JP7012912B2 - Brake control device and brake control method - Google Patents

Description

The present invention relates to a brake control device and a brake control method mounted on a railway vehicle.

Conventionally, a railroad vehicle has been controlled to generate a plurality of braking forces by a plurality of means to decelerate. Specifically, the railroad vehicle decelerates by a braking force that is a combination of an electronically controlled braking force by a drive device and an air controlled braking force such as an air controlled brake. Rail vehicles are required to decelerate without delay when a brake command is issued. According to Patent Document 1, when an air-controlled brake device mounted on a railroad vehicle receives a zero thrust command, an initial loading pressure, which is an air pressure that does not generate an actual torque, is applied to the brake pad, and the brake pad is applied to the wheel tread. The technique of slightly contacting the wheel is disclosed. In the air-controlled brake device described in Patent Document 1, by slightly contacting the brake pad with the wheel tread, the brake pad can be pressed against the wheel tread without delay to generate a braking force.

Japanese Unexamined Patent Publication No. 2009-247170

However, in the air-controlled brake device described in Patent Document 1, since the brake pad is slightly in contact with the wheel tread while the railroad vehicle is traveling, the wheel tread is mirrored by the brake pad. Therefore, when the air-controlled brake device is applied at high speed, the railroad vehicle cannot secure the adhesive force between the brake pad and the mirrored wheel tread, and may slide on the rail. There was a problem.

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.

In order to solve the above-mentioned problems and achieve the object, the present invention is a brake control device for generating 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, which does not give braking force to the wheels at least while acquiring the brake command, and the acquisition unit that acquires the brake command, and the speed of the railroad vehicle is equal to or higher than the first speed. At this time, the brake control that presses the brake shoe against the wheel so that the cumulative period of the period during which the brake shoe is pressed against the wheel with a pressure higher than the first pressure and higher than the second pressure is equal to or longer than the specified period. It is characterized in that it is provided with a control unit for performing the above.

According to the present invention, the brake control device has an effect that the mirroring of the wheels of a railway vehicle can be suppressed without impairing the responsiveness to the brake command.

The figure which shows the structural example of the brake control system which concerns on Embodiment 1. The figure which shows the operation state of each brake when the brake control part did not perform the brake control peculiar to this Embodiment in the brake control system which concerns on Embodiment 1. The figure which shows the operation state of each brake when the brake control part performs the specific brake control of this Embodiment in the brake control system which concerns on Embodiment 1. A flowchart showing the operation of the brake control unit according to the first embodiment. 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 of the case where the processing circuit provided in the brake control system which concerns on Embodiment 1 is configured by the dedicated hardware. The figure which shows the operation state of each brake when the brake control part performs the specific brake control of this Embodiment in the brake control system which concerns on Embodiment 2. A flowchart showing the operation of the brake control unit according to the second embodiment. The figure which shows the structural example of the brake control system which concerns on Embodiment 3. A flowchart showing a determination process of whether or not to perform brake control by the brake control unit according to the third embodiment.

Hereinafter, the brake control device and the brake control method according to the embodiment of the present invention will be described in detail with reference to the drawings. The present invention is not limited to this embodiment.

Embodiment 1.
FIG. 1 is a diagram showing a configuration example of the brake control system 30 according to the first embodiment of the present invention. The brake control system 30 is 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 receiving device 2, the speed sensor 3, the brake control unit 4, the regenerative brake control unit 5, the electropneumatic conversion valve 6, the original air tank 7, and the relay. It includes a valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, a brake shoe 12, and a wheel 13. The brake 20 is composed of an electropneumatic conversion valve 6, a source air tank 7, a relay valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, and a brake shoe 12. It is assumed that the railway vehicle 100 actually includes a plurality of speed sensors 3, a brake control unit 4, wheels 13, and a brake 20. Further, when a train is organized by a plurality of railway vehicles 100, some configurations such as the brake command unit 1 may be mounted only on a specific railway vehicle such as a leading vehicle and a trailing vehicle of the train.

