JPH0256002B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention supplements the shortage with fluid braking force when electric braking (hereinafter referred to as electric braking) force is insufficient with respect to the commanded train set braking force for braking the train set. The present invention relates to an electric command type fluid brake device.

In general, a delay system of a fluid brake device that operates a fluid brake to compensate for insufficient electrical braking force in a vehicle consisting of a motor vehicle (hereinafter referred to as an M vehicle) and a trailer vehicle (hereinafter referred to as a T vehicle) is as follows: When the composition brake command voltage is less than the maximum adhesive braking force equivalent voltage of the M car, the M car bears the entire braking force of the composition car, and when the composition brake command voltage is equal to or higher than the maximum adhesive braking force equivalent voltage of the M car. This system maintains the maximum adhesion braking force and the T car takes up the slack, making the most of the electric braking force of the M car.

However, with the above-mentioned general fluid brake system, when the electric brake is disabled due to overhead line overvoltage or no regenerative load, etc., all of the formation braking force is borne by the fluid brake force, and the M car has a braking force equivalent to the electric brake force. ,
Since the T vehicle will bear the fluid brake force of the shortage, the amount of fluid brake force burden of the M vehicle and the T vehicle will be significantly different except near the maximum brake command, and the brake force of the M vehicle will be The wear was more significant than that of the T car, and the replacement cycles of the brake shoes of the M car and the T car did not match, posing maintenance problems.

For this reason, as disclosed in Japanese Patent Application Laid-Open No. 56-110404, when the electric control is effective, the electric control force of the M car is utilized to the maximum, and when the electric control is disabled, the weight is distributed between the M car and the T car. An electrically commanded fluid brake device for actuating the brake has been proposed, and this conventional device will be explained based on FIG. 1.

In FIG. 1, 1m is an M vehicle, and 1t is a T vehicle, each of which is equipped with an electro-hydraulic pressure conversion valve 13, a relay valve 14, and a brake cylinder 15.

The composition brake command voltage F from the brake command device 2 is transmitted to the electric control command device 3, and the electric control command device 3 has limiter characteristics. That is, when the train set brake command voltage F is less than the maximum adhesion brake force equivalent voltage H of 1 m of M cars, the output E of the electric control command device 3 is (E=
F), and when the composition brake command voltage F is H or higher, the output E of the electrical control command device 3 is (E=H).

The electrical control device 6 to which the output E of the electrical control command device 3 is input performs electrical control for 1 m of M cars, and outputs the electrical control equivalent voltage G corresponding to the actual electrical control force to the negative input side of the calculator 20. and the positive input side of the arithmetic unit 21.
The computing unit 20 has the train set brake command voltage F inputted to its positive input side, subtracts the electric control equivalent voltage G from this train set brake command voltage F, and sets the subtraction result (FG) to M cars. 22m and T wheel setting device 22t.

The T car setting device 22t is set to [(FG)・T/(M+
T)] and transmits it to the positive input side of the arithmetic unit 23t. On the other hand, the M car setting device 22m is
-G)·M/(M+T)] and transmits this to the positive input side of the arithmetic units 21 and 23m. however,
In the description of both the setting devices 22m and 22t, M
is the weight of an M car of 1 m, and T is the weight of a T car of 1 t.

The arithmetic unit 21 has a maximum adhesion brake force equivalent voltage H for the M car from the equivalent voltage generator 24 on the negative input side.
is being transmitted, and the output of the M car setting device 22m is added to the electric control equivalent voltage G, and the M car maximum adhesion braking force equivalent voltage H is subtracted, and the calculation result [G
+(FG)·M/(M+T)-H] is transmitted to the diode 25.

This diode 25 outputs the output of the arithmetic unit 21 as it is when the output of the arithmetic unit 21 is positive, and outputs zero when the output of the arithmetic unit 21 is zero or negative.
The output of the diode 25 is then transmitted to the negative input side of the arithmetic unit 23m and the positive input side of the arithmetic unit 23t.

The arithmetic unit 23m subtracts the output of the diode 25 from the output of the M car setter 22m, and transmits the subtraction result to the electric-hydraulic pressure conversion valve 13 of the M car 1m via the M car amplifier 12m.

