JP7653380B2 - Air-glide control method and air-glide control device - Google Patents

Description

The present invention relates to an air brake runway control method for runway control during braking.

In electric vehicles (powered vehicles) such as trains and electric locomotives, which accelerate and decelerate using the tensile force (also called adhesion or tangential force) between the wheels and the rails, the wheels may slip on the rails during braking, causing the rotational speed of the axles to slow down below the running speed of the vehicle, resulting in "slide." For this reason, when slide occurs, slide control is performed to temporarily reduce the braking force and restore adhesion. Slide control is performed, for example, by turning on/off (opening and closing) the air supply solenoid valve and exhaust solenoid valve, which control the air pressure in the brake cylinder (BC pressure). When slide occurs, the air supply solenoid valve is turned off (closed) to stop the supply of air (air supply) to the brake cylinder, and the exhaust solenoid valve is turned on (opened), lowering the BC pressure to encourage re-adhesion.

While the above-mentioned skid control has the role of preventing wear on the wheels and rails, there is a problem in that if the BC pressure is lowered more than necessary, the braking distance will increase. One technique to solve this problem is known, for example in Patent Document 1, which sets a target for lowering the BC pressure and controls it so that it is not lowered too much.

JP 2013-86515 A

However, the reduction of BC pressure in planing control has a delay characteristic in which the BC pressure decreases after the exhaust solenoid valve is opened, so the response is slow from the decision to reduce the BC pressure to the completion of the reduction when the BC pressure actually falls to the target value. Therefore, even if the target value is set and control related to the reduction is started, the running condition or planing condition may have changed by the time the execution is completed.

In view of the above-mentioned problems, the present invention has been devised with the aim of providing a technology for realizing appropriate control of the reduction of BC pressure, taking into account the delay characteristics related to the reduction of BC pressure.

The first invention for solving the above problem is:
A method for controlling air-slide using a calculation means (e.g., a tangential force coefficient calculation unit 19 in FIG. 1 ) for calculating a tangential force coefficient or a tangential force (collectively referred to as a "tangential force coefficient") based on a brake cylinder pressure (hereinafter referred to as a "BC pressure") and a wheel rotation acceleration, and when an occurrence of slide is detected, reducing the BC pressure to cause re-adhesion,
A target determination step (e.g., step S5 in FIG. 5) for determining a target tangential force coefficient or a target tangential force (hereinafter collectively referred to as a "target tangential force coefficient") for regaining adhesion when occurrence of skid is detected;
A reduction execution control step (e.g., step S7 in FIG. 5) of executing and controlling a reduction to a BC pressure corresponding to the target tangential force coefficient;
a complementary control determination step (e.g., step S13 in FIG. 5) for determining whether or not to perform an additional reduction in the BC pressure based on a difference between the tangential force coefficient immediately after the reduction in the reduction execution control step and the target tangential force coefficient;
The air-glide control method includes the steps of:

In addition, as another invention,
An air brake slide control device (for example, the air brake slide control device 1 of FIG. 1 ) that includes a calculation means for calculating a tangential force coefficient or a tangential force (hereinafter collectively referred to as a "tangential force coefficient") based on a brake cylinder pressure (hereinafter referred to as a "BC pressure") and a wheel rotation acceleration, and that reduces the BC pressure to cause re-adhesion when it detects the occurrence of a slide,
A target determination means (e.g., the target determination unit 23 in FIG. 1 ) that determines a target tangential force coefficient or a target tangential force (hereinafter collectively referred to as the “target tangential force coefficient”) for regaining adhesion when occurrence of skid is detected;
A reduction execution control means (for example, the BC pressure reduction execution control unit 25 in FIG. 1) that controls the reduction to the BC pressure corresponding to the target tangential force coefficient;
a complementary control determination means (for example, the complementary control determination unit 33 in FIG. 1 ) that determines whether or not to perform an additional reduction in the BC pressure based on a difference between the tangential force coefficient immediately after the reduction by the reduction execution control means and the target tangential force coefficient;
An air-glide control device may be configured comprising:

According to the first invention, when the occurrence of sliding is detected, a target tangential force coefficient (or target tangential force) is determined, and the reduction of the BC pressure is controlled and executed, and based on the difference between the tangential force coefficient (or tangential force) immediately after the reduction is executed and the target tangential force coefficient (or target tangential force), it is possible to determine whether or not to further reduce the BC pressure. This makes it possible to further reduce the BC pressure according to the running state and sliding state after the reduction of the BC pressure is controlled, and it becomes possible to appropriately reduce the BC pressure to a value corresponding to the target tangential force coefficient (or target tangential force). In other words, it becomes possible to realize appropriate reduction control of the BC pressure taking into account the delay characteristics related to the reduction of the BC pressure.

