JPH0829702B2 - Electric command type brake control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of an electric command type brake control device for controlling the formation braking force of a motor vehicle and a trailer vehicle for railway vehicles.

[0002]

2. Description of the Related Art As a conventional control device of this type, a control method of so-called delay control, which gives priority to an electric brake device of a motor vehicle (which causes an electric brake device of a motor vehicle to bear as much composition braking force as possible) is known. It is known and disclosed in Japanese Patent Application Laid-Open No. 63-12546.
There is No. 2 publication. There is a conventional technique described in FIG. 4 with reference to FIG. 4, which is shown in FIG.

FIG. 4 shows the structure of the control device. In FIG. 4, one trailer vehicle (hereinafter referred to as T vehicle) and one motor vehicle (hereinafter referred to as M vehicle) are provided for convenience, respectively.
The vehicle is equipped with an air brake device 1t and a variable load device 2t, and M
The vehicle includes an electric (regenerative) brake device EB, an air brake device 1m, and a brake receiver BOD '. The brake receiving device BOD 'is a variable load device 2m, a receiver 3, an M car setting device 4m, a T car setting device 4t, a train braking force setting device 5, an electric braking force setting device 6 having a limiter characteristic, and a supplemental computing device. 7, M car amplifier 8m, and T car amplifier 8t. The air brake devices 1m and 1t are
It consists of electro-pneumatic conversion valve, relay valve, brake cylinder, etc. Further, ASm and ASt represent the air spring pressures of the M car and the T car, respectively.

The operation of this control device is as follows. The brake command S that has passed through the receiver 3 is applied to the M vehicle setting device 4m and T
It is transmitted to the car setting device 4t. The M vehicle setting device 4m outputs a braking force command Fm for the M vehicle by adding the variable load signal from the variable load device 2m to the brake command S, and transmits this to the formation braking force setting device 5. Similarly, T car setting device 4t
Outputs the braking force command Ft for the T car by adding the variable load signal from the variable loader 2t to the brake command S, and transmits this to the formation braking force setter 5. The composition braking force setting device 5 adds the both braking force commands Fm and Ft,
The composition braking force command Fu is output and transmitted to an electric braking force setting device 6 and a supplemental computing device 7 described later.

The electric brake force setting device 6 has a limiter characteristic for limiting the electric brake force command Fe, which is the output, to a limit value Fur corresponding to the electric brake capacity limit of the M vehicle, that is, the brake command S is When the composition braking force command Fu is less than a predetermined value (for example, 4 steps of 0 to 7 steps) and the composition braking force command Fu is less than the limit value Fur, the composition braking force command Fu is set as an electric braking command force Fe (Fe = Fu). , The brake command S is a predetermined value S4
(4 steps) or more, and the formation braking force command Fu
Is greater than the limit value Fur, this limit value Fu
Let r be the electric braking force command Fe (Fe = Fur).
The electric braking device FB is operated by the electric braking force command Fe, and the electric braking force equivalent signal xFe corresponding to the actual electric braking force due to the operation is fed back and input to the supplemental computing unit 7. However, x represents the regeneration rate of the electric brake, and 0 ≦ x ≦ 1, where x = 1 when the electric brake device EB operates 100% effectively, and x = 0 when it completely expires.

The supplemental computing unit 7 is (Fu-Fe) + (Fe
-XFe) is calculated, and the deviation Fa between the train braking force command Fu and the electric braking force equivalent signal xFe is Fa = Fu-xF.
Find e. This deviation Fa is the shortage of the electric braking force with respect to the formation braking force. This deviation (shortage) Fa
Is further distributed to the air braking force command Fa of the M car and the air braking force command Fat of the T car, and the amplifiers 8m and 8m
It is transmitted to the air brake devices 1m and 1t via t and actuates them. The shortage of the formation braking force is supplemented by the air braking force generated by the operation of the air braking devices 1m and 1t. The amplification factors of the amplifiers 8m and 8t are set to 1 for convenience.

