JP2007210358A - Brake control system for railway vehicles - Google Patents

Abstract

The present invention provides a brake control system for a railway vehicle that shortens a braking distance and reduces damage to a wheel tread by reducing occurrence of sliding.
A plurality of brake control means for generating a braking force on each of second axles to be controlled in accordance with a mechanical braking force, and a sliding degree related to each second axle is inferred to open / close the anti-skid valve. A plurality of anti-skid control means for performing control, and a mechanical brake that calculates the insufficient brake force that should be generated by the plurality of brake control means out of the brake force required for the entire knitting, and is shared by each of the plurality of brake control means A brake control system comprising a knitting brake control means for determining a force and instructing a mechanical brake, wherein the knitting brake control means assigns the mechanical brake force shared by each of the determined brake control means to the plurality of skid prevention controls. And a changing means for dynamically changing to satisfy the insufficient braking force based on the sliding degree inferred by the means. .
[Selection] Figure 1

Description

  The present invention relates to a railway vehicle brake control system.

  Mechanical brakes and electric brakes are known as brake systems for railway vehicles. As a mechanical brake, there is an air brake that obtains a braking force by sending air pressure or hydraulic pressure converted from air pressure to a brake cylinder. Moreover, as an electric brake, there exists a regenerative brake which obtains braking force by converting the kinetic energy of a wheel into electric energy by operating an electric motor as a generator at the time of brake operation.

  In a brake control system mounted on a railway vehicle, a knitting brake control that uses both the mechanical brake and the electric brake and controls the braking force in the entire knitting of the railway vehicle has been put into practical use. The knitting brake control is to obtain a necessary braking force for the entire knitting and to output a mechanical braking force necessary for each vehicle from information on effective regenerative braking force obtained in real time.

  In vehicles equipped with such a brake control system, anti-skid control (anti-lock brake system, hereinafter simply referred to as ABS) has been put into practical use as a part of the brake control system. Sliding in a railway vehicle refers to a phenomenon in which there is a difference between the wheel speed and the vehicle speed during braking. The occurrence of such sliding is a very serious problem from the viewpoint of safety and noise prevention, such as increasing the braking distance of the brake and damaging the wheel tread. ABS is a brake control system for preventing such wheel sliding.

  Regarding the braking control by ABS of railcars, the threshold for the deceleration rate and slipping speed of each wheel, which is the reference when the anti-skid device loosens the braking force on the wheels, the brake type (emergency brake / service brake), the vehicle speed By appropriately switching according to (high speed range / medium speed range / low speed range), the brake cylinder pressure (hereinafter referred to as BC pressure) is maintained at a high pressure to prevent the wheels from being locked while maintaining the brake performance. Has been proposed (see Patent Document 1).

  Furthermore, with regard to braking control by ABS, it is proposed that the braking force of each axle (cart) should be appropriately increased or decreased to prevent sliding on the non-sliding shaft when braking occurs and when wheel sliding occurs to suppress wheel sliding. (See Patent Document 2).

In addition, regarding braking control by ABS, ABS using fuzzy inference has been proposed (see Non-Patent Document 1).
JP 2005-289172 A JP 2004-306865 A Toshiaki Nonaka, Hironori Endo, Hiroshi Yoshikawa, “Improvement of anti-skid control using fuzzy reasoning for railway vehicles”, Journal of Japan Society for Fuzzy Information Technology, Vol.16, No.5, pp.431-440, 2004

However, all the prior arts including the above three technical examples output the control result to the sliding axis or the non-sliding axis when the sliding occurs, so that the sliding is dealt with later. It can be said that it is a thing. Therefore, the above-described conventional technique cannot reduce re-sliding. In addition, since the related art is ABS control in units of axles or carts, and is not control of the entire knitting, there is a limit to shortening the braking distance.