In addition, as a second invention,
a required time calculation step of calculating a required time required to reduce the current BC pressure to the BC pressure corresponding to the target tangential force coefficient (e.g., step S9 in FIG. 5);
Including,
the complementary control determination step performs the determination when occurrence of a slide is detected and the required time has elapsed;
The air-glide control method of the first aspect of the present invention may be configured.

According to the second invention, when the occurrence of a slide is detected, it is possible to determine whether or not to perform an additional reduction by waiting for the time required to reduce the current BC pressure to the BC pressure corresponding to the target tangential force coefficient (or target tangential force) to elapse. This makes it possible to perform an additional reduction in the BC pressure according to the running state and slide state when the execution of the control related to the initial reduction is completed.

In addition, as a third invention,
The complementary control determination step determines not to perform an additional reduction in the BC pressure when the difference satisfies a predetermined allowable coefficient condition based on the target tangential force coefficient, and determines to perform an additional reduction in the BC pressure when the difference does not satisfy the predetermined allowable coefficient condition.
The air-glide control method of the first or second invention may be configured.

According to the third invention, if the difference between the tangential force coefficient (or tangential force) immediately after the initial reduction of the BC pressure is completed and the target tangential force coefficient (or target tangential force) does not satisfy a predetermined allowable coefficient condition, the BC pressure can be further reduced.

In addition, as a fourth invention,
an additional reduction execution control step (e.g., steps S17 and S19 in FIG. 5) for executing and controlling an additional reduction in the BC pressure by an additional reduction amount determined based on the slip speed or the wheel rotation acceleration at the time of the judgment when the additional reduction is judged to be performed by the complementary control judgment step;
The air-glide control method of any one of the first to third aspects of the present invention may be configured to include the above.

According to the fourth invention, when an additional reduction is to be performed, it is possible to control the execution of an additional reduction in the BC pressure by an amount corresponding to the slip speed or wheel rotation acceleration at the time when it is determined that the additional reduction should be performed.

In addition, as a fifth invention,
a first acceleration detection step (for example, acceleration detection by the acceleration detection unit 113 in FIG. 7 ) of detecting the wheel rotation acceleration by performing a differential calculation and a first smoothing process for smoothing in a time axis direction based on the wheel rotation speed;
Detecting the occurrence of the skid using the wheel rotation acceleration (for example, skid detection by the skid detection unit 13 of FIG. 7 );
a second acceleration detection step (e.g., acceleration detection by the second acceleration detection unit 34 in FIG. 7 ) of detecting a second acceleration by performing a differential calculation and a second smoothing process for smoothing in a time axis direction based on the wheel rotation speed and having a narrower smoothing time width than the first smoothing process;
an additional reduction control step (for example, additional reduction by the additional reduction control unit 35 in FIG. 7 ) for controlling an additional reduction of the BC pressure by an additional reduction amount determined based on the second acceleration when it is determined in the supplementary control determination step that an additional reduction is to be performed;
The air-glide control method of any one of the first to third aspects of the present invention may be configured to include the above.

According to the fifth invention, the acceleration used to detect slippage can be the acceleration detected by a first smoothing process having a relatively wide smoothing time width, and the acceleration used to determine the amount of additional reduction in BC pressure can be the acceleration detected by a second smoothing process having a relatively narrow smoothing time width.

FIG. 2 is a block diagram showing an example of the main configuration of an air-glide control device. FIG. 4 is a graph showing the relationship between the tangential force coefficient μ and the sliding velocity Vs. FIG. 13 is a diagram showing an example of a data configuration of a BC pressure correspondence table. FIG. 13 is a diagram showing an example of the data configuration of an additional reduction amount table. 4 is a flowchart showing a flow of a planation control. FIG. 13 is a graph showing the relationship between the change characteristics of the tangential force coefficient μ and the tensile force F and the slide control. FIG. 11 is a block diagram showing an example of the main configuration of an air-glide control device in a modified example.