The supplement (distribution of the deviation Fa) generally includes equal supplement and T car priority supplement. The equalization supplement is a control method in which the braking force commensurate with the weight distribution is simultaneously supplied to the M vehicle and the T vehicle when the electric braking force of the M vehicle expires, that is, the air braking force command Fat = ( Fu
−xFe) × [T / (M + T)], and the air braking force command for M car Fam = (Fu−xFe) × [M / (M +
T)] is output at the same time. Here, M is the weight of the M vehicle, and T is the weight of the T vehicle. The T car priority supplement is a control method that preferentially supplements the air brake device of the T car with the expiration of the electric braking force of the M car. That is, first, an electric brake force command Fe of a certain value is output to the electric brake device of the M vehicle by the train braking force command Fu, and the electric brake force equivalent signal xFe at that time is calculated from the weight distribution of the M car with respect to the train braking force command Fu. If it is larger, the electric brake device of the M car also bears the braking force of the T car. Therefore, the deviation (Fu-xFe) of the electric braking force equivalent signal xFe with respect to the formation braking force command Fu is determined by the air of the T car. Output to the braking device. When the electric brake force equivalent signal xFe becomes smaller than the weight distribution of the M vehicle with respect to the formation braking force command Fu due to the expiration of the electric brake device, the electric brake device of the M vehicle cannot bear the braking force of the T vehicle at all. Therefore, the air brake force command Fat corresponding to the weight distribution of the T car is output to the air brake device of the T car, and the air brake force command Fam corresponding to the weight distribution of the M car is output to the air brake device of the M car and the electricity. It outputs the deviation from the braking force equivalent signal xFe.

[0008]

In the electric command type brake control device described above, when the brake command used when the station is stopped has a low notch, the train braking force command Fu is a limit value equivalent to the electric brake capacity limit. If it is less than Fur, all of the formation braking force command Fu becomes the electric braking command Fe, so the regeneration rate of the electric braking device is 1
During 00% (Fe = xFe), the air braking force command of the M vehicle and the T vehicle becomes 0, and the air braking device does not operate. The accuracy of this electric brake device has improved in recent years, and trains are about to stop at stations (10 to 20 km / h).
The regeneration rate of 100% is maintained until by the way,
The air brake device generates a braking force by pressing the brake shoe to the side surface of the wheel, but when the water adheres to the wheel contact surface, this brake shoe absorbs the water to reduce the friction coefficient. It has the property of decreasing. Therefore, if a low-step (S4 or less) brake command is output to stop the station in a rainy state or the like, the brake command is issued to the air brake device while the regeneration rate of the electric brake device is 100%. Even if the electric brake device expires just before the stop of the station and an air brake force command is issued from the supplementary computing unit, the coefficient of friction is lowered due to the water content of the brake shoe, so that the air brake device can operate normally. There was a problem that the desired braking force could not be obtained and the train stopped at the stop position.

In order to solve such a problem, the above-mentioned Japanese Patent Laid-Open No. 63-
In the invention shown in FIGS. 1 to 3 of Japanese Patent No. 125462, in an electric brake control device, the air brake device is preliminarily operated by reducing the electric brake force command at the time of rainfall. However,
This one has a structure that reduces the electric brake force command in response to all steps of the brake command, so the amount of regeneration of the electric brake device inevitably decreases,
The electric power saving effect of the electric brake device is halved.

It is an object of the present invention to solve the problem due to the reduction of the friction coefficient of the brake shoe during rainfall so as not to impair the power saving effect of the electric brake device.

[0011]

SUMMARY OF THE INVENTION An electric command type brake control device of the present invention is a train braking force setting device for outputting a train braking force command for a motor vehicle and a trailer vehicle based on the brake command, and a train braking force command. An electric braking force setting device that outputs an electric braking force command to an electric braking device of a motor vehicle based on the above, an electric braking force equivalent signal corresponding to the actual electric braking force by the operation of the electric braking device, and the formation braking force command. And a supplemental computing unit that distributes this deviation to the air brake command of the motor vehicle and the air brake command of the trailer vehicle.The electric brake force setting device sets the electric brake force command to the electric brake capacity limit. When it is less than the corresponding limit value, this formation braking force command is used as the electric braking force command, and the formation braking force command is the above limit value. In the electric command type brake control device that outputs this limit value as an electric brake force command at the time of the above, in the electric brake force setting device, when the composition braking force command is less than the limit value, a predetermined value is obtained from this composition braking force command. It is characterized in that the subtracted value is output as an electric braking force command.