The brake command unit 1 is installed in a cab of a railway vehicle 100 (not shown) or the like, and generates a brake command 1A indicating the control content of a 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 a 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 vehicle 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 to generate 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 regeneration feedback signal 5A from the regeneration 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 the 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. The signal 4A is output. 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 for 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 uses the BC pressure 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 for applying each pressure to the brake shoe 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. In the following description, the individual brake 20 and the regenerative brake, or the brake 20 and the regenerative brake may be collectively referred to as a brake.

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 having the brake cylinder pressure 8A corresponding to the command pressure of the air signal 6A is output. 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 a 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 feeds back the detected air signal 6A as a feedback command 9A to the brake control unit 4.

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 feeds back the detected brake cylinder pressure 8A to the brake control unit 4 as a feedback command 11A.

The brake shoe 12 has a coefficient of friction. 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.

Next, the operation of the brake control system 30 will be described. In the present embodiment, the brake control system 30 presses the brake shoe 12 against the wheel 13 while the speed of the railroad vehicle 100 is traveling at a specified first speed or higher while the brake command 1A is generated. The operation of the brake 20 and the regenerative brake control unit 5 is controlled so that the cumulative period of the period is equal to or longer than the specified period. The brake control system 30 secures a period during which the brake shoe 12 is pressed against the wheel 13 for a specified period or longer even when the tread surface of the wheel 13 is mirrored by applying the initial loading pressure to the brake shoe 12 during regenerative braking. By doing so, the tread surface of the wheel 13 can be roughened by the brake shoe 12 to eliminate the mirroring. Here, when the tread surface of the wheel 13 is roughened by the brake shoe 12 to eliminate the mirroring, it is conceivable that the mirroring cannot be sufficiently eliminated if the speed of the railway vehicle 100 is slow. Therefore, the above-mentioned first speed is set to such a speed that the mirroring of the tread surface of the wheel 13 can be eliminated when the tread surface of the wheel 13 is pressed by the brake shoe 12.

The operating state of each brake by the brake control system 30 will be described. FIG. 2 is a diagram showing an operating state of each brake when the brake control unit 4 does not perform the brake control peculiar to the present embodiment in the brake control system 30 according to the first embodiment. Although the brake control unit 4 is actually controlled by the control unit 42 as described above, the brake control unit 4 will be mainly described. The same shall apply to the subsequent embodiments.

In FIG. 2, FIG. 2A shows a brake command 1A output from the brake command unit 1 to the brake control unit 4. In FIG. 2A, when the brake command 1A is H (high), the control for operating at least one of the brake 20 and the regenerative brake control unit 5 is shown, and when the brake command 1A is L (low), the brake is applied. 20 and the control which does not act on the regenerative brake control unit 5 are shown. FIG. 2B shows a regenerative pattern signal 4A output from the brake control unit 4 to the regenerative brake control unit 5. FIG. 2C shows a regenerative feedback signal 5A output from the regenerative brake control unit 5 to the brake control unit 4. FIG. 2D shows the speed of the railway vehicle 100 indicated by the speed signal 3A output from the speed sensor 3 to the brake control unit 4. In FIG. 2D, the speed of the railroad vehicle 100 gradually decreases and then reaches a constant speed. This is a state in which the railroad vehicle 100 is stopped, that is, the speed of the railroad vehicle 100 becomes zero. It shall represent the state. FIG. 2E shows the BC pressure, which is the brake cylinder pressure 8A of the relay valve 8 indicated by the feedback command 11A output from the pressure sensor 11 to the brake control unit 4.

Generally, the brake control unit 4 decelerates the running railway vehicle 100 by the regenerative brake controlled by the regenerative brake control unit 5. However, as shown in FIG. 2, the brake control unit 4 acquires the brake command 1A from the brake command unit 1, outputs the regenerative pattern signal 4A to the regenerative brake control unit 5, and regenerates the feedback signal from the regenerative brake control unit 5. It takes time to acquire 5A. That is, it takes time for the brake control unit 4 to obtain a desired braking force by the regenerative brake after acquiring the brake command 1A. Therefore, the brake control unit 4 decelerates the railway vehicle 100 by the braking force of the responsive brake 20 until a desired braking force is obtained by the regenerative braking.