Below, a preferred embodiment of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the embodiment described below, and the forms to which the present invention can be applied are not limited to the following embodiment.

FIG. 1 is a block diagram showing an example of the main configuration of an air brake runway control device 1 in this embodiment. As shown in FIG. 1, the air brake runway control device 1 includes a speed/acceleration detection unit 11, a runway detection unit 13, a re-adhesion detection unit 15, an air intake/exhaust control unit 17, a tangential force coefficient calculation unit 19, a tangential force coefficient storage unit 21, a target determination unit 23, a BC pressure reduction execution control unit 25, and a supplementary control unit 30. This air brake runway control device 1 is a control device that controls the air brake according to a brake command, and when a runway of the wheel 51 is detected during braking, the air brake runway control unit 1 performs runway control to ease the brake and suppress the runway. In this embodiment, when the occurrence of a runway is detected, a target tangential force coefficient μ _T is determined, and the brake cylinder pressure (BC pressure) is reduced based on the determined target tangential force coefficient μ _T to cause re-adhesion.

The speed/acceleration detection unit 11 detects the rotational speed (wheel rotational speed) V and rotational acceleration (wheel rotational acceleration) α of the axle 53 (i.e., the wheel 51) based on a detection signal from a speed sensor such as a speed generator 55 attached near the axle 53. The detected wheel rotational speed V is output to the skid detection unit 13, the re-adhesion detection unit 15, and the complementary control unit 30, and the wheel rotational acceleration α is output to the skid detection unit 13, the tangential force coefficient calculation unit 19, the BC pressure reduction execution control unit 25, and the complementary control unit 30.

During braking, the skid detection unit 13 judges whether a skid has occurred in the wheel 51 based on the wheel rotation speed V and wheel rotation acceleration α detected by the speed/acceleration detection unit 11 and the train's running speed (hereinafter referred to as "reference speed Vm") obtained from the driver's cab or other axle control device, and judges whether a skid detection condition has been met. The skid detection condition is determined as follows: (1) the slip speed Vs, which is the speed difference between the wheel rotation speed V and the reference speed Vm, is equal to or greater than a speed difference threshold (e.g., 20 km/h); (2) the slip rate is equal to or greater than a slip rate threshold (e.g., 20%); (3) the sticking margin is less than a sticking margin threshold (e.g., 0.2 s); and the skid detection condition is judged to be met when any of (1) to (3) is met. Here, the slip rate is "reduction in wheel rotation speed V/reference speed Vm" and the sticking margin is "wheel rotation speed V/deceleration β". The skid detection conditions are set so that the slip speed Vs when the skid detection conditions are met is determined to be a speed that is determined to be sufficiently higher than the slip speed of the adhesion coefficient μs in FIG. 2, which will be described later.

The re-adhesion detection unit 15 determines the re-adhesion detection condition based on the wheel rotation speed V detected by the speed/acceleration detection unit 11 and the reference speed Vm, and detects whether the wheel 51 that has slipped has re-adhered. The re-adhesion detection condition is, for example, "the slip speed Vs falls below a speed difference threshold (e.g., 3 km/h)." Note that the re-adhesion detection condition may be determined using the wheel rotation acceleration α instead of or in addition to the slip speed Vs.

The supply and exhaust control unit 17 performs supply control to supply air pressure from the air tank 61 to the brake cylinder 65 and exhaust control to discharge the air pressure in the brake cylinder 65 and lower the BC pressure by turning on and off (opening and closing) the solenoid valve 63 of the brake device 60, which is an air brake equipped with a disc brake 67. The solenoid valves 63 to be controlled include an air supply solenoid valve related to the supply of air pressure to the brake cylinder 65 and an exhaust solenoid valve related to the discharge of air pressure in the brake cylinder 65.

Here, the specific control contents by the air intake and exhaust control unit 17 will be explained. The air intake and exhaust control unit 17 starts air intake control upon receiving a "brake command" from outside, such as the driver's cab, and increases the braking force. The air intake control is the ON/OFF control of the air intake solenoid valve. The "brake command" is a command given from outside to the brake device 60, which is an air brake, and can be, for example, a command from the BCU (Brake Control Unit).