The arithmetic unit 23t adds the output of the diode 25 to the output of the T car setting device 22t, and sets the addition result to T.
The signal is transmitted to the electric-hydraulic pressure conversion valve 13 of the T vehicle 1t via the vehicle amplifier 12t.

That is, the conventional electric command type fluid brake device uses the difference between the train set brake command voltage F and the electric control equivalent voltage G as the train set fluid brake command voltage, and distributes the command voltage to the weight ratio of 1 m of M cars and 1 t of T cars. However, if the sum of the electric control equivalent voltage G and the M car distribution is less than the M car maximum adhesion braking force equivalent voltage H, the M car distribution [(FG)・M/(M+T)] is changed to the M car distribution. In addition to setting the burden fluid brake command voltage as the burden fluid brake command voltage, the T vehicle distribution [(FG)・T/(M+T)] is the burden fluid brake command voltage for the T vehicle, and the electric control equivalent voltage G is added to the above M vehicle distribution. If the brake force exceeds the maximum adhesion brake force equivalent voltage H for the M car, this excess amount is
The (H-G) subtracted from the car distribution is taken as the fluid brake command voltage borne by the M car, and the excess amount added to the distribution of the T car (F-H) is taken as the fluid brake command voltage borne by the T car, and each of these A fluid brake is operated for each vehicle based on the fluid brake command voltage borne by the vehicle.

However, in the above conventional device, the composition brake command voltage F is the maximum adhesion brake force equivalent voltage H for M cars.
If the electrical braking equivalent voltage G decreases when the value exceeds M
Since the deceleration due to the fluid brakes of car 1 m and car T 1 t are the same, and the weight of car M is greater than the weight of car T, the fluid brake force borne by car M is greater than the fluid brake force borne by car T. There is a problem in that the wear of the brake shoes of a 1m car is greater than that of a 1t T car, and this will be explained below.

First, the fluid brake command voltage borne by the M car and the fluid brake command voltage borne by the T car are respectively the M car and the T car.
It can be seen as the equivalent fluid braking force of a car. Furthermore, there is a relationship of (deceleration due to fluid brake)=(fluid brake force)/(weight).

Therefore, the deceleration βm of the M car 1m due to the fluid brake and the deceleration βt of the T car 1t due to the fluid brake are as follows.

() When the sum of the M car distribution of the formation brake command voltage (FG) and the electric control equivalent voltage G is less than the M car maximum adhesion brake force equivalent voltage H, that is, G
When ≦H+(H-F)・M/T, βm=βt=(FG-G)/(M+T) () M vehicle distribution of composition fluid brake command voltage (FG) and electric control equivalent voltage G When the sum exceeds the maximum adhesion brake force equivalent voltage H for M cars, that is, when G>H+(H-F)・M/T, βm=(H-G)/M βt=(F-H)/ T As is clear from the relationship between βm and βt in () and (), when the formation brake command voltage F exceeds the maximum adhesion braking force equivalent voltage H for M cars, the electric braking equivalent voltage G, that is, the electric braking force G If is large, the deceleration βm of the fluid brake of the M car and the deceleration βt of the fluid brake of the T car will be different, but as the electric braking force G becomes smaller, the deceleration βm of the fluid brake of the M car and the deceleration βt of the T car fluid brake will be different. The deceleration βt becomes the same. Also, M
Vehicle weight M is greater than vehicle T weight T.

For this reason, the fluid brake force of 1 m of M car [(F
-G)・M/(M+T)] is larger than the fluid brake force of 1 ton of T car [(FG)・T/(M+T)], and the wear amount of the brake shoe of 1 m of M car is 1 t of T car.
It becomes larger than that of t.

