output target value calculation unit 12.
  • the judgment unit 132 of the correction control unit 13 acquires the target deceleration ⁇ indicating the target value of the vehicle deceleration from the brake setter 51, and the actual deceleration ⁇ , which is the actual vehicle deceleration, from the deceleration acquisition means 55 (step S13), and judges whether or not a correction is required for the micro-output target value BCm based on the target deceleration ⁇ and the actual deceleration ⁇ (step S14).
  • the judgment unit 132 judges that a mechanical braking force is being generated even though the vehicle is not in a state where a mechanical braking force is being generated by the brake command, and judges that a correction is required to lower the micro-output target value BCm so as to move the friction material 541 in a direction away from the wheels (step S14: Yes).
  • the target deceleration ⁇ is not output from the brake setter 51, that is, when there is no brake command (for example, when coasting)
  • the target deceleration ⁇ is set to the deceleration caused by the route on which the vehicle is traveling when driving, and when the actual deceleration ⁇ is greater than the deceleration caused by the route on which the vehicle is traveling when driving, it may be determined that a mechanical braking force is occurring, and a correction is required to lower the micro-output target value BCm so as to move the friction material 541 in a direction away from the wheels.
  • the correction unit 133 performs a correction to lower the micro-output target value BCm so as to move the friction material 541 in a direction away from the wheel, and outputs the corrected micro-output target value BCm to the mechanical brake device 54 (step S15).
  • the friction material control unit 542 of the mechanical brake device 54 controls the friction material 541 according to the corrected micro-output target value BCm output from the correction unit 133, and the friction material 541 moves in a direction away from the wheel.
  • the determination unit 132 of the correction control unit 13 acquires the target deceleration ⁇ and the actual deceleration ⁇ (step S13), and determines whether or not correction of the micro-output target value BCm is necessary based on the target deceleration ⁇ and the actual deceleration ⁇ (step S14). Steps S13 to S15 are repeatedly executed until the actual deceleration ⁇ becomes equal to or less than the target deceleration ⁇ . If the actual deceleration ⁇ is equal to or less than the target deceleration ⁇ , the determination unit 132 determines that no mechanical braking force is being generated by the mechanical brake device 54, and determines that correction of the micro-output target value BCm is unnecessary (step S14: No). Then, the correction unit 133 of the correction control unit 13 does not correct the micro-output target value BCm based on the determination result of the determination unit 132, and outputs the micro-output target value BCm to the mechanical brake device 54.
  • the brake control device 1 when a proximity control signal is input, the brake control device 1 performs a correction based on the target deceleration ⁇ and the actual deceleration ⁇ to lower the micro output target value BCm so as to move the friction material 541 away from the wheel when the actual deceleration ⁇ is greater than the target deceleration ⁇ .
  • This makes it possible for the brake control device 1 to suppress the generation of mechanical braking force in the railway vehicle during proximity control that brings the friction material 541 closer to a rotating body that rotates when the vehicle is traveling.
  • contact between the friction material 541 and the rotating body is suppressed, and wear of the friction material 541 can be suppressed.
  • suppressing the generation of mechanical braking force in the railway vehicle means suppressing the mechanical braking force generated in the railway vehicle in a situation in which mechanical braking force is not generated, regardless of the presence or absence of a brake command.
  • Embodiment 2 In the first embodiment, only when the actual deceleration ⁇ is greater than the target deceleration ⁇ , that is, only when a mechanical brake force is being generated despite the state in which the mechanical brake force is not being generated in the vehicle by the brake command, a correction is performed to lower the small output target value BCm so as to move the friction material 541 in a direction away from the wheel.
  • the proximity control for bringing the friction material 541 of the mechanical brake device 54 closer to the wheel it is preferable to make the distance between the friction material 541 and the wheel as narrow as possible, but when the actual deceleration ⁇ is equal to or less than the target deceleration ⁇ , it is possible that the friction material 541 and the wheel are too far apart. Therefore, in the second embodiment, the correction when the actual deceleration ⁇ is equal to or less than the target deceleration ⁇ will be described, taking into consideration the possibility that the friction material 541 of the mechanical brake device 54 is too far apart from the wheel.
  • the configuration of the brake control device 1 and the railway vehicle equipped with the brake control device 1 are the same as those in the first embodiment. Explanations of content that overlaps with the first embodiment will be omitted as appropriate, and differences will be explained.
  • the determination unit 132 of the correction control unit 13 has a target deceleration exceedance count N, which is the number of times that the actual deceleration ⁇ is determined to be greater than the target deceleration ⁇ .
  • the initial value of the target deceleration exceedance count N is set to zero, and the value is incremented by 1 each time the actual deceleration ⁇ is determined to be greater than the target deceleration ⁇ .
  • the target deceleration exceedance count N may be substituted with a flag or the like.
  • FIG. 5 is a flowchart showing the operation of the correction control unit 13 of the railway vehicle brake control device 1 according to the second embodiment. Among the steps shown in FIG. 5, the same operations as those shown in FIG. 4 are denoted by the same reference numerals. Note that the operations up to steps S11 and S12 are the same as those in the first embodiment, and therefore will not be described.