If skidding is detected by the skid detection unit 13 during braking, the air supply solenoid valve is turned OFF to stop the air supply control. Then, under the control of the BC pressure reduction execution control unit 25 and the additional reduction execution control unit 35, exhaust control is started to reduce the braking force. The exhaust control is the ON/OFF control of the exhaust solenoid valve. In this embodiment, the BC pressure is reduced to the target BC pressure input from the BC pressure reduction execution control unit 25, and the BC pressure is reduced by ΔBC pressure according to the additional reduction amount (ΔBC pressure) input from the additional reduction execution control unit 35.

After that, when the maintenance detection condition is met, the exhaust solenoid valve is turned OFF to stop exhaust control and maintain the air pressure (BC pressure) in the brake cylinder 65 constant. The maintenance detection condition is, for example, "the deceleration β of the wheel 51 falls below or is equal to or lower than a deceleration threshold value (for example, 2 km/h/s)."

On the other hand, when re-adhesion is detected by the re-adhesion detection unit 15, air supply control is resumed to increase the braking force. At that time, in order to supply air to compensate for the air pressure that was exhausted when skid was detected, the air supply solenoid valve is continuously turned on or is controlled to be turned on/off intermittently to quickly restore the braking force.

The tangential force coefficient calculation unit 19 periodically calculates the tangential force coefficient μ based on the current BC pressure and the wheel rotation acceleration α detected by the speed/acceleration detection unit 11. The calculated tangential force coefficient μ is output to the target determination unit 23 and stored in the tangential force coefficient storage unit 21. For example, the tangential force coefficient storage unit 21 may be configured to store the calculated value of the tangential force coefficient μ previously calculated by the tangential force coefficient calculation unit 19, or may store the calculated values by the tangential force coefficient calculation unit 19 for a predetermined number of times in a time series. In addition, the tangential force coefficient storage unit 21 calculates the slip velocity Vs at the timing when the tangential force coefficient μ is calculated from the wheel rotation velocity V and the reference velocity Vm, and stores it in association with the tangential force coefficient μ.

The target determination unit 23 determines a target tangential force coefficient _μT for regaining adhesion of the wheel 51 that has experienced a slide when the slide detection unit 13 detects the occurrence of the slide.

Here, the tangential force coefficient μ is the coefficient of friction between the wheel and the rail, and is defined by the ratio of the tensile force (also called adhesion or tangential force) acting on the wheel tread in the rail direction to the wheel load, as shown in the following formula (1). In formula (1), F is the tensile force [N], m is the rotational inertia mass [kg], α is the wheel rotational acceleration [m/ ^s2 ], and _W0 is the static wheel load [N], where the rotational inertia mass m and the static wheel load _W0 [N] are known values determined by the vehicle specifications. In addition, the tensile force F can be obtained from the BC pressure. Therefore, the tangential force coefficient μ can be calculated when the variables BC pressure and wheel rotational acceleration α are given.

This tangential force coefficient μ has the characteristics shown in Figure 2 with respect to the slip velocity Vs. Figure 2 is a diagram showing the relationship between the tangential force coefficient μ and the slip velocity Vs. As shown in Figure 2, in the range where the slip velocity Vs is sufficiently small (microslip region), the tangential force coefficient μ increases almost in proportion to the slip velocity Vs, and the tensile force is reliably transmitted to the rail, resulting in adhesive running. The maximum value of the tangential force coefficient μ is called the adhesion coefficient μs. When the slip velocity Vs increases beyond this adhesion coefficient μs, the tangential force coefficient μ shows a decreasing tendency (macroscopic slip region), the tensile force decreases, and sliding occurs.

Therefore, when the occurrence of a slide is detected by the slide detection unit 13, the target determination unit 23 determines the target tangential force coefficient μ _T using the tangential force coefficient μ calculated by the tangential force coefficient calculation unit 19 and/or the past tangential force coefficient μ stored in the tangential force coefficient storage unit 21. For example, in the case of a configuration in which the previous value of the tangential force coefficient μ calculated by the tangential force coefficient calculation unit 19 is stored in the tangential force coefficient storage unit 21, the previous value can be used as the target tangential force coefficient μ _T. This is because the tangential force coefficient μ stored in the tangential force coefficient storage unit 21 is the tangential force coefficient μ immediately before the occurrence of a slide, which is considered to be a value closer to the adhesion coefficient μs than when the occurrence of a slide is detected. In addition, in the case of a configuration in which the tangential force coefficient μ for a predetermined number of past times is stored, the adhesion coefficient μs may be estimated from the relationship between the stored tangential force coefficient μ and the sliding velocity Vs, and a value equal to or slightly smaller than the estimated value (for example, a value of 95 to 99%) may be set as the target tangential force coefficient μ _T.

