JP6608650B2 - Sliding re-adhesion control device for railway vehicles - Google Patents

Description

  The present invention relates to a railroad vehicle sliding re-adhesion control device.

  For example, in the invention described in Patent Document 1, the threshold value for the slip speed is set to a large value when the vehicle speed is in the high speed range, and the threshold value for the slip speed is set to a small value when the vehicle speed is in the low speed range. It is set.

JP 2005-289172 A

  In the invention described in Patent Document 1, the slip speed threshold value is set to a small value when the vehicle speed is in the low speed range. Therefore, in the low speed range, slip (sliding) is erroneously detected due to variations in braking force. There is a risk that.

  In view of the above points, an object of the present invention is to suppress erroneous detection of slipping (sliding) at least in a low speed region.

  In the present application, the operation of the speed measuring unit (Vs) for measuring the speed of the wheel, the brake device (5A, 13, 5B, 15) for generating the braking force, and the operation of the brake device (5A, 13, 5B, 15) are controlled. A brake control unit (17) that directs a brake command signal indicating the magnitude of the braking force generated by the brake device (5A, 13, 5B, 15) to the brake device (5A, 13, 5B, 15). A brake control unit (17) to output, a deceleration determination unit that determines the maximum value of deceleration using the magnitude of the braking force indicated by the brake command signal as a parameter, and a maximum value of deceleration determined by the deceleration determination unit (Deceleration limit) and a slip determination unit that determines whether or not the wheel (5) is sliding with respect to the track using the measurement speed measured by the speed measurement unit (Vs), and a brake control unit ( 17 , When slipping is judged to have occurred by the slip determination unit executes a non-stick braking control mode determined in advance.

  Thus, in the present invention, the deceleration limit is determined according to the magnitude of the command braking force, and the wheel is obtained using the determined deceleration limit and the measured speed measured by the speed measuring unit (Vs). It is determined whether (5) is sliding with respect to the track.

  In a region where a variation in braking force such as a low speed region is likely to occur, a deceleration limit corresponding to the command braking force is used to determine whether or not slipping (sliding) has occurred. The influence of variation can be reduced. Therefore, it is possible to suppress erroneous detection of slipping (sliding) in the low speed range.

In addition, when it is determined that sliding has occurred (hereinafter also referred to as “ sliding determination ” ), the non-adhesive braking control mode is executed, so that braking suitable for the sliding state can be executed. Become.

  In the non-adhesion braking control mode, a mode in which the braking force is evenly applied to the injection of the increased adhesive, the power vehicle and the towed vehicle, or the braking force is generated while the electric braking device is stopped. It is desirable to be executed.

In addition, the slip determination unit determines whether to slide according to whether or not the parameter based on the measurement speed measured by the deceleration limit and speed measurement unit (Vs) exceeds the threshold, and the slip determination unit further includes a curvature detection unit. When the curvature detected by the above (hereinafter referred to as “ detected curvature ” ) is larger than a predetermined curvature, it is desirable to make the sliding threshold smaller than when the detected curvature is less than the predetermined curvature.

  As a result, it is possible to determine the sliding according to the curvature of the track, and to execute the non-adhesion braking control mode according to the sliding determination. Therefore, it is possible to suppress the progress of wear and the like of the flange portion of the wheel that contacts the track and the side surface of the track.

When the contact load detected by the wheel load detection unit (hereinafter referred to as “ detected load ” ) is smaller than a predetermined load, the brake control unit (17) sets the light load braking control mode. In the light load braking control mode, the ratio of the braking force generated by the motor vehicle and the braking force generated by the towed vehicle out of the braking force determined according to the command braking force is determined by the detected load. It is desirable that the ratio is different from that in the case of a predetermined load or more. Thereby, it may be possible to obtain an appropriate braking force.

  Furthermore, a slope detection unit that detects the slope of the track is provided, and the deceleration determination unit determines a deceleration limit using a parameter based on the gradient detected by the gradient detection unit and a parameter based on the command braking force. Thereby, it may be possible to detect the sliding more accurately.