  In addition, it is effective to some extent from the viewpoint of preventing skidding to reduce the BC pressure of the leading car, which is easy to run in advance, and to increase the BC pressure of the rear car, but with such means, the braking distance is extended. In addition, the upper brake member that is always subjected to unnecessary self-interaction force between the vehicles (the force in the front-rear direction acting between the vehicles connected to each other) is worn unevenly.

  An object of the present invention is to provide a brake control system for a railway vehicle that reduces the occurrence of sliding and thereby shortens the braking distance and reduces damage to the wheel tread.

  The present invention employs the following configuration in order to solve the above-described problems. That is, the present invention provides a railway vehicle having a plurality of axles including a plurality of first axles to be controlled for skid prevention and a plurality of second axles including the plurality of first axles and to be controlled for braking. A plurality of brake control means mounted and for generating a braking force on each of the second axles in accordance with a mechanical braking force included in the mechanical braking instruction, and each of the second on the basis of at least the rotational speed of the second axle. A plurality of anti-sliding control means for inferring a sliding degree related to the first axle and controlling opening / closing of the anti-skid valve for each first axle according to the sliding degree related to the first axle of the inferred sliding degrees; Calculating a shortage of braking force that should be generated by the plurality of brake control means out of the braking force required for the entire knitting, and that of the plurality of brake control means based on the shortage braking force A brake control system for a railway vehicle, comprising: a knitting brake control means for determining the mechanical brake force to be shared by the engine and outputting the mechanical brake instruction including the determined mechanical brake force to each of the plurality of brake control means And the knitting brake control means satisfies the insufficient braking force based on the sliding degree related to the second axle inferred by the plurality of sliding prevention control means, and the second axle having a large sliding degree. A change means for dynamically changing the mechanical brake force assigned to each of the determined brake control means so as to reduce the brake force generated in the vehicle.

  In the above configuration, the first axle indicates an axle on which the anti-skid valve acts, and the second axle indicates an axle on which brake control means performs braking control. In addition, when there is a device that generates other braking force, such as regenerative braking, the insufficient braking force is the braking force that is insufficient, excluding the braking force generated by those devices, that is, the plurality of brake controls. It shows the braking force that needs to be generated by the means.

  In the present invention, at least the rotational speed of the second axle (plural axles) is sequentially acquired by the anti-skid control means, and the sliding degree indicating the degree of occurrence of the sliding of each axle is based on the acquired rotational speed of each axle. Calculated for each axle. The slip prevention control means performs opening / closing control of the slip prevention valve with the first axle as the subject of the slip prevention control in accordance with the slip degree relating to the first axle among the calculated slip degrees.

  On the other hand, in the knitting brake control means, the mechanical brake force shared by each brake control means is determined, and the determined mechanical brake force is determined by the changing means according to the sliding degree calculated by the anti-skid control means. Changed by acquisition and use.

  This reduces the mechanical braking force shared by the brake control means that controls the axle with a high degree of sliding while satisfying the insufficient braking force, and mechanical brakes that share the brake control means that controls the axle with a low degree of sliding. The shape will change to increase power. Here, when the degree of sliding is large, it indicates that the sliding is greatly generated, and when the degree of sliding is small, it indicates that the sliding is generated small.

  As described above, in the brake control system for a railway vehicle according to the present invention, after-slip prevention is performed by controlling the opening / closing of the anti-skid valve, the brake cylinder pressure required for each axle moves as a whole knitting based on the degree of sliding of each axle. Increase / decrease is controlled. That is, the skid prevention control by the skid prevention control means and the knitting brake control by the knitting brake control means are integrated.

  Therefore, according to the present invention, it is possible to further reduce the braking distance and reduce the damage to the wheel tread by simultaneously reducing the occurrence of sliding.

  Further, in the present invention, the knitting brake control means tabulates a plurality of sliding degrees inferred by the plurality of sliding prevention control means for each brake control means for controlling an axle having each sliding degree, Further comprising inference means for determining an increase / decrease rate of the mechanical brake force shared by each brake control means based on the difference of the aggregated sliding degree with the other brake control means in each brake control means, the changing means, The change is made by multiplying the mechanical brake force shared by each brake control means by the increase / decrease rate of the mechanical brake force obtained by the inference means.