After that, when the 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. At this time, the brake control unit 4 applies an initial loading pressure to the brake shoe 12, which is a pressure such that the brake shoe 12 touches the wheel 13, so that the brake 20 can be applied immediately. That is, the brake control unit 4 sets the BC pressure, which is the brake cylinder pressure 8A, as the initial loading pressure. In the following description, the initial filling pressure may be referred to as a first pressure. As shown in FIG. 2, the brake control unit 4 applies the initial loading pressure to the brake shoe 12 while obtaining the braking force by the regenerative brake. Since the brake shoe 12 slightly touches the tread surface of the wheel 13, the tread surface of the wheel 13 may be polished by the brake shoe 12 and become a mirror surface.

FIG. 3 is a diagram showing an operating state of each brake when the brake control unit 4 performs the brake control peculiar to the present embodiment in the brake control system 30 according to the first embodiment. In FIG. 3, each item of FIGS. 3 (a) to 3 (e) is the same as each item of FIGS. 2 (a) to 2 (e) of FIG. 2 described above.

In the present embodiment, the brake control unit 4 has a regeneration pattern when the speed of the railroad vehicle 100 is equal to or higher than the first speed and the period in which the initial loading pressure is applied to the brake shoe 12 becomes the first period. By reducing the output of the signal 4A, the regenerative feedback signal 5A from the regenerative brake control unit 5 is reduced, and the braking force due to the regenerative brake is reduced. The brake control unit 4 increases the BC pressure, which is the brake cylinder pressure 8A, in order to increase the braking force by the brake 20 by the amount that the braking force by the regenerative brake is reduced so that the desired braking force can be obtained in the railway vehicle 100. .. When the period after the BC pressure, which is the brake cylinder pressure 8A, becomes the pressure equal to or higher than the second pressure becomes the second period, the brake control unit 4 returns the BC pressure to the initial filling pressure. 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 higher 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 shoe 12 against the wheel 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.

Compared with the brake control shown in FIG. 2, the brake control unit 4 can suppress the mirroring of the tread surface of the wheel 13 by reducing the time during which the initial loading pressure is applied to the brake shoe 12. Further, the brake control unit 4 makes the period during which the brake shoe 12 is pressed against the wheel 13 by a pressure equal to or higher than the second pressure longer than the specified period as compared with the brake control shown in FIG. Therefore, the mirrored wheel 13 can be roughened to eliminate the mirrored surface.

The operation of the brake control unit 4 will be described with reference to a flowchart. FIG. 4 is a flowchart showing the operation of the brake control unit 4 according to the first embodiment. The brake control unit 4 determines whether or not the brake command 1A has been acquired from the brake command unit 1 (step S101). When the brake command unit 4 has not acquired the brake command 1A from the brake command unit 1 (step S101: No), the brake control unit 4 waits until the brake command 1A is acquired from the brake command unit 1. When the brake command 1A is acquired from the brake command unit 1 (step S101: Yes), the brake control unit 4 controls so that the brake force is obtained by the brake 20. Specifically, the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S102).

The brake control unit 4 controls the regenerative brake control unit 5 to determine whether or not a desired braking force can be obtained by the regenerative brake (step S103). The desired braking force is a required braking force for the railway vehicle 100 calculated by the brake control unit 4. When the desired braking force is not obtained by the regenerative braking (step S103: No), the brake control unit 4 waits until the desired braking force is obtained by the regenerative braking. When the desired braking force is obtained by the regenerative braking (step S103: Yes), the brake control unit 4 applies the first pressure, which is the initial loading pressure, to the brake shoe 12, that is, the BC pressure is the initial loading 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 loading pressure (step S106). ). If the first period has not elapsed since the BC pressure was initially charged (step S106: No), the brake control unit 4 waits until the first period elapses after the BC pressure is initially charged. When the first period elapses after the BC pressure is initially set to the initial loading pressure (step S106: Yes), the brake control unit 4 lowers the regenerative pattern signal 4A, that is, lowers the regenerative braking force due to the regenerative brake (step S107). ). The brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S108).