The BC pressure reduction execution control unit 25 calculates the BC pressure (target BC pressure) corresponding to the target tangential force coefficient _μT from the relationship in equation (1) using the target tangential force coefficient _μT calculated by the target determination unit 23 and the wheel rotational acceleration α detected by the speed/acceleration detection unit 11. Then, the calculated BC pressure (target BC pressure) is output to the intake/exhaust control unit 17, and the intake/exhaust control unit 17 performs exhaust control to execute reduction to the target BC pressure.

The complementary control unit 30 includes a required time calculation unit 31, a complementary control determination unit 33, and an additional reduction execution control unit 35, and controls the execution of an additional reduction of the BC pressure based on the difference between the tangential force coefficient μ immediately after the reduction is executed by the BC pressure reduction execution control unit 25 and the target tangential force coefficient _μT .

The required time calculation unit 31 refers to the BC pressure correspondence table 311 and calculates the required time (required reduction time) required to reduce the current BC pressure to the target BC pressure. FIG. 3 is a diagram showing an example of the data configuration of the BC pressure correspondence table 311. As shown in FIG. 3, the BC pressure correspondence table 311 is a data table in which the required reduction time is set in correspondence with combinations of possible BC pressure values P ₁ , P ₂ , . . . P _n and target BC pressure values P _T1 , P _T2 , . . . P _Tm . The required time calculation unit 31 reads out the required reduction time corresponding to the current BC pressure and the target BC pressure calculated by the BC pressure reduction execution control unit 25 from the BC pressure correspondence table 311 and outputs it to the complementary control determination unit 33. The possible BC pressure values _P1 , _P2 , ..., _Pn and the target BC pressure values _P.sub.T1 , _P.sub.T2 , ..., _P.sub.Tm can be determined as discrete values, and the required reduction time corresponding to the current BC pressure and the target BC pressure may be obtained using a nearest neighbor interpolation method.Also, a function formula that can calculate the required reduction time by substituting the current BC pressure and the target BC pressure may be prepared in advance, and the required reduction time may be calculated using the function formula.

When the required reduction time has elapsed since the occurrence of a slide is detected, the complementary control determination unit 33 calculates and uses the difference between the tangential force coefficient μ at that time and the target tangential force coefficient μ _T to determine whether or not to perform an additional reduction in the BC pressure (complementary control determination). In this embodiment, if the calculated difference (tangential force coefficient difference) satisfies a predetermined allowable coefficient condition, it is determined that the BC pressure will not be additionally reduced, and if the allowable coefficient condition is not satisfied, it is determined that the BC pressure will be additionally reduced. The allowable coefficient condition can be, for example, "the tangential force coefficient difference is equal to or less than a predetermined threshold value that is set in advance," and the threshold value can be, for example, about 3 to 10% of the target tangential force coefficient μ _T. By treating the tangential force coefficient difference as an absolute value, for example, when the target tangential force coefficient μ _T is a value close to the adhesion coefficient μs, it is not necessary to ask whether the state of the slip velocity Vs at the time when the required reduction time has elapsed is in the microslip region or the macroslip region in FIG. 2.

When the supplementary control determination unit 33 determines that an additional reduction in BC pressure should be performed, the additional reduction execution control unit 35 outputs the additional reduction amount (ΔBC pressure) to the air intake and exhaust control unit 17, and controls the execution of an additional reduction by the amount of additional reduction in BC pressure due to the exhaust control of the air intake and exhaust control unit 17. In this embodiment, when it is determined that an additional reduction should be performed, the additional reduction execution control unit 35 calculates the current slip speed Vs from the wheel rotation speed V detected by the speed/acceleration detection unit 11 and the reference speed Vm obtained from the cab or the like. Then, the additional reduction amount table 351 is used to calculate the additional reduction amount.