  In the present invention, the change of the mechanical brake force shared by each brake control means by the knitting brake control means is performed by multiplying the increase / decrease rate of the mechanical brake force shared by each brake control means obtained by the inference means. . The increase / decrease rate of the mechanical braking force is determined based on the sliding degree of each axle calculated by the skid prevention control means.

  Therefore, according to the present invention, since the mechanical brake force that should be borne by each brake control means in the entire knitting is appropriately corrected according to the occurrence of sliding on each axle, the brake distance is shortened, the wheel Reduction of tread damage can be realized.

  ADVANTAGE OF THE INVENTION According to this invention, the braking control system for rail vehicles which shortens braking distance by reducing generation | occurrence | production of a sliding and reduces the damage of a wheel tread can be implement | achieved.

[Embodiment]
Hereinafter, a railway vehicle brake control system (hereinafter simply referred to as a brake control system) in an embodiment of the present invention will be described with reference to the drawings. The configuration of the embodiment is an exemplification, and the present invention is not limited to the configuration of the embodiment.

〔System configuration〕
FIG. 1 is a diagram showing a system configuration of a brake control system in an embodiment of the present invention. Hereinafter, the system configuration of the brake control system in the present embodiment will be described with reference to FIG. FIG. 1 shows a system configuration when the railway vehicle has N-car trains.

  The brake control system includes a brake handle 11, a knitting brake control unit 12, a variable voltage variable frequency (hereinafter referred to as VVVF) control unit 13, a brake control unit 21, a brake device 22, an air spring pressure (hereinafter referred to as AS pressure). It has a detector 23, an ABS 24, and a speed detector 25. In the present embodiment, of these functional units, the brake control unit 21 and the AS pressure detection unit 23 are provided in each vehicle, and the ABS unit 24 is provided in each vehicle. Further, the brake device 22 and the speed detection unit 25 are functional units that act on the respective axles, and are provided on the respective axles. The brake control unit 21 corresponds to the brake control unit of the present invention, the ABS unit 24 corresponds to the skid prevention control unit of the present invention, and the knitting brake control unit 12 corresponds to the knitting brake control unit of the present invention.

  Hereinafter, in order to make the explanation easy to understand, the present embodiment will be described on the assumption that each vehicle to be controlled by each brake control unit 21 is composed of two carts, and each cart has two axles. The present invention does not limit the configuration of each of these functional units, and the brake control unit 21, the ABS unit 24, the AS pressure detection unit 23, and the like are provided in any configuration for each vehicle, each truck, or each axle. May be. Further, the present invention does not limit the number of installed carriages, the number of vehicles, and the like, and the number of installable functional units can be appropriately changed according to the configuration of the railway vehicle. In FIG. 1, the numbers or characters in parentheses in the names of the respective functional units indicate vehicle numbers in which the respective functional units are installed. For example, the “brake control unit (1)” indicates the brake control unit 21 of the first car.

<Brake handle>
The brake handle 11 is operated by the driver of the railway vehicle. For the brake handle 11, for example, a braking force that the driver considers necessary is determined according to the operation position and the like. The braking force according to the driver's operation on the brake handle 11 is sent to the knitting brake control unit 12 as a brake command.

  The brake command output from the brake handle 11 may be determined by a control device or the like in a railway vehicle that is automatically driven, in addition to the one determined by the operation of the driver.