  Incidentally, the reference numerals in the parentheses are examples that show the correspondence with the specific configurations described in the embodiments described later, and the present invention is limited to the specific configurations shown in the reference numerals in the parentheses. Is not to be done.

It is a schematic diagram of a railway vehicle. It is a schematic diagram of a brake device. AC is explanatory drawing of sliding detection. It is a flowchart which shows the brake control which concerns on 1st Embodiment of this invention. It is a flowchart which shows the brake control which concerns on 2nd Embodiment of this invention. A is a graph showing the ratio of the braking force of the M vehicle and the braking force of the T vehicle in the normal load braking control mode. B is a graph showing the ratio of the braking force of the M car and the braking force of the T car in the light load braking control mode. It is a flowchart which shows the brake control which concerns on 3rd Embodiment of this invention. It is a flowchart which shows the brake control which concerns on 4th Embodiment of this invention.

  The “embodiment of the invention” described below shows an example of the embodiment. In other words, the invention specific items described in the claims are not limited to the specific configurations and structures shown in the following embodiments.

  In this embodiment, the brake system according to the present invention is applied to a railway vehicle for a conventional line. At least one member or part described with at least a reference numeral is provided, except where “plurality”, “two or more”, and the like are omitted. Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
1. Schematic Configuration of Railway Vehicle As shown in FIG. 1, each carriage 3 of the railway vehicle 1 has a plurality of wheels 5. The vehicle body 7 is supported by each carriage 3 via an air spring 9. Each carriage 3 is provided with a main motor 5A, a basic brake device 5B, and the like.

  The main motor 5A generates driving power. The main motor 5A according to the present embodiment functions as a braking device by operating as a generator during vehicle braking. The braking device is not particularly limited in its system such as a power generation resistance braking device or a regenerative braking device.

  The power generation resistance braking device is a system in which generated power is converted into heat by electric resistance and released into the atmosphere. The regenerative braking device is a system that supplies generated electric power to another vehicle or a storage battery or capacitor mounted on the vehicle via an overhead wire.

The basic brake device 5B is a friction braking device that applies a braking force to the wheels 5 using a friction force. Basic brake apparatus 5B scheme tread brake or disc brake system such as its is unquestioned.

  The tread braking device is a method in which a brake is pressed against the tread of the wheel 5. The disk braking device is a system in which a brake disk provided on a wheel 5 or an axle (not shown) is sandwiched between a pair of brake elements.

  The increased pressure-sensitive adhesive spraying device 11 sprays increased pressure-sensitive adhesive such as ceramic particles to the wheel 5, the track, and the contact portion. Thereby, the adhesive force (friction force) generated between the wheel 5 and the track can be increased.

  The vehicle body 7 is provided with a VVVF (Variable Voltage Variable Frequency) control device 13 and a basic brake control device 15. The VVVF control device 13 controls the operation of the main motor 5A.

  Specifically, the VVVF control device 13 controls the driving power and braking force by variably controlling the voltage applied to the main motor 5A, the applied voltage frequency, and the like. That is, the electric braking device is configured by the main motor 5A, the VVVF control device 13, and the like.

  The basic brake control device 15 controls the operation of the basic brake device 5B. Specifically, the basic brake control device 15 adjusts the air pressure applied to the brake element. That is, the basic brake device 5B, the basic brake control device 15 and the like constitute a friction braking device. Hereinafter, the electric braking device and the friction braking device are collectively referred to as a braking device.

  A brake receiver 17 is incorporated in the basic brake control device 15 according to the present embodiment. A brake command and a load signal are input to the brake receiver 17. The brake receiver 17 calculates a braking force applied to each wheel 5 using a brake command signal or the like.

  The brake command is a signal that is output according to the amount of operation (number of notches) of a brake handle (not shown). The load signal is a signal indicating the load acting on the wheel 5, that is, the load of the vehicle body 7 including the occupant. In the present embodiment, the signal is output from a pressure sensor Ps (see FIG. 2) that detects the air pressure of the air spring 9.