FIG. 4 is a diagram showing an example of the data configuration of the additional reduction amount table 351. As shown in FIG. 4, the additional reduction amount table 351 is a data table in which the additional reduction amount is set in association with the possible values of the slip speed Vs, Vs ₁ , Vs ₂ , ..., Vs _k . The additional reduction execution control unit 35 reads out the additional reduction amount corresponding to the current slip speed Vs from the additional reduction amount table 351 and outputs it to the air intake and exhaust control unit 17. Note that the possible values of the slip speed Vs, Vs ₁ , Vs ₂ , ..., Vs _k , can be determined as discrete values, and the additional reduction amount corresponding to the current slip speed Vs may be obtained using a nearest neighbor interpolation method. Also, a function formula that can calculate the additional reduction amount by substituting the current slip speed Vs may be prepared in advance, and the additional reduction amount may be calculated using the function formula.

Next, the flow of control related to the reduction of BC pressure in the runway control performed by the air runway control device 1 will be explained with reference to Figures 5 and 6. Figure 5 is a flowchart showing the runway control flow, and Figure 6 is a diagram showing the relationship between the change characteristics of the tangential force coefficient μ and the tensile force F and the runway control.

Figure 6 shows the change characteristics of the tangential force coefficient μ versus slip velocity Vs, as in Figure 2, and the change characteristics of the tensile force F versus slip velocity Vs. Note that in Figure 6, the change characteristics of the tangential force coefficient μ are similar to the change characteristics of the tangential force (=F-mα), and therefore may be substituted. Also, the change characteristics of the tensile force F are similar to the change characteristics of the value obtained by dividing the tensile force F by the axle load _W0 , and therefore may be substituted.

First, as shown in Fig. 5, the tangential force coefficient calculation unit 19 starts calculating the tangential force coefficient μ (step S1). The tangential force coefficient calculation unit 19 repeatedly calculates the tangential force coefficient μ at a predetermined calculation cycle. After that, when the occurrence of a slide is detected by the slide detection unit 13 (step S3), the target determination unit 23 determines the target tangential force coefficient μ _T (step S5). Then, the BC pressure reduction execution control unit 25 outputs the target BC pressure corresponding to the target tangential force coefficient μ _T to the air intake/exhaust control unit 17, and controls the reduction to the target BC pressure (step S7).

As explained in FIG. 6, while the sliding velocity Vs increases while a constant tensile force F is generated, the tangential force coefficient μ in the macroscopic sliding region (see FIG. 2) gradually decreases, the sliding gradually increases, and at a certain point the occurrence of sliding is detected by the sliding detection unit 13 (step S3, FIG. 6(a)). Then, the BC pressure starts to be lowered toward the determined target BC pressure, and the tensile force F decreases (FIG. 6(b)).

Next, the required time calculation unit 31 calculates the required time required to reduce the BC pressure from the current BC pressure to the target BC pressure (step S9), and the system is in a standby state from the detection of the occurrence of skidding until the required time calculated in step S9 has elapsed. This is the state of FIG. 6(b) in which the pulling force F decreases as the BC pressure is reduced. Then, if the required time has elapsed (step S11: YES), the complementary control determination unit 33 performs a complementary control determination (step S13), and if the result of the complementary control determination is to perform an additional reduction in the BC pressure (step S15: YES), the additional reduction execution control unit 35 calculates the amount of additional reduction (step S17) and controls the execution of an additional reduction in the BC pressure by the additional reduction amount (step S19, FIG. 6(c)). When the slip velocity Vs begins to decrease due to the reduction in the BC pressure (or the additional reduction in the BC pressure), the tangential force coefficient μ gradually increases, and re-adhesion occurs.

As described above, according to this embodiment, when the occurrence of a slide is detected, the target tangential force coefficient μ _T is determined, and the reduction of the BC pressure can be controlled. Then, the reduction time required to reduce the current BC pressure to the target BC pressure is calculated, and based on the difference between the tangential force coefficient μ at the time when the reduction time has elapsed and the target tangential force coefficient μ _T , it is possible to determine whether or not to perform an additional reduction in the BC pressure. In addition, when performing an additional reduction, it is possible to perform an additional reduction in the BC pressure by an additional reduction amount (ΔBC pressure) corresponding to the sliding speed Vs at that time. Therefore, it is possible to perform an additional reduction in the BC pressure according to the running state and the slide state after the reduction of the BC pressure is performed, and it is possible to appropriately perform a reduction to the BC pressure corresponding to the target tangential force coefficient. In other words, it is possible to realize an appropriate reduction control of the BC pressure taking into account the delay characteristic related to the reduction of the BC pressure.