<VVVF control unit>
The VVVF control unit 13 controls a driving motor and a regenerative brake. The VVVF control unit 13 drives the AC motor by converting the DC current flowing through the overhead wire into AC current using an inverter. Further, the VVVF control unit 13 activates the regenerative brake based on the output signal from the knitting brake control unit 12. For this regenerative brake, the effective regenerative braking force (hereinafter referred to as the actual regenerative braking force) changes in real time depending on the overhead line voltage and the regenerative power consumption status of other vehicles in the same substation. It is. Therefore, the VVVF control unit 13 activates the regenerative brake and outputs information related to the actual regenerative brake force to the knitting brake control unit 12. The communication between the VVVF control unit 13 and the knitting brake control unit 12 is realized by serial transmission using a metal wire or the like.

<AS pressure detector>
The AS pressure detection unit 23 detects an air spring pressure applied to an air spring installed in a carriage or the like. The AS pressure detection unit 23 outputs, for example, an average of the detected AS pressures to the knitting brake control unit 12 as an AS pressure for one vehicle. Specifically, the AS pressure detection unit (1) detects the AS pressure of the first car and outputs the AS pressure to the knitting brake control unit 12. The AS pressure usually increases in proportion to the boarding rate. The detected AS pressure is transferred to the knitting brake control unit 12 by using a DC voltage or the like via a metal wire or the like.

<Brake equipment>
The brake device 22 is a mechanical brake itself that acts on each axle, and is provided on each axle. The brake device 22 includes a brake cylinder, a brake device, and the like. For example, when the brake device 22 is a road surface brake, the brake cylinder pressure (hereinafter referred to as BC pressure) supplied from the brake control unit 21 moves the push rod in the brake cylinder and presses the brake against the wheel tread. Get power. In addition, when the brake device 22 is a disc brake, the brake disc is fixed to an axle or the like, and braking force is applied by sandwiching the brake disc with a brake pad according to the BC pressure received from the brake control unit 21. obtain. The present invention does not limit the brake types of these brake devices 22.

<Brake control unit>
The brake control unit 21 is provided for each vehicle, and outputs a predetermined BC pressure to the brake device 22 provided in the vehicle to be controlled. In this embodiment, since each vehicle has four axes, each brake control unit 21 outputs a BC pressure to the brake device 22 for four axes.

  The brake control unit 21 is a device that actually operates the BC pressure in order to output a predetermined BC pressure (compressed air reservoir, various valves, etc. (acting electromagnetic valve (hereinafter referred to as AV)), a loosening electromagnetic valve (hereinafter referred to as AV). , RV)))), and a control unit (not shown) for controlling these devices. Among these, the AV and RV, which are anti-skid valves used for ABS control, are provided so as to correspond to each axle or each carriage according to the control unit of ABS control. In the present embodiment, the brake control unit 21 has two sets of AV and RV.

The control unit of the brake control unit 21 includes a CPU (Central Processing Unit), a memory, and the like, and operates when a control program stored in the memory is read and the control program is executed by the CPU. The said control part receives the information regarding the mechanical brake force output from the formation brake control part 12 by serial transmission etc. by a metal wire, and calculates | requires BC pressure according to this mechanical brake force. The said control part controls the apparatus which operates the said BC pressure, and outputs each calculated | required BC pressure to each brake apparatus 22 of a corresponding vehicle. The BC pressure output from the brake control unit 21 is applied to a brake cylinder of a brake device 22 installed on each carriage or each axle by a predetermined compressed air pressure or a hydraulic pressure converted from the compressed air pressure.

  In addition, the brake control unit 21 quickly maintains or exhausts the BC pressure applied to the brake device 22 by performing the AV and RV opening / closing operations in response to a control signal from the ABS unit 24. When both AV and RV are in an ON state, a BC pressure exhaust state is established. When AV is in an ON state and RV is in an OFF state, a BC pressure is maintained. When both AV and RV are in an OFF state, a BC pressure supply state is established. In the present embodiment, the brake control unit 21 is provided for each vehicle, but may be provided for each carriage or axle.