[0012]

In the present invention, since the electric brake force setting device is configured to output the value obtained by subtracting the predetermined value from the train braking force command as the electric brake force command when the train braking force command is less than the limit value. In the case of a low-notch brake command used at station stop, etc., even if the regeneration rate of the electric brake device is 100% (electric brake force command = electric brake force equivalent signal), the electric brake force command is previously set as the formation brake force command. Is subtracted from the
This predetermined value is output as the air brake command, and the air brake device can be operated from the stage when the brake command is generated. Therefore, even if the brake shoe contains water such as during rain, the brake shoe is pressed against the side surface of the wheel by the operation of the air brake device based on the air brake force command corresponding to the predetermined value, and heat is generated. Since the friction coefficient can be returned to a normal large value by evaporating the water contained in the brake shoes before approaching, it is necessary to operate the braking force only by the air brake device after the electric brake device has expired as prescribed. It is possible to prevent overrun accidents at station stop positions. When the composition braking force command is equal to or more than the limit value, even if the regeneration rate of the electric braking device is 100%, a deviation between the composition braking force command and the electric braking force equivalent signal occurs and the air braking device operates. Therefore, there is no problem even with the conventional control.

[0013]

EXAMPLE A first example will be described with reference to FIGS. The schematic configuration of this embodiment is substantially the same as that shown in FIG. 4 described as a conventional one, and the different point is the configuration of an electric braking force setting device 61 which replaces the electric braking force setting device 6 of FIG. . Therefore, the electric brake setting device 61 will be described, and description of the other parts will be omitted. As shown in FIG. 3A, the electric brake force setting device 61 of this embodiment has a brake command determining unit 6a and a Fe commanding unit.
And an output unit 6b. Then, the brake command discriminating unit 6a determines which step the brake command S is based on the train braking force Fu from the train braking force setter 5 and the brake command S from the receiver 3 and stores it in advance. The output value is calculated according to the output pattern (calculation formula) corresponding to each step, and the output unit 6 is calculated according to the calculation result.
b outputs the electric braking force command Fe.

Specifically, as shown in FIG. 1, when the composition braking force command Fu is less than a limit value Fur (a value slightly larger than the composition braking force command Fu4 of the notch 4), this composition braking force command Fu. A value obtained by subtracting a predetermined value from is output as the electric braking force command Fe. That is, when the brake command S is the notches 2, 3, and 4, the value obtained by subtracting the value Ft2 of the burden due to the weight distribution of the T vehicle when the brake command S is the notch 2 from the train braking force command Fu The force command Fe is output. Then, when the brake command S is notch 1, the value Ft1 of the burden due to the weight distribution of the T car is
Since it is smaller than t2, the formation braking force command Fu is directly output as the electric braking force command Fe without being subtracted.
Further, as shown in FIG. 1, the notch 5 of the brake command,
In 6 and 7, the train braking force command Fu is the limit value Fur
Therefore, the limit value Fur is output as the electric braking force command Fe as in the conventional case. The supplemental computing unit 7 employs the T-car priority supplement described above.

In this electric command type brake control device, an electric brake force setting device 61 different from the conventional device is shown in FIG. 3 (b).
It operates as shown in. That is, a braking command is issued and the composition braking force command Fu is changed to the electric braking force setting device 6
If it is notch 1, the process proceeds to step S2, in which it is determined whether the brake command is notch 1 by the brake command determination unit 6a in step S1.
If not, the process proceeds to step S3. In step S2, it is assumed that Fe is Fu and the Fe output unit 6b outputs the electric braking force command Fe. In step S3, Fe = Fu
-Ft2 is calculated and it transfers to step S4. In step S4, it is determined whether Fe is smaller than Fu. If it is smaller, the process proceeds to step S5, and if it is not smaller, the process proceeds to step S6. In step S5, Fe is Fu-Ft.
Assuming that the value is 2, the electric output force 6b outputs the electric braking force command Fe. In step S6, Fe is the limit value F
The Fe output unit 6b outputs the electric braking force command Fe as ur.