Therefore, the present invention provides that the composition brake command voltage is M
When the car's maximum adhesion braking force equivalent voltage is exceeded, the deceleration caused by the fluid brake of the M car and the deceleration caused by the fluid brake of the T car are made not to match even if the electric braking equivalent voltage (electronic braking force) decreases. The purpose is to reduce the difference in the amount of wear on the brake shoes of M cars and T cars, and its features include an electric control command that limits the formation brake command voltage above the voltage equivalent to the maximum adhesive braking force of M cars. a first computing unit that subtracts the electrical control equivalent voltage from the output of the electrical control command unit;
a second computing unit that adds the product multiplied by [vehicle weight] to the train set brake command voltage and subtracts the output of the electric control control device; /(M car weight + T
a third computing unit that subtracts the product multiplied by [vehicle weight)];
A diode that outputs the subtraction result of the third arithmetic unit as it is when it is positive, and outputs zero when the subtraction result of the third arithmetic unit is zero or negative, and an output of the diode that outputs the output of the second arithmetic unit. a fourth computing unit that subtracts the output from the T vehicle and transmits the output to the electric-hydraulic pressure conversion valve of the T vehicle; and the output of the first computing unit multiplied by [M vehicle weight/(M vehicle weight + T vehicle weight)]. and a fifth computing unit that adds the output of the diode to the output of the diode and transmits the output to the electric-hydraulic pressure conversion valve of the M vehicle.

The present invention will be explained below based on the embodiments shown in FIGS. 2 to 4. Components that are the same as those in the prior art are designated by the same reference numerals as in FIG. 1, and their explanation will be omitted.

In FIG. 2 showing the first embodiment of the present invention, 4
is a first computing unit that subtracts the electrical control equivalent voltage G from the output E of the electrical control command unit 3, and the output (E-G) of this first computing unit 4 is transmitted to the M vehicle setting device 5m and the T vehicle setting device 5t. transmitted to.

T car setting device 5t is [(E-G)・T/(M+T)]
is output and transmitted to the positive input side of the second arithmetic unit 7. The output E of the electrical control command device 3 is input to the second computing unit 7 on its negative input side, and the train set brake command voltage F is input on its positive input side.
This second computing unit 7 adds the formation brake command voltage F and the output of the T car setting device 5t, subtracts the output E of the electric control control device 3, and calculates the calculation result [F-E+(E-
G)·T/(M+T)] is transmitted to the positive input side of the third arithmetic unit 9.

Further, 8 transmits [F·T/(M+T)] obtained by distributing the formation brake command voltage F to T cars to the negative input side of the third computing unit 9.

Therefore, the third arithmetic unit 9 subtracts the output of the T vehicle setting device 8 from the output of the second arithmetic unit 7, and obtains [F−E+(E
−G)・T/(M+T)−F・T/(M+T)] is transmitted to the diode 10.

The diode 10 outputs zero when the output of the third arithmetic unit 9 is zero or negative, and outputs it as is when the output of the third arithmetic unit 9 is positive.
The output of 0 is transmitted to the negative input side of the fourth arithmetic unit 11t and the positive input side of the fifth arithmetic unit 11m.

The fourth arithmetic unit 11t has a second
Since the output of the arithmetic unit 7 is transmitted, the fourth arithmetic unit 11t subtracts the output of the diode 10 from the output of the second arithmetic unit 7, and transmits the subtraction result to the T car 1t via the T car amplifier 12t. is transmitted to the electric-hydraulic pressure conversion valve 13.

The output of the first computing unit 4 is distributed to M cars by the M car setting device 5m to the fifth computing unit 11m [(E-G)・
M/(M+T)] is transmitted to the positive input side,
The fifth computing unit 11m adds the output of the M car setting device 5m and the output of the diode 10, and transmits the addition result to the electric-hydraulic pressure conversion valve 13 of the M car 1m via the M car amplifier 12m. .

Further, FIG. 3 shows a second embodiment of the present invention, and this second embodiment is the one in which the M car setting device 5m in the first embodiment shown in FIG. 2 is deleted and the circuit configuration is changed. .

In FIG. 3, the first arithmetic unit 4 subtracts the electric control equivalent voltage G from the output E of the electric control command unit 3, and sends the resulting output (E-G) to the positive input side of the fifth arithmetic unit 11m and T It is transmitted to the car setting device 5t.

The T vehicle setting device 5t distributes the output of the first computing device 4 to the T vehicle weight [(E-G)·T/(M+T)] to the positive input side of the second computing device 7 and the fifth computing device 11m.
to the negative input side of.