  A signal indicating the braking force calculated by the brake receiver 17, that is, a “brake command signal” indicating the magnitude of the braking force generated by the brake device is output to each of the VVVF control device 13 and the basic brake control device 15. Is done.

Therefore, the electric braking device, that is, the main motor 5 </ b> A and the VVVF control device 13 exhibit the braking ability in accordance with the brake command signal from the brake receiver 17. Friction braking device, i.e. basic brake device 5B and the base brake control device 15 exerts a braking capability according to the brake command signal from the brake受量17.

  In other words, the brake receiver 17 functions as a brake control unit that controls the brake device. Therefore, the brake receiver 17 is also referred to as a brake control unit 17. The brake control unit 17 includes a microcomputer having an arithmetic unit (not shown) that calculates a brake command signal.

As shown in FIG. 2, a brake command, a load signal (pressure sensor Ps), and a signal from a vehicle speed sensor Vs for measuring the speed of the wheel 5 are input to the brake control unit 17. The brake control unit 17 measures the speed of the wheel 5 (hereinafter referred to as “ wheel speed ” ) using a signal from the vehicle speed sensor Vs.

2. Control of brake device by brake control unit 2.1 Outline of control <Non-adhesive braking control mode>
The brake control unit 17 can execute the following processing according to a program (software) stored in a nonvolatile storage unit such as a ROM.

That is, the brake control unit 17 uses the magnitude of the braking force (hereinafter referred to as “command braking force”) indicated by the brake command signal as a parameter, and the maximum value of deceleration (hereinafter referred to as “ deceleration limit ” ). (Deceleration determination process).

  Thereafter, the brake control unit 17 determines whether or not the wheel 5 is slipping with respect to the track using the deceleration limit and the wheel speed (slip determination process). When the brake control unit 17 determines that slip has occurred, the brake control unit 17 controls the operation of the brake device in a predetermined non-adhesion braking control mode.

  In the non-adhesion braking control mode, braking by the friction braking device is executed in a state where the electric braking device is stopped, and injection of a thickening agent is executed. At this time, the brake control unit 17 equally applies the braking force to the power vehicle and the towed vehicle.

Since the brake command signal is a function value determined by the brake command, that is, the amount of operation of the brake handle (hereinafter referred to as “the number of brake notches ” ), the command braking force is also called the number of brake notches. ) Function value.

  Since the deceleration limit is a value determined using the command braking force as a parameter, in this embodiment, the deceleration limit is a function value determined by the number of brake notches. That is, in the present embodiment, the number of brake notches is a parameter corresponding to the command braking force.

<Slip judgment processing>
Specific method of sliding determination process is generally three types as shown in FIG 3A~ Figure 3 C.
The first method determines that a skid has occurred when the difference between the “deceleration limit α” and the “wheel speed deceleration β” is greater than a preset threshold (hereinafter referred to as “ sliding judgment ”). (Refer to FIG. 3A).

In the second method, the difference between the “speed determined by the deceleration limit (hereinafter referred to as “ reference shaft speed Vo ” )” and the “wheel speed V” (hereinafter referred to as “ slip amount γ ” ) is obtained. This is a technique for determining sliding when it becomes larger than a preset threshold value (see FIG. 3B).

  The third method is a method for determining sliding when the ratio (= γ / Vo) of “slip amount γ” to “reference shaft speed Vo” is larger than a preset threshold (see FIG. 3C). The reference shaft speed Vo is a linear function value in which the current wheel speed is a constant term and the deceleration limit α is a coefficient of elapsed time.

  The above three types of threshold values (hereinafter referred to as “sliding threshold values”) are, for example, preset fixed values, values determined based on the number of brake notches and the current wheel speed, or the like. Incidentally, in this embodiment, the slip determination process is executed by the third method (slip rate), and the threshold is about 15% (0.15).

2.2 Details of Control FIG. 4 is a flowchart showing an example of control operation of the brake device (hereinafter referred to as “ brake control ” ). The brake control is executed when the brake device is operated by manual operation or automatic operation (including remote operation). Note that the brake control is executed in accordance with a program incorporated in advance in the brake control unit 17.