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 makes the second. 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 cancels the decrease in the regenerative pattern signal 4A, that is, the regenerative braking force due to the regenerative brake. The reduction 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 loading pressure (step S111). The brake control unit 4 returns to step S105 and repeats the above-mentioned operation when the speed of the railway vehicle 100 is equal to or higher than the first speed (step S105: Yes).

When the speed of the railroad vehicle 100 is less than the first speed (step S105: No), the brake control unit 4 determines whether or not the speed of the railroad vehicle 100 is equal to or higher than the second speed slower than the first speed. (Step S112). The second speed is a speed for determining that the brake control unit 4 shifts to the operation of stopping the railway vehicle 100. When the speed of the railroad vehicle 100 is equal to or higher than the second speed (step S112: Yes), the brake control unit 4 waits until the speed of the railroad vehicle 100 becomes less than the second speed. When the speed of the railroad vehicle 100 is less than the second speed (step S112: No), the brake control unit 4 reduces the regenerative braking force by the regenerative brake (step S113). The brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S114).

In order to press the brake shoe 12 against the wheel 13 and roughen the tread of the wheel 13 with the brake shoe 12 to eliminate the mirroring of the tread of the wheel 13, the speed of the railroad vehicle 100 must be at a certain speed or higher. desirable. Therefore, when the speed of the railroad vehicle 100 is equal to or higher than the first speed (step S105: Yes), the brake control unit 4 eliminates the mirroring of the tread of the wheel 13 by the operation of steps S106 to S111.

In this way, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 controls the wheel 13 to be pressed against the wheel 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 shoe 12 is pressed against the wheel 13 with a pressure higher than the pressure is equal to or longer than the specified period. Specifically, when the period in which the first pressure, which is the initial loading pressure, is applied to the brake shoe 12 becomes the first period, the brake control unit 4 applies the pressure applied to the brake shoe 12 to the first pressure. The brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure. When the period in which the brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure becomes the second period, the brake control unit 4 applies the pressure to the brake shoe 12 from the pressure equal to or higher than the second pressure. Change to the first pressure, which is the initial filling pressure. The brake control unit 4 repeats the above control while the speed of the railway vehicle 100 is equal to or higher than the first speed.

As described above, the brake control unit 4 acquires the speed signal 3A from the speed sensor 3, acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load receiving device 2, and acquires each of them. 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 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 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 steps S107 and 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.

Further, when the brake control unit 4 confirms whether or not the first period has elapsed since the BC pressure was set to the initial loading pressure in step S106, even if the BC pressure is not strictly the initial loading pressure, the BC is used. If the pressure is within the specified range including the initial filling pressure, BC pressure = initial filling pressure may be considered. 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 loading 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 loading pressure and then set 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 above as a parameter.

Further, the brake control unit 4 may change the first period and the second period according to, for example, the speed of the railway vehicle 100, instead of a fixed value. In the brake control unit 4, the storage unit 43 stores the first pressure, the second pressure, the first period, the second period, the first speed, the second speed, and the like as parameters. When the first period and the second period fluctuate, a calculation formula that can calculate the first period and the second period according to the speed of the railroad vehicle 100 is stored. In this case, in the brake control unit 4, the control unit 42 calculates the first period and the second period by using the calculation formula stored in the storage unit 43.

Further, the brake control unit 4 may always perform the brake control shown in FIGS. 3 and 4 during the operation of the railway vehicle 100, or may perform the brake control under specified conditions. In the railroad vehicle 100, the brake control unit 4 may perform the brake control shown in FIGS. 3 and 4 to deteriorate the ride quality 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 passengers, or the railroad vehicle 100 is operated. Brake control may be performed when the vehicle is not forwarded. Further, although the railway vehicle 100 is omitted in FIG. 1, one vehicle generally includes a plurality of bogies. Further, a train formed by a plurality of railroad vehicles 100 will be provided with more bogies. Therefore, the brake control unit 4 may perform the brake control shown in FIGS. 3 and 4 for each bogie included in the railroad vehicle 100.