The output E of the electrical control command device 3 is input to the second computing unit 7 on its negative input side, and the train set brake command voltage F is input on its positive input side. Therefore, the second arithmetic unit 7 calculates [FE+(E-G)・T/
(M+T)] and transmits it to the positive input side of the fourth arithmetic unit 11t and the positive input side of the third arithmetic unit 9.

The third arithmetic unit 9 has an output [F・T/
(M+T)] is transmitted to the negative input side. Therefore, the third arithmetic unit 9 calculates T from the output of the second arithmetic unit 7.
The output of the car setting device 8 is subtracted [F-E+(E-
G)·T/(M+T)−F·T/(M+T)] is transmitted to the diode 10.

When the output of the third arithmetic unit 9 is positive, the diode 10 outputs it as is, and when the output of the third arithmetic unit 9 is less than zero, it outputs zero, and converts it to the negative output of the fourth arithmetic unit 11t. It is transmitted to the input side and the positive input side of the fifth arithmetic unit 1m.

The fourth arithmetic unit 11t subtracts the output of the diode 10 from the output of the second arithmetic unit 7 and sends it to the electric-hydraulic pressure conversion valve 1 of the T car 1t via the T car amplifier 12t.
3.

The fifth arithmetic unit 11m adds the output of the first arithmetic unit 4 and the output of the diode 10, and adds the output of the first arithmetic unit 4 and the output of the diode 10.
The result obtained by subtracting the output of is transmitted to the electric-hydraulic pressure conversion valve 13 of the M vehicle 1m via the M vehicle amplifier 12m.

In addition, in the fifth arithmetic unit 11m of the second embodiment, the output obtained by subtracting the output of the T vehicle setting device 5t from the output of the first arithmetic unit 4 is [(E-G-(E-G)・
T/(M+T)]=[(E-G)・M/(M+T)], the output of the first computing unit 4 is on the positive input side, and the output of the T car setting device 5t is on the negative input side. What is inputted is nothing more than the output of the first computing unit 4 distributed by M vehicle weights and transmitted to the positive input side.

Therefore, although the circuit configuration of this second embodiment is slightly different from that of the first embodiment, its function is substantially the same as that of the first embodiment.
This is exactly the same as the example.

Furthermore, FIG. 4 shows a third embodiment of the present invention,
In this third embodiment, the T wheel setter 5t in the first embodiment shown in FIG. 2 is removed and the circuit configuration is changed.

In FIG. 4, the first arithmetic unit 4 subtracts the electrical control equivalent voltage G from the output E of the electrical control command device 3, and transmits the output (E-G) to the M vehicle setting device 5m. This M car setting device 5m distributes the M car weight from the output of the first computing device 4 [(E-G)・M/(M+T)] to the positive input side of the fifth computing device 11m and the second computing device 7. to the negative input side of.

Further, the second computing unit 7 has the composition brake command voltage F inputted to its positive input side, and the electrical braking equivalent voltage G inputted to its negative input side. Therefore, the second arithmetic unit 7 calculates [FG-(E-G)・M/
(M+T)]. [M/(M+T)] in this output formula can be expressed as [1-T/(M+T)], so by substituting this into the above output formula, we end up with [F-E+(E-G)・T /(M+
T)], and the function of this second arithmetic unit 7 is exactly the same as the second arithmetic unit 7 in the first embodiment. The output of the second arithmetic unit 7 is the output of the fourth arithmetic unit 1.
It is transmitted to the positive input side of 1t and the positive input side of the third arithmetic unit 9.

Note that the third arithmetic unit 9, the fourth arithmetic unit 11t, and the fifth arithmetic unit 9,
Since the arithmetic unit 11m, the diode 10, and other components are the same as those in the first embodiment shown in FIG. 2, their explanation will be omitted.