<Speed detector>
The speed detector 25 detects the rotational speed of each axle. The detected rotational speed of each axle is output as a low voltage pulse (hereinafter referred to as speed pulse) to the ABS unit 24 corresponding to the vehicle to which each axle belongs. When the corresponding vehicle is configured with four axes, speed pulses for the four axes are output to the ABS unit 24, respectively.

<ABS part>
The ABS unit 24 includes a CPU, a memory, and the like, and performs the following ABS control by executing a control program stored in the memory by the CPU. That is, the ABS unit 24 receives the speed pulse of each axle (for four axes) sent from the speed detection unit 25 of the vehicle on which the truck to be controlled is installed, and for each axle based on the speed pulse. The degree of sliding is inferred, and the opening and closing operations of the AV and RV of the brake control unit 21 are determined. In this embodiment, since the ABS unit 24 is provided for each cart, the ABS unit 24 finally determines the opening / closing operation of the AV and RV of the brake control unit 21 corresponding to the cart to be controlled. . Since there is already disclosed literature on the method for determining the AV and RV switching operation by the ABS unit 24, detailed explanation is omitted (see the following literature; T. Asanome, T. Nonaka, Y. Endo, S. Nakazawa, H. Yoshikawa, `` Evaluation of Control Performance of Multi-Stage Fuzzy Reasoning in Anti-Lock Braking System for Railways Using Fuzzy Reasoning '', Lecture Notes in Artificial Intelligence 3558, Springer, pp.110-121, 2005-7 ). The ABS unit 24 may be provided for each axle or for each vehicle.

〈〈 Inference method for sliding degree 〉〉
Hereinafter, the inference method of the sliding degree by the ABS unit 24 will be described with reference to FIGS. FIG. 2 is a graph showing the membership function of the slip ratio. FIG. 3 is a graph showing a deceleration membership function. FIG. 4 is a table showing control rules used for inferring the sliding degree. The control coefficients (Xps, Xpb, Yn, Yps, Ypb, Z) shown in FIGS. 2 to 4 are parameter values, which are stored in advance in a memory or the like in the ABS unit 24, depending on the vehicle configuration, the vehicle operating environment, and the like. Information that can be changed as needed. Suitable values for these control parameters include, for example, the values shown in FIG. FIG. 5 is a table showing examples of control parameters, and is an example having control parameters for each carriage.

  In inferring the sliding degree, the ABS unit 24 first receives the speed pulses for the four axes of the vehicle on which the cart to be controlled is installed, and calculates the slip rate and deceleration of each axle from the speed pulses of each axle. Ask for each. The slip ratio and the deceleration are obtained from the following equations (1) and (2) for each axle.

Slip rate [%] = (traveling speed-own shaft speed) / running speed (1)
Deceleration [km / h / s] = (Previous calculation value of own axis speed−Current calculation value of own axis speed) / Calculation cycle (2)
For the traveling speed in the above formulas (1) and (2), among the four speed pulses for one vehicle sent from the speed detector 25, for example, the one indicating the maximum speed is the traveling speed of the vehicle. However, since the actual vehicle traveling speed cannot be obtained by this method when all the axes slide, there is a method of calculating and using a virtual shaft speed for obtaining a speed approximating the actual traveling speed. Since there is a document already disclosed as described in the background art for this method, a description thereof is omitted here (see Non-Patent Document 1 above).
Further, the ABS unit 24 has a predetermined calculation cycle as shown in the above formula (2), and infers the sliding degree in this calculation cycle. The ABS unit 24 holds the own shaft speed obtained at the previous calculation for each axle. These held information may be stored in a memory or the like in the ABS unit 24 together with the calculation cycle.