Next, the hardware configuration of the brake control system 30 will be described. In the brake control system 30, configurations other than the brake control unit 4 are realized by equipment mounted on a general railway vehicle. The brake control unit 4 is realized by a processing circuit. The processing circuit may be a processor and memory for executing a program stored in the memory, or may be dedicated hardware.

FIG. 5 is a diagram showing an example in which the processing circuit included in the brake control system 30 according to the first embodiment is configured by a processor and a memory. When the processing circuit is composed of the processor 91 and the memory 92, each function of the processing circuit of the brake control system 30 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 92. In the processing circuit, each function is realized by the processor 91 reading and executing the program stored in the memory 92. That is, the processing circuit includes a memory 92 for storing a program in which the processing of the brake control system 30 is eventually executed. It can also be said that these programs cause the computer to execute the procedure and method of the brake control system 30.

Here, the processor 91 may be a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, a microcomputer, a DSP (Digital Signal Processor), or the like. Further, the memory 92 includes, for example, non-volatile or volatile such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), and EEPROM (registered trademark) (Electrically EPROM). This includes semiconductor memory, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), and the like.

FIG. 6 is a diagram showing an example in which the processing circuit included in the brake control system 30 according to the first embodiment is configured by dedicated hardware. When the processing circuit is composed of dedicated hardware, the processing circuit 93 shown in FIG. 6 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), or 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.

It should be noted that some of the functions of the brake control system 30 may be realized by dedicated hardware, and some may be realized by software or firmware. As described above, the processing circuit can realize each of the above-mentioned functions by the dedicated hardware, software, firmware, or a combination thereof.

As described above, according to the present embodiment, in the brake control system 30, the brake control unit 4 applies a first pressure that does not apply a braking force to at least the wheels 13 while acquiring the brake command 1A. Apply to the brake shoe 12. When the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 is accumulating a period during which the brake shoe 12 is pressed against the wheel 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 shoe 12 against the wheel 13 so that the speed would be longer than the specified period. As a result, the brake control unit 4 can suppress the mirroring of the treads of the wheels 13 of the railway vehicle 100, and can eliminate the mirroring even when the treads of the wheels 13 of the railway vehicle 100 are mirrored. The brake control unit 4 can suppress the mirroring of the tread surface of the wheel 13 of the railway vehicle 100 without impairing the responsiveness to the brake command 1A.

Embodiment 2.
In the first embodiment, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, the brake control unit 4 applies a pressure equal to or higher than the second pressure to the brake shoes 12 and presses them against the wheels 13 a plurality of times. The cumulative period of the second period in which the brake shoe 12 is pressed against the wheel 13 by applying a pressure equal to or higher than the second pressure is set to be 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 shoe 12 and presses it 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 longer than the specified period.

In the second embodiment, the configuration of the railroad vehicle 100 and the brake control system 30 is the same as the configuration of the railroad vehicle 100 and the brake control system 30 in the first embodiment shown in FIG.

FIG. 7 is a diagram showing an operating state of each brake when the brake control unit 4 performs the brake control peculiar to the present embodiment in the brake control system 30 according to the second embodiment. In FIG. 7, each item of FIGS. 7 (a) to 7 (e) is the same as each item of FIGS. 3 (a) to 3 (e) of FIG. 3 described above.

In the present embodiment, when the brake control unit 4 first controls the brake 20 after acquiring the brake command 1A, when the speed of the railroad vehicle 100 is equal to or higher than the first speed, it is defined as a second period. The brake shoe 12 is pressed against the wheel 13 with a pressure equal to or higher than the second pressure for a length equal to or longer than the second pressure. In the brake control unit 4, the subsequent operations are the same as the operations shown in the operation state of FIG. The brake control unit 4 decelerates the railway 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.