As is clear from the description of each of the embodiments above, the electric command type fluid brake device of the present invention has an electric control command voltage (output of the electric control command unit 3) E and an electric control equivalent voltage G.
The weight difference between the M car and the T car is distributed to the M car and the T car, and this M car distribution [(E-G)・M/(M+T)] is set as the provisional fluid brake command voltage borne by the M car, and the formation brake is applied to the above T car distribution. The difference between the command voltage F and the electrical control command voltage E is added [(E-G)・T/(M+T)+(F-E)] as the temporary fluid brake command voltage borne by the T vehicle. In the case where the fluid brake command voltage borne by T vehicles is equal to or less than the composition brake command voltage F distributed by the weight of T vehicles [F・T/(M+T)], the fluid brake command voltage borne by the temporary T vehicles is changed to the true fluid brake command voltage borne by T vehicles. At the same time, the temporary fluid brake command voltage borne by the M car is set as the true fluid brake command voltage borne by the M car, and the temporary fluid brake command voltage borne by the T car is set as the formation brake command voltage F.
If it exceeds the T vehicle weight distribution [F・T/(M+T)], this excess amount is subtracted from the temporary T vehicle burden fluid brake command voltage, that is, the formation brake command voltage F is distributed to the T vehicle weight. [F・T/
(M+T)] as the true fluid brake command voltage borne by the T vehicle, and the excess amount was added to the provisional fluid brake command voltage borne by the M vehicle [F・M/(M+
T)-G] is set as the true fluid brake command voltage borne by the M vehicle, and the fluid brakes are operated in the M vehicle 1m and the T vehicle 1t, respectively, based on these fluid brake command voltages borne by each vehicle.

The fluid brake command voltage borne by each vehicle can be set as an equivalent fluid brake force, and there exists a relationship of (deceleration due to fluid brake force)=(fluid brake force)/(weight).

Therefore, the deceleration βm of the M car 1m due to the fluid brake and the deceleration βt of the T car 1t due to the fluid brake are as follows.

First, if the train set brake command voltage F is less than the maximum adhesion brake force equivalent voltage H for M cars, the electric brake command unit 3
Since the output (electronic control command voltage) E is (E=F), the output of the second arithmetic unit 7 is [(FG)・T/(M
+T)], and the output of the T car setting device 8 is [F·T/(M+T)], so the output of the diode 10 is always zero. Therefore, βm=βt
= [(FG)/(M+T)].

Furthermore, when the formation brake command voltage F exceeds the maximum adhesion brake force equivalent voltage H for M cars, the output E of the electric control command device 3 is (E=H), and the deceleration of each car at this time is as follows. It will be as follows.

(i) If the temporary fluid brake command voltage borne by T cars is less than or equal to the T car weight distribution of the composition brake command voltage F, that is, if G≧(F-H)・M/T, βt=(H-G )/(M+T)+(F-H)/T βm=(H-G)/(M+T) In this case, since F>H, βt>
The relationship βm holds true, and the deceleration βt of the T vehicle 1t due to the fluid brake is larger than the deceleration βm of the M vehicle 1m due to the fluid brake.

(iii) If the temporary fluid brake command voltage borne by T vehicles exceeds the T vehicle weight distribution of the formation brake command voltage F, that is, if G<(F-H)・M/T, βt=F/(M+T ) βm=F/(M+T)−G/M, and in this case, since G≧0, βt≧ always
The relationship βm is established, and the deceleration βt of the T vehicle 1t due to the fluid brake is greater than or equal to the deceleration βm of the M vehicle 1m due to the fluid brake.

As described above, the electric command type fluid brake system of the present invention can operate as long as the electric braking force does not become zero even if the electric braking force decreases when the composition brake command voltage F exceeds the M car maximum adhesion braking force equivalent voltage H. The deceleration βt due to the fluid brake of the T car 1h is larger than the deceleration βm due to the fluid brake of the M car 1m, (T car weight)
<(M car weight), the difference between the fluid brake force of 1 ton of T car and the fluid brake force of 1 m of M car can be made smaller than the conventional device, and the amount of brake shoe wear of T car and the brake shoe wear of M car can be made smaller. The difference between the amount and amount can be reduced.

Further, the electric command type fluid brake device of the present invention has the following effects.

In contrast to the conventional chopper-controlled trains using DC motors, recently an inverter-controlled train using induction motors has been developed. The characteristic is that the torque is immediately reduced and the electric braking force is reduced when skiing.

Here, when the composition brake command voltage F exceeds the maximum adhesion braking force equivalent voltage H of M cars, the combined deceleration βM of M cars of the conventional device and the device of the present invention, that is, the deceleration of M cars due to the fluid brake. Considering the sum of the deceleration due to the electric braking force, these are as follows.