  After obtaining the slip ratio and the deceleration, the ABS unit 24 next obtains the slip ratio and the grade of the deceleration for each axle using FIGS. The membership function shown in FIG. 2 is composed of three characteristic functions of Z0, PS, and PB. Z0 is indicated by a straight line from (slip rate = 0%, grade = 1) to (slip rate = Xps, grade = 0) and a straight line of (slip rate> Xps, grade = 0). PS from (slip rate = 0%, grade = 0) to (slip rate = Xps, grade = 1) and (slip rate = Xps, grade = 1) to (slip rate = Xpb, grade = 0) And a straight line of (slip rate> Xpb, grade = 0). PB is a straight line (slip rate <Xps, grade = 0) and a straight line from (slip rate = Xps, grade = 0) to (slip rate = Xpb, grade = 1) (slip rate> Xpb, grade = 1). It is indicated by a straight line.

The membership function shown in FIG. 3 is composed of four characteristic functions of N, Z0, PS, and PB. N is a straight line of (deceleration <Yn, grade = 1) and a straight line from (deceleration = Yn, grade = 1) to (deceleration = 0, grade = 0) (deceleration> 0, grade = 0) It is indicated by a straight line. Z0 is a straight line of (deceleration <Yn, grade = 0) and a straight line from (deceleration = Yn, grade = 0) to (deceleration = 0, grade = 1) (deceleration> 0 and deceleration <4 .5, Grade = 1), (Deceleration = 4.5, Grade = 1) to (Deceleration = Yps, Grade = 0) and (Deceleration> Yps, Grade = 0) Indicated by PS is a straight line (deceleration = 4.5, grade = 0) and a straight line from (deceleration = 4.5, grade = 0) to (deceleration = Yps, grade = 1) (deceleration = Yps, A straight line from (grade = 1) to (deceleration = Ypb, grade = 0) and a straight line of (deceleration> Ypb, grade = 0) are shown. PB is (deceleration <Yps, grade = 0) and (deceleration = Yps, grade = 0) to (deceleration = Ypb, grade = 1) (deceleration> Ypb, grade = 1) It is indicated by a straight line.

  According to the membership function shown in FIG. 2, the grade of the slip rate for each axle is obtained for each of Z0, PS, and PB. For example, when Xps is 25 (%) and Xpb is 40 (%), the Z0 grade is 0.8, the PS grade is 0.2, and the PB is about 5 (%). Grade of 0 is required.

  Similarly, according to the membership function shown in FIG. 3, the grade of deceleration for each axle is obtained for N, Z0, PS and PB, respectively. For example, when Yps is 10 (km / h / s) and Ypb is 20 (km / h / s), the N grade is 0 for each axle with a deceleration of 12 (km / h / s). , Z0 grade is 0, PS grade is 0.8, and PB grade is 0.2.

  When the ABS unit 24 obtains the slip rate and the deceleration for each axle, it infers the degree of sliding for each axle based on the control rule shown in FIG. In FIG. 4, β represents deceleration, and SR represents slip rate. For example, as shown in FIG. 5, the control parameters are Z = 300, Xps = 25 (%), Xpb = 40 (%), Yps = 10 (km / h / s), Ypb = 20 (km / h / s), and for an axle with a slip rate of 5 (%) and a deceleration of 12 (km / h / s) as in the above example, the sliding degree is calculated as shown in the following equation. .

Grade of slip ratio (SR): Z0 = 0.8, PS = 0.2, PB = 0
Grade of deceleration (β): N = 0, Z0 = 0, PS = 0.8, PB = 0.2
Degree of sliding = (0.8 × 0 × 0 + 0.8 × 0 × 0 + 0.8 × 0.8 × 330 + 0.8 × 0.2 × 400) + (0.2 × 0 × 80 + 0.2 × 0 × 150 + 0. 2 × 0.8 × 400 + 0.2 × 0.2 × 500) + (0 × 0 × 150 + 0 × 0 × 300 + 0 × 0.8 × 500 + 0 × 0.2 × 600) = (211.2 + 64) + (64 + 20) = 359.2
The ABS unit 24 totalizes the inferred sliding degree for each axle in units of trucks to be controlled, and the opening / closing operation of the AV and RV acting on the axle of the truck of the brake control unit 21 according to the aggregation result. decide. The method for determining the AV and RV opening / closing operations by the ABS unit 24 is not described in detail because there are already disclosed documents as described above. For example, when the control parameter Z is set to 300, the ABS section 24 has a maximum sliding degree of 600, so that the opening / closing operation and opening / closing of AV and RV are performed according to the relative relationship between the maximum sliding degree and the obtained sliding degree. You may make it control time etc. FIG.