(Variation 1)
In the above embodiment, the correspondence between the slip speed Vs and the additional reduction amount (ΔBC pressure) is set in the additional reduction amount table 351, and the additional reduction amount corresponding to the slip speed Vs when it is determined that the BC pressure should be additionally reduced is used to execute and control the additional reduction of the BC pressure by the additional reduction amount. In contrast, a configuration may be adopted in which the correspondence between the wheel rotation acceleration α and the additional reduction amount (ΔBC pressure) is set in an additional reduction amount table. In this case, when the complementary control determination unit 33 determines that the BC pressure should be additionally reduced, the additional reduction execution control unit 35 calculates the additional reduction amount corresponding to the wheel rotation acceleration α detected by the speed/acceleration detection unit 11 using the additional reduction amount table, and outputs the calculated amount to the intake/exhaust control unit 17.

In this case, the wheel rotation acceleration used as the basis for determining the additional reduction amount (ΔBC pressure) may be an acceleration different from the acceleration detected by the speed/acceleration detection unit 11. Specifically, the additional reduction amount (ΔBC pressure) is determined based on an acceleration that has been smoothed using a smoothing process that is narrower than the smoothing time width used when the speed/acceleration detection unit 11 detects the acceleration.

Figure 7 shows a block diagram of an example of the main configuration of the air-glide control device at this time. The speed/acceleration detection unit 11 has a speed detection unit 111 that detects the rotational speed (wheel rotational speed) V, and an acceleration detection unit 113 that detects the rotational acceleration (wheel rotational acceleration) α by performing a differential calculation and a first smoothing process that smooths the rotational speed V in the time axis direction. The configuration of this speed/acceleration detection unit 11 is the same as in the above-mentioned embodiment.

The difference is that the complementary control unit 30 has a second acceleration detection unit 34 and that the additional reduction amount table 352 is different. The second acceleration detection unit 34 detects the acceleration α2 by performing a differential operation and a second smoothing process that smooths in the time axis direction and has a narrower smoothing time width than the first smoothing process based on the rotation speed V detected by the speed detection unit 111 of the speed/acceleration detection unit 11. The additional reduction amount table 352 is a data table in which the correspondence between the acceleration α2 and the additional reduction amount (ΔBC pressure) is set. The additional reduction execution control unit 35 refers to the additional reduction amount table 352, and uses the additional reduction amount corresponding to the acceleration α2 detected by the second acceleration detection unit 34 when it is determined that the BC pressure should be additionally reduced, and controls the execution of the additional reduction of the BC pressure by the additional reduction amount.

Here, we will explain why the acceleration α2, which is used as the basis for determining the additional reduction amount (ΔBC pressure), is detected by a smoothing process with a narrower smoothing time width than the acceleration α detected by the speed/acceleration detection unit 11. First, in addition to the speed component in the circumferential direction in which the wheels 51 are driven, the detection signal from the speed generator 55, etc. is superimposed with high-frequency noise components due to the influence of the vibration of the bogie and the car body. Therefore, it is common to perform a smoothing process of a certain time width to remove the noise components. For example, a moving average calculation can be performed, or the sampling time interval used for the calculation can be set to a predetermined interval (more specifically, the smoothing time width can be changed by changing the sampling interval of the speed used for the acceleration calculation among the speeds detected at any time, so the sampling interval is kept at a predetermined interval).

However, while increasing (widening) the smoothing time width improves the ability to remove noise components, it also introduces a time delay. As a result, a delay may occur in the response control to an actual event at a certain moment. Therefore, the detection of the occurrence of a slide by the slide detection unit 13 and the decision of whether or not to perform additional reduction by the complementary control determination unit 33 are based on the acceleration α, which has few noise components, while the amount of additional reduction (ΔBC pressure) is determined based on the acceleration α2, which has little time delay.