  When the brake control is activated, the command braking force (the number of brake notches) and the wheel speed are acquired (S1, S5), and the deceleration limit is calculated (S3). The deceleration limit corresponding to the number of brake notches is stored in advance in a nonvolatile storage unit provided in the brake control unit 17.

  Next, after the reference shaft speed Vo is calculated (S7), the slip ratio (= γ / Vo) is calculated (S9), and it is determined whether or not the wheel 5 is sliding with respect to the track (S11). . When it is determined that slip has occurred (S11: YES), the non-adhesion braking control mode is executed.

  When it is determined that no slip has occurred (S11: NO), a normal braking control mode for generating a braking force according to the number of brake notches is executed. In the normal braking control mode, the electric braking device and the friction braking device 5B are used in combination. Specifically, in an initial stage of braking, the vehicle is decelerated (brake) mainly by an electric braking device. When the braking force is insufficient, the insufficient braking force is compensated by the friction braking device.

3. Features of the railcar sliding re-adhesion control device according to the present embodiment In the present embodiment, the deceleration limit is determined according to the magnitude of the command braking force (number of brake notches), and the determined deceleration limit And it is judged whether the wheel 5 is sliding with respect to a track | line using wheel speed.

  In a region where the variation in braking force is likely to occur, such as a low speed region, it is determined whether or not slipping (sliding) has occurred using a deceleration limit corresponding to the command braking force (number of brake notches). Therefore, the influence of variation in braking force can be reduced. Therefore, it is possible to suppress erroneous detection of slipping (sliding) in the low speed range.

Further, when it is determined that sliding has occurred, the non-adhesion braking control mode is executed, so that braking suitable for the sliding state can be executed.
In the present embodiment, since it is determined whether or not the skid has occurred by using the slip rate, the influence of environmental factors such as the weather and the line alignment is considered in comparison with the first method or the second method. Sliding (non-stick) brake control may be possible.

  That is, since the slip rate is a non-dimensionalized amount, the use of the slip rate makes it easy to numerically calculate the magnitude (level) of the slide. For this reason, the weather condition, the linear state of the track, and the like can be determined based on the slip ratio, so that an appropriate braking force can be selected and exhibited using the slip ratio. As a result, it is possible to further improve the safety of the railcar sliding re-adhesion control device.

(Second Embodiment)
In the first embodiment, the sliding threshold is a fixed value determined in advance, but in the present embodiment, the sliding threshold is changed and determined based on the curvature of the track. In addition, since it is the same as 1st Embodiment except "determination of a sliding threshold", hereafter, the "determination of sliding threshold" method is demonstrated.

  The brake control unit 17 uses the air pressure of the air spring 9 (detected pressure of the pressure sensor Ps) to detect the curvature of the currently traveling line (curvature detection process). The curvature detection process is a process that is executed according to a program that is incorporated in the brake control unit 17 in advance.

Specifically, in the curvature detection process, the difference between the air pressure of the air spring 9 installed on the right side of the carriage 3 and the air pressure of the air spring 9 installed on the left side of the carriage 3 is used to calculate the curvature of the track (hereinafter referred to as the curvature of the track). , " Detected curvature " ) is estimated.

  That is, as shown in FIG. 5, when the brake control is started, the brake control unit 17 obtains the air pressure of the air spring 9 and calculates the detected curvature (S15, 17), and then determines the sliding threshold ( S19).

  At this time, when the sliding threshold is greater than a predetermined curvature, the brake control unit 17 determines a smaller value as the sliding threshold than when the detected curvature is equal to or less than the predetermined curvature. That is, in this embodiment, the sliding threshold value decreases continuously or stepwise as the predetermined curvature increases. In the present embodiment, the number of steps when the sliding threshold is changed stepwise is not questioned.