The operation of the brake control unit 4 will be described with reference to a flowchart. FIG. 8 is a flowchart showing the operation of the brake control unit 4 according to the second embodiment. The brake control unit 4 determines whether or not the brake command 1A has been acquired from the brake command unit 1 (step S201). When the brake command unit 4 has not acquired the brake command 1A from the brake command unit 1 (step S201: No), the brake control unit 4 waits until the brake command 1A is acquired from the brake command unit 1. When the brake command 1A is acquired from the brake command unit 1 (step S201: Yes), the brake control unit 4 controls so that the brake force is obtained by the brake 20. Specifically, the brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S202).

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 the second period has elapsed since the BC pressure was changed to the pressure equal to or higher than the second pressure. (Step S204). When the second period has not elapsed since the BC pressure was set to the pressure equal to or higher than the second pressure (step S204: No), the brake control unit 4 sets the BC pressure to the pressure equal to or higher than the second pressure and then makes the second. 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).

When the desired braking force is not obtained by the regenerative braking (step S205: No), the brake control unit 4 waits until the desired braking force is obtained by the regenerative braking. When the desired braking force is obtained by the regenerative braking (step S205: Yes), the brake control unit 4 applies the first pressure, which is the initial loading pressure, to the brake shoe 12, that is, the BC pressure is the initial loading pressure. (Step S206). The brake control unit 4 determines whether or not the speed of the railway vehicle 100 is equal to or higher than the second speed, which is slower than the first speed (step S207). When the speed of the railroad vehicle 100 is equal to or higher than the second speed (step S207: Yes), the brake control unit 4 waits until the speed of the railroad vehicle 100 becomes less than the second speed. When the speed of the railroad vehicle 100 is less than the second speed (step S207: No), the brake control unit 4 reduces the regenerative braking force by the regenerative brake (step S208). The brake control unit 4 controls the brake shoe 12 so that a pressure equal to or higher than the second pressure is applied, that is, the BC pressure becomes a pressure equal to or higher than the second pressure (step S209).

As described above, the brake control unit 4 presses the brake shoe 12 against the wheel 13 once for a period specified by the pressure equal to or higher than the second pressure when the speed of the railway vehicle 100 is equal to or higher than the first speed. Take control.

As described above, the brake control unit 4 acquires the speed signal 3A from the speed sensor 3, acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load receiving device 2, and acquires each of them. The desired braking force is calculated based on the signal, and the brake is controlled. Therefore, when the brake control unit 4 performs control as shown in FIG. 7, it is a period during which the BC pressure becomes a 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 longer than 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 case of the first embodiment. It may be performed only once later, or it may be performed when the railroad 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 railroad vehicle 100.

As described above, according to the present embodiment, in the brake control system 30, the brake control unit 4 has 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.

It is said that the same effect can be obtained in the first and second embodiments, but the effect may differ depending on the material of the brake shoe 12, the material of the wheel 13, and the combination of the brake shoe 12 and the wheel 13. Is also assumed. Further, it is assumed that the wheel 13 has already slid on the rail and has a sliding scratch such as a flat surface. In such a case, it is preferable that the brake control unit 4 can select the brake control of the first embodiment or the brake control of the second embodiment according to the effect obtained. Therefore, the brake control unit 4 performs the brake control of the first embodiment when it is important to increase the number of times the brake shoe 12 is pressed against the wheel 13, and the period per time when the brake shoe 12 is pressed against the wheel 13. When it is important to lengthen the brakes, the brake control according to the second embodiment may be performed.

Embodiment 3.
In the first and second embodiments, the brake control unit 4 may always perform the brake control shown in FIGS. 3, 4 or 7, 8 during the operation of the railway vehicle 100, or the power supply of the railway vehicle 100. It may be performed only for the first time after the introduction, or it may be performed during the forwarding when the railroad 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 receiving device 2, the speed sensor 3, the brake control unit 4a, the regenerative brake control unit 5, the electropneumatic conversion valve 6, the original air tank 7, and the relay. It includes 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.