(Variation 2)
Instead of the tangential force coefficient μ in the above-described embodiment and modified example, a tangential force (also called a tensile force or an adhesive force) may be used. The tangential force, the tensile force, and the adhesive force are equivalent, and for example, the tangential force corresponds to the tensile force F. In the above-described embodiment, a tangential force can be used instead of the tangential force coefficient μ. In that case, this can be realized by reading the description of the above-described embodiment and modified example by replacing the tangential force coefficient μ with the tangential force (which may be a tensile force or an adhesive force) and the target tangential force coefficient μ _T with the target tangential force.

1...Air brake glide control device 11...Speed/acceleration detection unit 13...Slide detection unit 15...Re-adhesion detection unit 17...Air intake/exhaust control unit 19...Tangential force coefficient calculation unit 21...Tangential force coefficient memory unit 23...Target determination unit 25...BC pressure reduction execution control unit 30...Complementary control unit 31...Required time calculation unit 311...BC pressure correspondence table 33...Complementary control determination unit 35...Additional reduction execution control unit 351...Additional reduction amount table 51...Wheels 53...Axles 60...Brake device 63...Solenoid valve 65...Brake cylinder

Claims (6)

A method for controlling air-slide that, when an occurrence of a slide is detected, reduces a brake cylinder pressure (hereinafter referred to as "BC pressure") to cause re-adhesion by utilizing a calculation means for calculating a tangential force coefficient or a tangential force (hereinafter collectively referred to as "tangential force coefficient") based on a wheel rotation acceleration,
a target determination step of determining a target tangential force coefficient or a target tangential force (hereinafter collectively referred to as "target tangential force coefficient") for regaining adhesion when occurrence of skid is detected;
a reduction execution control step of executing and controlling a reduction to a BC pressure corresponding to the target tangential force coefficient;
a complementary control determination step of determining whether or not to perform an additional reduction in the BC pressure based on a difference between the tangential force coefficient immediately after the reduction in the reduction execution control step and the target tangential force coefficient;
An air-glide control method including: a required time calculation step of calculating a required time required to reduce the BC pressure from the current BC pressure to the BC pressure corresponding to the target tangential force coefficient;
Including,
the complementary control determination step performs the determination when occurrence of a slide is detected and the required time has elapsed;
2. The air-glide control method according to claim 1. The complementary control determination step determines not to perform an additional reduction in the BC pressure when the difference satisfies a predetermined allowable coefficient condition based on the target tangential force coefficient, and determines to perform an additional reduction in the BC pressure when the difference does not satisfy the predetermined allowable coefficient condition.
3. The air-glide control method according to claim 1 or 2. an additional reduction execution control step of, when it is determined in the complementary control determination step that an additional reduction is to be performed, executing and controlling an additional reduction of the BC pressure by an additional reduction amount determined based on the slip speed or the wheel rotation acceleration at the time of the determination;
The air-glide control method according to any one of claims 1 to 3, comprising: a first acceleration detection step of detecting the wheel rotation acceleration by performing a differential calculation and a first smoothing process for smoothing the wheel rotation speed in a time axis direction based on the wheel rotation speed;
detecting the occurrence of skid using the wheel rotational acceleration;
a second acceleration detection step of detecting a second acceleration by performing a differential calculation and a second smoothing process for smoothing the wheel rotation speed in a time axis direction, the second smoothing process having a smoothing time width narrower than that of the first smoothing process;
an additional reduction execution control step of executing and controlling an additional reduction of the BC pressure by an additional reduction amount determined based on the second acceleration when it is determined in the complementary control determination step that an additional reduction is to be performed;
The air-glide control method according to any one of claims 1 to 3, comprising: An air-brake anti-slide control device comprising a calculation means for calculating a tangential force coefficient or a tangential force (collectively referred to as a "tangential force coefficient") based on a brake cylinder pressure (hereinafter referred to as a "BC pressure") and a wheel rotation acceleration, and which reduces the BC pressure to cause re-adhesion when it detects the occurrence of a slide,
A target determination means for determining a target tangential force coefficient or a target tangential force (hereinafter collectively referred to as "target tangential force coefficient") for regaining adhesion when occurrence of skid is detected;
A reduction execution control means for executing and controlling a reduction to a BC pressure corresponding to the target tangential force coefficient;
a complementary control determination means for determining whether or not to perform an additional reduction in the BC pressure based on a difference between the tangential force coefficient immediately after the reduction is executed by the reduction execution control means and the target tangential force coefficient;
An air-glide control device equipped with

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