  In S11, it is determined whether or not the wheel 5 is sliding with respect to the track at the sliding threshold determined in S19. As a result, in this embodiment, it is possible to make a sliding determination according to the curvature of the track, and to execute a non-adhesion braking control mode according to the sliding determination. Therefore, it is possible to suppress the progress of wear and the like of the flange portion of the wheel that contacts the track and the side surface of the track.

(Third embodiment)
In the present embodiment, the ratio between the braking force generated by the power vehicle (hereinafter referred to as “ M vehicle braking force ” ) and the braking force generated by the towed vehicle (hereinafter referred to as “ T vehicle braking force ” ) is expressed as follows: It changes according to the load which acts on the trolley | bogie 3. FIG.

A load acting on the carriage 3 (hereinafter referred to as “ detected load ” ) is detected using the air pressure of the air spring 9 (detected pressure of the pressure sensor Ps). The railcar sliding re-adhesion control device according to the present embodiment is executed independently of the non-adhesion braking control mode.

  That is, when the following execution requirements are satisfied, the railcar sliding re-adhesion control device according to the present embodiment is executed regardless of the execution state of the non-adhesion braking control mode. That is, the brake control unit 17 executes the light load braking control mode when the detected load is smaller than a predetermined load.

  In the light load braking control mode, the ratio of the braking force of the M car and the braking force of the T car out of the braking force determined according to the command braking force (number of brake notches) is different from that when the detected load is equal to or greater than the predetermined load. It is a percentage. Thereby, it may be possible to obtain an appropriate braking force.

  Specifically, when the detected load is equal to or greater than a predetermined load (normal load braking control mode), when the number of brake notches is small, the T car braking force is 0 or extremely small as shown in FIG. 6A. In the case where the detected load is equal to or greater than the predetermined load (normal load braking control mode), if the number of brake notches is increased, the T-vehicle braking force is increased compared to when the number of brake notches is small.

  When the detected load is less than the predetermined load (light-duty braking control mode), as shown in FIG. 6B, the T vehicle braking force is generated even when the number of brake notches is small. Then, the braking force of the T car increases as the number of brake notches increases.

FIG. 7 is a flowchart showing an example of the control operation of the brake device according to the present embodiment (hereinafter referred to as “ brake control ” ). A program for executing the brake control is stored in advance in a nonvolatile storage unit provided in the brake control unit 17.

  The brake control is executed by the brake control unit 17 when the brake device is operated by manual operation or automatic operation (including remote operation). That is, first, the air pressure of the air spring 9 (the detected pressure of the pressure sensor Ps) is acquired (S21).

  Next, a detected load, that is, a contact load between the wheel 5 and the track is calculated (S23), and it is determined whether or not the detected load is less than a predetermined load (S25). When it is determined that the detected load is less than the predetermined load (S25: YES), the light load braking control mode is executed (S27).

  When it is determined that the detected load is equal to or greater than the predetermined load (S25: NO), the light load braking control mode is not executed, and the normal load braking control mode is executed. This is because the normal load braking control mode is executed as a standard.

  The light load braking control mode and the non-adhesion braking control mode may be executed simultaneously. At this time, the ratio of the braking force of the M car and the braking force of the T car is determined according to the light load braking control mode.

(Fourth embodiment)
In the present embodiment, the deceleration limit is determined in consideration of the gradient of the track in addition to the command braking force indicated by the brake command signal, that is, the number of brake notches. Thereby, it may be possible to detect the sliding more accurately.

  That is, the slope of the track is detected by using the air pressure of the air spring 9 (detected pressure of the pressure sensor Ps) and the acceleration / deceleration of the vehicle, as shown in S29 of FIG. The acceleration / deceleration of the vehicle is detected by using the change rate of the wheel speed.

  A non-volatile storage unit of the brake control unit 17 stores in advance a function indicating the relationship between the number of brake notches, the slope of the track, and the deceleration limit. The brake control unit 17 determines the deceleration limit according to the function. The present embodiment is the same as the first embodiment except for a method for determining the deceleration limit.

(Other embodiments)
In the above-described embodiment, the command braking force indicated by the brake command signal is a value indicating the number of brake notches, but the present invention is not limited to this, and a signal output according to the number of brake notches. A signal indicating a braking force calculated based on (brake command) may be used as a brake command signal.