  • the determination unit 132 of the correction control unit 13 outputs the minute output target value BCm to the mechanical brake device 54, and then initializes the number of times N that the target deceleration is exceeded to an initial value (step S21).
  • the determination unit 132 then obtains the target deceleration ⁇ , which is the target value of the vehicle deceleration, from the brake setter 51, and the actual deceleration ⁇ , which is the actual vehicle deceleration, from the deceleration acquisition means 55 (step S13).
  • the determination unit 132 of the correction control unit 13 determines whether or not a correction is required for the micro-output target value BCm based on the target deceleration ⁇ and the actual deceleration ⁇ (step S14). If the actual deceleration ⁇ is greater than the target deceleration ⁇ , the determination unit 132 determines that a mechanical brake force is being generated even though the vehicle is not in a state in which mechanical brake force is being generated by the brake command, and determines that a correction is required to lower the micro-output target value BCm so as to move the friction material 541 in a direction away from the wheels (step S14: Yes). At that time, the target deceleration exceedance number N is added by 1 (step S22).
  • the correction unit 133 of the correction control unit 13 performs a correction to lower the micro-output target value BCm so as to move the friction material 541 in a direction away from the wheels based on the determination result of the determination unit 132, and outputs the corrected micro-output target value BCm to the mechanical brake device 54 (step S15).
  • the friction material control unit 542 of the mechanical brake device 54 controls the friction material 541 according to the corrected micro output target value BCm output from the correction unit 133, and the friction material 541 moves in a direction away from the wheel.
  • the determination unit 132 again obtains the target deceleration ⁇ and the actual deceleration ⁇ (step S13), and determines whether or not a correction to the micro-output target value BCm is required based on the target deceleration ⁇ and the actual deceleration ⁇ (step S14).
  • the target deceleration ⁇ When the target deceleration ⁇ is not output from the brake setter 51, that is, when there is no brake command (for example, during coasting), the target deceleration ⁇ may be set to the deceleration caused by the route along which the vehicle is traveling when the vehicle is being driven, and when the actual deceleration ⁇ is greater than the deceleration caused by the route along which the vehicle is traveling when the vehicle is being driven, it may be determined that a mechanical braking force is being generated, and a correction to lower the micro-output target value BCm may be required to move the friction material 541 in a direction away from the wheels.
  • step S23 the judgment unit 132 of the correction control unit 13 judges whether the target deceleration exceedance count N is the initial value or not (step S23). If the target deceleration exceedance count N is the initial value, the actual deceleration ⁇ has never exceeded the target deceleration ⁇ and no correction has been made, so it is determined that there is a possibility that the friction material and the wheel are too far apart, and it is determined that a correction is necessary to increase the micro-output target value BCm so as to move the friction material 541 in a direction to move closer to the wheel (step S23: Yes).
  • the correction unit 133 of the correction control unit 13 makes a correction to increase the micro-output target value BCm so as to move the friction material 541 in a direction to move closer to the wheel, and outputs the corrected micro-output target value BCm to the mechanical brake device 54 (step S24).
  • the friction material control unit 542 of the mechanical brake device 54 controls the friction material 541 according to the corrected micro-output target value BCm output from the correction unit 133, and the friction material 541 moves in a direction approaching the wheel.
  • the judgment unit 132 again obtains the target deceleration ⁇ and the actual deceleration ⁇ (step S12), and judges whether or not correction to the micro-output target value BCm is necessary based on the target deceleration ⁇ and the actual deceleration ⁇ (step S14).
  • step S14: No If the actual deceleration ⁇ is equal to or less than the target deceleration ⁇ (step S14: No) and the number of times the target deceleration is exceeded N is not the initial value, the determination unit 132 of the correction control unit 13 determines that the actual deceleration ⁇ has exceeded the target deceleration ⁇ once, correction has been performed, and the distance between the friction material and the wheel has been adjusted to an appropriate value, and determines that correction of the micro output target value BCm is unnecessary (step S23: No). Based on the determination result of the determination unit 132, the correction unit 133 of the correction control unit 13 does not correct the micro output target value BCm, and outputs the micro output target value BCm to the mechanical brake device 54.
  • a correction to lower the micro-output target value BCm is defined as correcting the micro-output target value BCm so that the friction material 541 moves in a direction away from the wheel
  • a correction to raise the micro-output target value BCm is defined as correcting the micro-output target value BCm so that the friction material 541 moves in a direction toward the wheel.
  • the correction to lower the micro-output target value BCm in the correction unit 133 or to raise the micro-output target value BCm may be performed by subtracting or adding a preset correction amount from or to the micro-output target value BCm, or may be performed by a correction amount based on the difference between the target deceleration ⁇ and the actual deceleration ⁇ .
  • the number of times N that the target deceleration is exceeded is initialized only once, but initialization may be performed multiple times.