The electric brake force command Fe output from the electric brake force setter 61 is the notch 2 of the brake command,
In the case of 3 and 4, since it is Fu-Ft2, as a deviation between the train braking force command Fu and the electric braking force equivalent signal xFe for the T car, (when the regeneration rate is 100%).
At least in the notch 2, the air braking force equivalent to Ft2, which is the braking force burden due to the weight distribution of the T car, acts, so even when it is raining, heat is generated in the brake shoes to evaporate the absorbed water. By doing so, the friction coefficient can be raised to a normal state, and a normal predetermined braking force can be obtained even by the operation by only the air brake device after the electric braking force has expired. in this case,
In the air brake device of the M car, such a braking action does not occur due to the T car priority supplement (the air brake command of the M car is Fam = 0), and the electric brake device has a braking force less than or equal to the weight distribution of the M car. Up to the time, the air brake device of M car cannot keep the initial charging pressure held and evaporate the water absorbed in the brake shoes, but at least the air brake device side of T car can secure the braking force. Therefore, it is possible to prevent a decrease in braking force during rainfall. If it is necessary to supply the braking force to the air brake device of the M vehicle in advance, the T vehicle priority supplementary control performed by the supplemental computing unit 7 may be changed to the equal supplementary control.

At the notches 5, 6 and 7 of the brake command, the electric brake force command Fe is the limit value Fur,
Since the air braking force corresponding to the deviation between the formation braking force command Fu and the limit value Fur is acting, heat is generated in the brake shoes even during rain, and the absorbed water is evaporated to cause friction. The coefficient can be increased to a normal state, and a normal predetermined braking force can be obtained even by the operation by only the air brake device after the electric braking force has expired. If the brake command is notch 1, the train brake force command Fu is output as the electric brake force command Fe, so the air brake device does not operate. However, this embodiment is mainly applied to a brake command device having notch 1 in the brake command. This is a configuration that takes into consideration the above, and can be applied to a brake command device having a notch 1. Therefore, there is no problem at all without the notch 1,
Even if the notch 1 is provided, there is almost no brake operation using only the notch 1, so there is no problem in practical use. However, if this point is taken into consideration, the brake command is notch 1
The electric braking force command Fe output from the electric braking force setting device 61 at this time may be obtained by subtracting a predetermined value from the composition braking force command Fu. The predetermined value to be subtracted may be, for example, the value Ft for the T vehicle burden due to the weight distribution in the formation braking force command Fu.

A second embodiment will be described with reference to FIGS. 2 and 3. Also in this embodiment, the schematic structure is substantially the same as that shown in FIG. 4 described as a conventional one, and the different point is the structure of the electric braking force setting device 62. That is, although not shown, the electric braking force setting device 62 of this embodiment includes a brake command determination portion 6a and an Fe output portion 6b as in the first embodiment (61 in FIG. 3A). Consists of. Then, based on the formation braking force Fu from the formation braking force setting device 5 and the brake command S from the receiver 3, the brake command determination unit 6a determines which notch the brake command S is and stores it in advance. The output value is calculated according to the output pattern (calculation formula) corresponding to each notch, and the output unit 6b outputs the electric braking force command Fe according to the calculation result. The calculation formula) is different from that of the first embodiment, as shown in FIG.

That is, referring to FIG. 2, when the formation braking force command Fu is less than the limit value Fur (a value slightly larger than the formation braking force command Fu4 of the notch 4),
A value obtained by subtracting a predetermined value from the formation braking force command Fu is output as the electric braking force command Fe, and the subtracted predetermined value is the T vehicle burden due to the weight distribution in the formation braking force command Fu. That is, when the brake command S is the notches 1, 2, 3, and 4, it is the value Ft of the burden due to the weight distribution of the T vehicle when the brake command S is each notch. In this case, the result of the subtraction becomes the value Fm of the burden due to the weight distribution of the M cars when the brake command S is each notch. In addition, the brake command S has the notches 5, 6, and 7.
When, the train braking force command Fu is equal to the limit value Fu
Since r is exceeded, the limit value Fur is output as the electric braking force command Fe as in the conventional case. The supplemental computing unit 7 employs the T-car priority supplement described above.