In the above-described embodiment, the present invention is applied to the conventional line, but the present invention is not limited to this, and can be applied to the Shinkansen.
Further, the present invention is not limited to the above-described embodiment as long as it matches the gist of the invention described in the claims.

DESCRIPTION OF SYMBOLS 1 ... Railway vehicle 3 ... Dolly 5 ... Wheel 5A ... Main motor 5B ... Basic brake device 7 ... Vehicle body 11 ... Increased adhesive injection device 13 ... VVVF control device 15 ... Basic brake control device 17 ... Brake receiver (brake control part) )

Claims (8)

In the rail re-adhesion control device for railway vehicles,
A speed measurement unit that measures the speed of the wheel;
A brake device for generating a braking force;
A brake control unit that controls the operation of the brake device, and outputs a brake command signal indicating a magnitude of a braking force generated by the brake device to the brake device;
A deceleration determining unit that determines the maximum value of deceleration (hereinafter referred to as “deceleration limit” ) using the magnitude of the braking force (hereinafter referred to as “command braking force”) indicated by the brake command signal as a parameter; ,
A slip that determines whether or not a wheel is sliding with respect to a track using a speed determined by the deceleration limit (hereinafter referred to as “reference axis speed”) and a measured speed measured by the speed measuring unit . A determination unit,
The railroad vehicle sliding re-adhesion control device according to claim 1, wherein the brake control unit executes a predetermined non-adhesion braking control mode when the slip determination unit determines that slip has occurred. The slip determination unit determines that the wheel is sliding with respect to the track when the slip amount ratio with respect to the reference shaft speed is greater than a preset threshold value,
2. The sliding re-adhesion for a railway vehicle according to claim 1, wherein the reference shaft speed is a linear function value with a current wheel speed as a constant term and the deceleration limit as a coefficient of elapsed time. Control device. In the rail re-adhesion control device for railway vehicles,
A speed measurement unit that measures the speed of the wheel;
A brake device for generating a braking force;
A brake control unit that controls the operation of the brake device, and outputs a brake command signal indicating a magnitude of a braking force generated by the brake device to the brake device;
A deceleration determining unit that determines the maximum value of the deceleration with the magnitude of the braking force (hereinafter referred to as “command braking force”) indicated by the brake command signal as a parameter;
Whether the wheel is sliding with respect to the track using the maximum value of deceleration determined by the deceleration determining unit (hereinafter referred to as “ deceleration limit ” ) and the measured speed measured by the speed measuring unit. A slip determination unit for determining
The brake control unit executes a predetermined non-adhesion braking control mode when it is determined by the slip determination unit that slip has occurred ,
Wherein the non-adhesive condition brake control mode, the motor vehicle and slide readhesion control system for a railway vehicle, characterized in Rukoto be borne equally braking force to the towed vehicle. In the rail re-adhesion control device for railway vehicles,
A speed measurement unit that measures the speed of the wheel;
A brake device for generating a braking force;
A brake control unit that controls the operation of the brake device, and outputs a brake command signal indicating a magnitude of a braking force generated by the brake device to the brake device;
A deceleration determining unit that determines the maximum value of the deceleration with the magnitude of the braking force (hereinafter referred to as “command braking force”) indicated by the brake command signal as a parameter;
Whether the wheel is sliding with respect to the track using the maximum value of deceleration determined by the deceleration determining unit (hereinafter referred to as “ deceleration limit ” ) and the measured speed measured by the speed measuring unit. A slip determination unit for determining
The brake control unit executes a predetermined non-adhesion braking control mode when it is determined by the slip determination unit that slip has occurred ,
The brake device has an electric braking device and a friction braking device,
Wherein the non-adhesive braking control mode, the electric brake device is a mode in which a braking force is generated in a state of stopping the running slide readhesion control system for a railway vehicle, characterized in Rukoto. In the rail re-adhesion control device for railway vehicles,
A speed measurement unit that measures the speed of the wheel;
A brake device for generating a braking force;
A brake control unit that controls the operation of the brake device, and outputs a brake command signal indicating a magnitude of a braking force generated by the brake device to the brake device;