The image sensor 14 is a sensor that detects the state of the tread surface of the wheel 13. The image sensor 14 outputs the state of the tread surface of the wheel 13 to the brake control unit 4a as a detection result. As the sensor for detecting the state of the tread of the wheel 13, 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 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 it is. When the control unit 42a determines that the tread surface of the wheel 13 is mirrored, the control unit 42a performs the brake control described in the first embodiment or the second embodiment. As described above, the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment based on the state of the tread surface of the wheel 13 acquired from the image sensor 14.

FIG. 10 is a flowchart showing a determination process of whether or not to perform brake control by the brake control unit 4a according to the third embodiment. The brake control unit 4a acquires the state of the tread of the wheel 13 from the image sensor 14 as a detection result (step S301). The brake control unit 4a determines whether or not the tread surface of the wheel 13 is mirrored based on the state of the tread surface of the wheel 13 acquired from the image sensor 14 (step S302). When the brake control unit 4a determines that the tread surface of the wheel 13 is mirrored (step S302: Yes), the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment (step S303). When the brake control unit 4a determines that the tread surface of the wheel 13 is not mirrored (step S302: No), the brake control unit 4a ends the operation. In the case of step S302: No, the brake control unit 4a performs normal brake control as shown in FIG.

When the brake control unit 4a determines that the tread surface of the wheel 13 is mirrored, the braking effect of the brake 20 may be worse than when the tread surface of the wheel 13 is not mirrored. is expected. Therefore, when the brake control unit 4a performs the brake control described in the first embodiment or the second embodiment, the BC pressure is set to a pressure equal to or higher than the second pressure when the railroad vehicle 100a is stopped, but the BC pressure. May be set to a pressure equal to or higher than the second pressure earlier than in the first and second embodiments. When the brake control unit 4a determines that the tread surface of the wheel 13 is mirrored, the brake control unit 4a sets the BC pressure to a pressure equal to or higher than the second pressure earlier than in the first and second embodiments. The railroad vehicle 100a can be reliably stopped.

As described above, according to the present embodiment, in the brake control system 30a, the brake control unit 4a is an image sensor 14 which is a sensor for detecting the state of the tread, which is a part 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 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 as long as it does not deviate from the gist of the present invention. It is also possible to omit or change the part.

1 Brake command unit, 1A Brake command, 2 Response load device, 2A Response load signal, 3 Speed sensor, 3A Speed signal, 4,4a Brake control unit, 4A Regeneration pattern signal, 4B Pressure control signal, 5 Regeneration brake control unit, 5A regenerative feedback signal, 6 electro-pneumatic conversion valve, 6A air signal, 7 source air tank, 7A compressed air, 8 relay valve, 8A brake cylinder pressure, 9,11 pressure sensor, 9A, 11A feedback command, 10 brake cylinder, 12 Wheel control, 13 wheels, 14 image sensors, 20 brakes, 30, 30a brake control system, 41, 41a acquisition unit, 42, 42a control unit, 43 storage unit, 100, 100a railroad vehicle.

Claims (15)