  • the number of times N that the target deceleration is exceeded may be initialized multiple times while the correction control unit 13 is receiving a proximity control signal, or may be initialized at any timing by the correction control unit 13 receiving an initialization signal transmitted by the driver operating the screen, etc.
  • the brake control device 1 when the proximity control signal is input, the brake control device 1 performs a correction based on the target deceleration ⁇ and the actual deceleration ⁇ to increase the micro output target value BCm so that the friction material 541 moves in a direction closer to the wheel if the actual deceleration ⁇ is equal to or less than the target deceleration ⁇ , and performs a correction to decrease the micro output target value BCm so that the friction material comes into contact with the wheel once and then moves the friction material 541 away from the wheel again.
  • a correction control start condition which is a start condition for control to correct the micro output target value BCm
  • conditions for starting the correction control are additionally set using screen operation information, which is operation information of buttons on a screen that can be operated by a driver or crew member, route information, which is information about the route on which the vehicle is traveling, driving information such as powering or braking of the vehicle, or environmental information such as temperature or weather.
  • the route information may include position information or gradient information on the vehicle's travel.
  • the driving information may include vehicle slippage and sliding information. Each piece of information may be obtained from a train information management device mounted on the vehicle, from a train operation management system installed on the ground, or directly from a sensor, etc.
  • the determination unit 132 of the correction control unit 13 in the first or second embodiment of the present disclosure acquires screen operation information, route information, driving information, or environmental information in addition to the proximity control signal, and determines whether the correction control start condition is met based on this information. If this information meets the correction control start condition, the correction control unit 13 determines whether correction of the micro output target value BCm is necessary and performs correction.
  • a correction control start condition based on screen operation information, route information, driving information, or environmental information in addition to the presence or absence of input of the proximity control signal, it is possible to set the position or timing for performing the determination of whether correction of the micro output target value BCm is necessary, and it is possible to more accurately determine whether correction of the micro output target value BCm is necessary.
  • the timing for starting the correction control is set by adding conditions such as being between the depot and the station, being on a flat route or position with no gradient, or being operated on the screen by the driver.
  • the correction control start condition in this way, it is possible to suppress the influence on the actual deceleration ⁇ other than that of the mechanical brake device 54, and it is possible to more accurately determine whether correction of the micro output target value BCm is necessary.
  • the brake control device 1 for operating the mechanical brake device 54 that generates a mechanical brake force by pressing the friction material 541 against the wheels has been described as an example, but for example, a regenerative brake system that operates an electric motor for driving the wheels of the vehicle as a generator to generate an electric brake force, i.e., a regenerative brake force, may be combined.
  • a regenerative brake system that operates an electric motor for driving the wheels of the vehicle as a generator to generate an electric brake force, i.e., a regenerative brake force
  • the target brake force BF calculated by the target brake force calculation unit 11 is obtained entirely by regenerative braking and a proximity control signal is input to the judgment unit 132 of the correction control unit 13, the minute output target value BCm, which is a minute pressing force, is output from the output target value calculation unit 12.
  • the correction control start condition for starting the correction control may be that the target brake force BF is obtained entirely by regenerative braking.
  • the correction control start condition for starting the correction control may be that the target brake force BF is obtained entirely by regenerative braking.
  • information on regeneration failure indicating that regenerative braking cannot be used is acquired, and correction control is started when regeneration failure is not occurring, or information on the distribution of electric brake force and mechanical brake force relative to the target brake force BF is acquired, and correction control is started when there is no distribution to mechanical brake force.
  • Information on regeneration failure and information on the distribution of electric brake force and mechanical brake force relative to the target brake force BF can be included in the driving information.
  • correction control of the micro output target value BCm of the present disclosure can be implemented even in a system in which a regenerative brake system is combined with the mechanical brake device 54.
  • a state in which no mechanical braking force is applied to the vehicle refers to a state in which a brake command is not input to the brake control device 1, and a state in which a brake command is input to the brake control device 1, but the entire target braking force BF is borne by regenerative braking force, and no mechanical braking force from the mechanical brake device 54 is required.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
PCT/JP2023/011430 2023-03-23 2023-03-23 鉄道車両用ブレーキ制御装置 WO2024195094A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2025508059A JPWO2024195094A1 (enrdf_load_stackoverflow) 2023-03-23 2023-03-23
PCT/JP2023/011430 WO2024195094A1 (ja) 2023-03-23 2023-03-23 鉄道車両用ブレーキ制御装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2023/011430 WO2024195094A1 (ja) 2023-03-23 2023-03-23 鉄道車両用ブレーキ制御装置