A deceleration determining unit that determines the maximum value of the deceleration with the magnitude of the braking force (hereinafter referred to as “command braking force”) indicated by the brake command signal as a parameter;
Whether the wheel is sliding with respect to the track using the maximum value of deceleration determined by the deceleration determining unit (hereinafter referred to as “ deceleration limit ” ) and the measured speed measured by the speed measuring unit. and the sliding determination unit that determines,
By detecting the pressure of the air spring that supports the vehicle body, and equipped with a curvature detection unit that detects the curvature of the currently running track ,
The brake control unit executes a predetermined non-adhesion braking control mode when it is determined by the slip determination unit that slip has occurred ,
The slip determining unit determines whether to slide according to whether the parameter based on the deceleration limit and the measured speed measured by the speed measuring unit exceeds a sliding threshold,
Further, when the curvature detected by the curvature detection unit (hereinafter referred to as “detected curvature”) is greater than a predetermined curvature, the slip determination unit is configured so that the detected curvature is equal to or less than the predetermined curvature. sliding readhesion control system for a railway vehicle, wherein decreased to Rukoto the sliding threshold compared to. In the rail re-adhesion control device for railway vehicles,
A speed measurement unit that measures the speed of the wheel;
A brake device for generating a braking force;
A brake control unit that controls the operation of the brake device, and outputs a brake command signal indicating a magnitude of a braking force generated by the brake device to the brake device;
A deceleration determining unit that determines the maximum value of the deceleration with the magnitude of the braking force (hereinafter referred to as “command braking force”) indicated by the brake command signal as a parameter;
Whether the wheel is sliding with respect to the track using the maximum value of deceleration determined by the deceleration determining unit (hereinafter referred to as “ deceleration limit ” ) and the measured speed measured by the speed measuring unit. and the sliding determination unit that determines,
By detecting the pressure of the air spring that supports the vehicle body, it is equipped with a wheel load detection unit that detects the contact load between the wheel and the track ,
The brake control unit executes a predetermined non-adhesion braking control mode when it is determined by the slip determination unit that slip has occurred ,
When the contact load detected by the wheel weight detection unit (hereinafter referred to as “detected load”) is smaller than a predetermined load, the brake control unit can execute a light load braking control mode. Yes,
In the light load braking control mode, the ratio between the braking force generated by the motor vehicle and the braking force generated by the towed vehicle out of the braking force determined according to the command braking force is determined by the predetermined load. A sliding re-adhesion control device for a railway vehicle, characterized in that the ratio is different from that in the case of a load or more . In the rail re-adhesion control device for railway vehicles,
A speed measurement unit that measures the speed of the wheel;
A brake device for generating a braking force;
A brake control unit that controls the operation of the brake device, and outputs a brake command signal indicating a magnitude of a braking force generated by the brake device to the brake device;
A deceleration determining unit that determines the maximum value of the deceleration with the magnitude of the braking force (hereinafter referred to as “command braking force”) indicated by the brake command signal as a parameter;
Whether the wheel is sliding with respect to the track using the maximum value of deceleration determined by the deceleration determining unit (hereinafter referred to as “ deceleration limit ” ) and the measured speed measured by the speed measuring unit. and the sliding determination unit that determines,
By detecting the pressure of the air spring that supports the vehicle body, and equipped with a gradient detection unit that detects the gradient of the track ,
The brake control unit executes a predetermined non-adhesion braking control mode when it is determined by the slip determination unit that slip has occurred ,
The deceleration determination unit determines the deceleration limit using a parameter based on the gradient detected by the gradient detection unit and a parameter based on the command braking force, and the railroad vehicle sliding re-adhesion control is characterized in that apparatus. The railroad vehicle sliding re-adhesion control device according to any one of claims 1 to 7, wherein in the non-adhesion braking control mode, injection of a thick adhesive is executed.

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