In this electric command type brake control device, an electric brake force setting device 62 different from the conventional device is used.
It operates as shown in (c). That is, when a braking command is issued and the formation braking force command Fu is given to the electric braking force setting device 62, it is determined in step S11 by the braking command determination unit 6a whether the braking command is notch 4 or less, and the notch If 4 or less, step S12
If notch 4 or less, the process proceeds to step S13. In step S12, Fe is the burden Fm due to the weight distribution of the M car, and the electric output force 6b is output from the Fe output unit 6b. In step S13, it is assumed that Fe is the limit value Fur, and the Fe output unit 6b outputs the electric braking force command Fe.

In this embodiment, the electric braking force command Fe output from the electric braking force setting device 62 is the limit value Fu of the electric braking force command Fe of the composition braking force command Fu.
In the case of a brake command of notch 4 or less that is less than r, M
Since the value can be lowered to a value corresponding to the weight distribution of the vehicle, the braking force corresponding to the weight distribution is distributed to each of the T vehicle and the M vehicle. In this case, the air braking force according to the weight distribution of the T vehicle acts on the T vehicle from the stage when the brake command is generated,
Even when it is raining, a normal prescribed braking force can always be obtained. Further, as the electric brake force equivalent signal xFe decreases in the M vehicle, the air brake device of the M vehicle operates in a manner that compensates for it. In the case of a braking force command of notch 5 or more, the first
The description is omitted because it is the same as the embodiment.

[0022]

According to the present invention, the electric braking force command is reduced only when the composition braking force command is less than the limit value of the electric braking force command, and when the composition braking force command is greater than or equal to the limit value, the conventional operation is performed. Due to the configuration, there is no shortage of braking force during rain, that is, there is no risk of an overrun accident of the vehicle, and the effect of maximizing the power saving effect of the electric brake device is achieved. can get.

[Brief description of drawings]

FIG. 1 is a graph showing an electric braking force command Fe with respect to a braking command of a first embodiment of the present invention together with other braking force commands.

FIG. 2 is a graph showing an electric brake force command Fe with respect to a brake command of a second embodiment of the present invention together with other brake force commands.

FIG. 3A is an explanatory view showing a portion different from the conventional example of the first embodiment of the present invention, and FIG. 3B is a flowchart for explaining the operation of the electric braking force setting device 61 of the first embodiment. , (C) is a flow chart for explaining the operation of the electric braking force setting device 62 of the second embodiment of the present invention.

FIG. 4 is an explanatory diagram of a conventional example of an electric command type brake control device.

[Explanation of symbols]

 5 Train braking force setting device 7 Supplemental calculator 61 Electric braking force setting device EB Electric braking device 1m Air braking device for M car (motor vehicle) 1t Air braking device for T car (trailer car) S Brake command Fu Braking force command Fe electric braking force command xFe Electric braking force equivalent signal Fur Limit value

Claims (1)

[Claims] 1. A formation braking force setter that outputs a formation braking force command for a motor vehicle and a trailer vehicle based on the braking instruction, and an electric braking force command for an electric braking device of the motor vehicle based on the formation braking force command. An electric brake force setting device that outputs the electric brake force equivalent signal corresponding to the actual electric brake force generated by the operation of the electric brake device and a deviation between the train braking force command are obtained, and this deviation is used as an air brake command for the motor vehicle. A trailer vehicle air brake command and a supplemental computing unit for distributing the train braking force command to the electric brake when the train braking force command is less than a limit value corresponding to the electric brake capacity limit. Force command, and when the formation braking force command is above the above limit value, output this limit value as electric braking force command In the electric command type brake control device, the electric brake force setting device outputs a value obtained by subtracting a predetermined value from the train braking force command as an electric braking force command when the train braking force command is less than a limit value. An electric command type brake control device characterized in that