A brake control device that generates braking force by pressing a brake shoe against a wheel in a railroad vehicle.
The acquisition unit that acquires the brake command,
While acquiring the brake command, at least a first pressure that does not apply a braking force to the wheels is applied to the brake shoes, and when the speed of the railroad vehicle is equal to or higher than the first speed, the pressure is higher than the first pressure. A control unit that controls the brake to press the brake shoe against the wheel so that the cumulative period of the period during which the brake shoe is pressed against the wheel at a pressure equal to or higher than the second pressure is greater than or equal to the specified period. ,
A brake control device characterized by being provided with. When the speed of the railroad vehicle is equal to or higher than the first speed, the control unit controls to press the brake shoes against the wheels at a pressure equal to or higher than the second pressure a plurality of times, and the second pressure or higher. The brake control is performed so that the cumulative period of the plurality of periods in which the brake shoe is pressed against the wheel by the pressure of the above is equal to or longer than the specified period.
The brake control device according to claim 1. When the period in which the first pressure is applied to the wheel control is the first period while the speed of the railroad vehicle is equal to or higher than the first speed, the control unit applies pressure to the wheel control. Is changed from the first pressure to a pressure equal to or higher than the second pressure, the wheel control element is pressed against the wheel at a pressure equal to or higher than the second pressure, and the wheel is pressed against the wheel at a pressure equal to or higher than the second pressure. When the period in which the wheel control element is pressed becomes the second period, the control of changing the pressure applied to the wheel control element from the pressure equal to or higher than the second pressure to the first pressure is repeatedly performed.
The brake control device according to claim 2. The control unit presses the brake shoe once against the wheel for a specified period or longer at a pressure equal to or higher than the second pressure when the speed of the railroad vehicle is equal to or higher than the first speed. I do,
The brake control device according to claim 1. The control unit has a desired brake force that is a combination of a first braking force, which is a braking force obtained by pressing the brake shoe against the wheel, and a second braking force, which is a braking force obtained by the regenerative braking. The first braking force and the second braking force are controlled so as to be a force.
The brake control device according to any one of claims 1 to 4. The control unit performs the brake control only once after the power of the railway vehicle is turned on.
The brake control device according to any one of claims 1 to 5. The control unit performs the brake control when the railroad vehicle is forwarded.
The brake control device according to any one of claims 1 to 5. When the control unit obtains a detection result that the wheel portion is mirrored from a sensor that detects the state of the wheel portion on which the brake shoe is pressed, the control unit performs the brake control.
The brake control device according to any one of claims 1 to 5. The control unit performs the brake control for each bogie included in the railroad vehicle.
The brake control device according to any one of claims 1 to 8. It is a brake control method of a brake control device that generates braking force by pressing a brake shoe against a wheel in a railway vehicle.
The first step in which the acquisition unit acquires the brake command,
While the control unit is acquiring the brake command, at least a first pressure that does not apply a braking force to the wheels is applied to the brake shoes, and when the speed of the railroad vehicle is equal to or higher than the first speed, the first pressure is applied. Brake control for pressing the brake shoe against the wheel so that the cumulative period of the period during which the brake shoe is pressed against the wheel at a pressure equal to or higher than the second pressure higher than the pressure of 1 is equal to or longer than the specified period. The second step to do and
A brake control method comprising: In the second step, the control unit performs control to press the brake shoe against the wheel at a pressure equal to or higher than the second pressure a plurality of times when the speed of the railroad vehicle is equal to or higher than the first speed. The brake control is performed so that the cumulative period of the plurality of periods in which the brake shoe is pressed against the wheel at a pressure equal to or higher than the second pressure becomes equal to or longer than the specified period.
The brake control method according to claim 10. In the second step, when the control unit applies the first pressure to the wheel control while the speed of the railroad vehicle is equal to or higher than the first speed is the first period. The pressure applied to the wheel controller is changed from the first pressure to a pressure equal to or higher than the second pressure, and the wheel controller is pressed against the wheel at a pressure equal to or higher than the second pressure to press the wheel controller against the wheel to obtain the second pressure or higher. When the period in which the wheel control element is pressed against the wheel by the pressure is the second period, the control for changing the pressure applied to the wheel control element from the pressure equal to or higher than the second pressure to the first pressure is controlled. Repeat,
The brake control method according to claim 11. In the second step, when the speed of the railroad vehicle is equal to or higher than the first speed, the control unit attaches the brake shoes to the wheels for a specified period or longer at a pressure equal to or higher than the second pressure. The brake control is performed by pressing once.
The brake control method according to claim 10. In the second step, the control unit combines the first braking force, which is the braking force obtained by pressing the brake shoe against the wheel, and the second braking force, which is the braking force obtained by the regenerative braking. The first braking force and the second braking force are controlled so that the braking force becomes a desired braking force.
The brake control method according to any one of claims 10 to 13, wherein the brake control method is characterized. In the second step, the control unit performs the brake control only once after the power of the railway vehicle is turned on.
The brake control method according to any one of claims 10 to 14, wherein the brake control method is characterized.

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