Publications (1)

Publication Number Publication Date
WO2024195094A1 true WO2024195094A1 (ja) 2024-09-26

Family

ID=92841495

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2023/011430 WO2024195094A1 (ja) 2023-03-23 2023-03-23 鉄道車両用ブレーキ制御装置

Country Status (2)

Country Link
JP (1) JPWO2024195094A1 (enrdf_load_stackoverflow)
WO (1) WO2024195094A1 (enrdf_load_stackoverflow)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61269601A (ja) * 1985-05-23 1986-11-29 Hitachi Ltd 列車制御方式
JP2002010402A (ja) * 2000-06-19 2002-01-11 Nippon Signal Co Ltd:The 列車ブレーキ制御装置
JP2002067903A (ja) * 2000-08-31 2002-03-08 Nissan Motor Co Ltd 制動制御装置
JP2009247170A (ja) * 2008-03-31 2009-10-22 Toshiba Corp 列車制御システム
JP7012912B2 (ja) * 2019-10-28 2022-01-28 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

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61269601A (ja) * 1985-05-23 1986-11-29 Hitachi Ltd 列車制御方式
JP2002010402A (ja) * 2000-06-19 2002-01-11 Nippon Signal Co Ltd:The 列車ブレーキ制御装置
JP2002067903A (ja) * 2000-08-31 2002-03-08 Nissan Motor Co Ltd 制動制御装置
JP2009247170A (ja) * 2008-03-31 2009-10-22 Toshiba Corp 列車制御システム
JP7012912B2 (ja) * 2019-10-28 2022-01-28 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

Also Published As

Publication number Publication date
JPWO2024195094A1 (enrdf_load_stackoverflow) 2024-09-26

Similar Documents

Publication Publication Date Title
CN103813948B (zh) 用于车辆的制动控制方法及其装置
JP5881888B2 (ja) ブレーキ制御装置およびブレーキ制御方法
JP2015512830A (ja) 電動式で非線形の摩擦ブレーキのためのブレーキシステム及びブレーキ方法
JP7012912B2 (ja) ブレーキ制御装置およびブレーキ制御方法
EP3842300B1 (en) Brake abnormality determination device, brake state storage device, abnormality determination method, abnormality determination program, and brake control device
CN112672910A (zh) 在列车粘着退化状况下管理制动的方法
JP2018535143A5 (enrdf_load_stackoverflow)
JP6530668B2 (ja) ブレーキ制御装置およびブレーキシステム
JP6737733B2 (ja) 車両の制動制御装置
KR20200026660A (ko) 철도차량용 전기 기계식 제동 시스템
JP5395398B2 (ja) 列車制御装置
RU2755371C1 (ru) Тяговое транспортное средство и комбинация транспортных средств и способ управления тяговым транспортным средством и комбинацией транспортных средств
WO2024195094A1 (ja) 鉄道車両用ブレーキ制御装置
CN109070854B (zh) 用于开环控制或闭环控制制动设备的方法和装置
KR101614896B1 (ko) 전기신호에 기초한 전기모터식 모듈형 제동 시스템
JP2025512086A (ja) 鉄道車両用の制動システムおよび制動方法
WO2025004146A1 (ja) ブレーキ制御装置およびブレーキ制御方法
US20180319412A1 (en) Method for operating a rail vehicle along a railway line
WO2024195096A1 (ja) 鉄道車両用ブレーキ装置
JP7623518B2 (ja) ブレーキシステム、鉄道車両を減速させるコンピュータ実装方法、コンピュータプログラム、および不揮発性データキャリア
WO2025004296A1 (ja) ブレーキ制御装置、ブレーキ制御システム、およびブレーキ制御方法
JP2003291797A (ja) 鉄道車両のブレーキ制御装置
WO2024195095A1 (ja) 鉄道車両用ブレーキ制御装置
US20250276723A1 (en) Friction testing system, computer-implemented friction-testing method for a rail vehicle, computer program and non-volatile data carrier
WO2025004122A1 (ja) ブレーキ制御装置、機械ブレーキ装置、およびブレーキ制御システム

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23928672

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2025508059

Country of ref document: JP

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 2025508059

Country of ref document: JP