(a) For conventional equipment When G>H+(H-F)・M/T βM=(H-G)/M+G/M=H/M When G≦H+(H-F)・M/T βM=(F-G)/(M+T)+G/M =G・[1/M-1/(M+T)]+F/
(M+T) (b) In the case of the device of the present invention, when G≧(F-H)・M/T, βM=(H-G)/(M+T)+G/M =G・[1/M-1/( M+T)〕+H/
(M+T) When G<(F-H)・M/T βM=F/(M+T)-G/M+G/M =F/(M+T) In other words, the formation brake command voltage F is the maximum adhesive braking force equivalent voltage H , the conventional device maintains the M car composite deceleration βM at a constant value (H/M) even if the electrical braking force G decreases, if the amount of decrease is small, and the amount of decrease in the electrical braking force G Only when the value exceeds a certain value does the M vehicle composite deceleration βM decrease.

On the other hand, in the device of the present invention, when (F>H),
As soon as the electric braking force G starts to decrease, the M vehicle composite deceleration βM decreases, and when the amount of decrease in the electric braking force G exceeds a certain value, the M vehicle composite deceleration βM becomes a constant value [F/(M
+T)].

Therefore, when the conventional device and the device of the present invention are respectively applied to the above-mentioned inverter-controlled electric train, the formation brake command voltage F is equal to the maximum adhesion brake force equivalent voltage H for M cars.
If the wheels skid when the torque is exceeded, the torque of the induction motor decreases and the electric braking force G decreases as described above, but with the conventional device, if the amount of decrease in the electric braking force G is small, the M car composite decreases. Since the speed, that is, the combined braking force of the M vehicle maintains a constant value, early readhesion between the wheels and the rails is impossible. However, in the case of the device of the present invention, when the electric braking force G starts to decrease, the M vehicle composite speed, ie, the M vehicle composite brake force, immediately decreases, so that early re-adhesion between the wheels and the rail is possible.

[Brief explanation of the drawing]

Figure 1 shows a conventional electric command type fluid brake system.
FIG. 2 shows a first embodiment of the electric command type fluid brake device of the present invention, FIG. 3 shows a second embodiment of the same, and FIG. 4 shows a third embodiment of the same. 1m...Motor vehicle (M vehicle), 1t...Trailer vehicle (T vehicle), 2...Brake command device, 3...Electric control command device, 4...First computing unit, 7...Second computing unit , 9...Third computing unit, 10...Diode, 1
1t...Fourth computing unit, 11m...Fifth computing unit, 1
3...Electric-fluid pressure conversion valve, F...Composition brake command voltage, G...Electric braking equivalent voltage, H...M vehicle maximum adhesion brake force equivalent voltage, M...Motor vehicle weight, T...Trailer vehicle weight.

Claims (1)

[Scope of Claims] 1. An electric brake command device that limits the composition brake command voltage at a voltage equal to or higher than the maximum adhesive brake force equivalent voltage of the motor car, and a first computing unit that subtracts the electric brake equivalent voltage from the output of the electric brake command device. and a second calculation that multiplies the output of the first computing unit by [trailer vehicle weight/(motor vehicle weight + trailer vehicle weight)] and adds it to the formation brake command voltage and subtracts the output of the electric brake command device. a third computing unit that subtracts the composition brake command voltage multiplied by [trailer vehicle weight/(motor vehicle weight + trailer vehicle weight)] from the output of the second computing unit; A diode that outputs the subtraction result as is when it is positive, and makes the output zero when the subtraction result of the third arithmetic unit is zero or negative, and a diode that subtracts the output of the diode from the output of the second arithmetic unit and outputs the output. A fourth computing unit that transmits the signal to the electric-fluid pressure conversion valve of the trailer car, and the output of the first computing unit multiplied by [motor vehicle weight/(motor vehicle weight + trailer vehicle weight)] to the output of the diode. An electric command type fluid brake device comprising: a fifth computing unit that adds the sum and transmits the output to an electric-hydraulic pressure conversion valve of a motor vehicle.