  Further, the ABS unit 24 converts the inferred sliding degree related to each axle into a trolley unit and passes it to the knitting brake control unit 12. For example, the conversion to the trolley unit may be such that the maximum sliding degree among the sliding degrees for the two axes is the sliding degree for the trolley unit, and the average of the sliding degrees for the two axes is the sliding degree for the trolley unit. You may make it do. Further, at this time, the ABS unit 24 may pass the sliding degree of each axle to the knitting brake control unit 12 or total for each vehicle (total of four sliding degrees). 12 may be passed.

<Knit brake control unit>
The knitting brake control unit 12 includes a brake command including a braking force necessary for the entire knitting from the brake handle 11, an AS pressure from the AS pressure detection unit 23, information on an actual regenerative braking force from the VVVF control unit 13, and an ABS unit 24. The mechanical brake force to be shared by each brake control unit 21 is calculated in response to the degree of sliding from (hereinafter referred to as knitting brake control).
, Output to each brake control unit 21. In this embodiment, since each brake control unit 21 is provided for each vehicle, the knitting brake control unit 12 calculates a mechanical brake force required for each vehicle. Information on the mechanical brake force from the knitting brake control unit 12 is output to each brake control unit 21 by serial transmission using a metal wire or the like.

  The knitting brake control dynamically reduces the mechanical braking force of the shaft having a large sliding degree (the axis where the sliding occurs frequently) according to the sliding degree received from the ABS unit 24, and the amount of the sliding degree is decreased. Control to increase the mechanical braking force of small shafts (shafts with less sliding). Thereby, the knitting brake control reduces the occurrence of sliding in the entire knitting by making it difficult to re-slide while keeping the braking force in the entire knitting constant.

<Detailed configuration of knitting brake control unit>
Hereinafter, the detailed configuration of the knitting brake control unit 12 will be described with reference to FIGS. FIG. 6 is a block diagram showing a detailed configuration of the knitting brake control unit 12. FIG. 7 is a graph showing the membership function of SD _DAi . FIG. 8 is a table showing control rules used for knitting brake control. In the following description, a three-car train is taken as an example for easy understanding. Therefore, the “first vehicle”, “second vehicle”, and “third vehicle” shown in the table of FIG. 8 indicate the “first car”, “second car”, and “third car”, respectively. . The case of four-car train or more will be described later.

  As shown in FIG. 6, the knitting brake control unit 12 includes a first control unit 121, a preprocessing unit 122, and a fuzzy inference unit 123. The first control unit 121 corresponds to the changing unit of the present invention, and the preprocessing unit 122 and the fuzzy inference unit 123 correspond to the inference unit of the present invention.

  The first control unit 121 calculates a braking force that is insufficient with only the actual regenerative braking force, according to the braking force and AS pressure required for the entire knitting included in the brake command. In order to supplement the calculated braking force with the mechanical braking force generated by the brake equipment 22 of all vehicles, the first control unit 121 calculates the mechanical braking force that each brake control unit 21 should share.

  The first control unit 121 finally multiplies the brake force increase / decrease rate of each brake control unit 21 passed from the fuzzy inference unit 123 by the calculated mechanical brake force to be shared by each brake control unit 21, thereby finally Each brake control unit 21 obtains a mechanical braking force to be shared. In the present embodiment, since the brake control unit 21 is provided for each vehicle, the first control unit 121 should obtain the brake force increase / decrease rate for each vehicle from the fuzzy inference unit 123 and finally share it for each vehicle. Mechanical braking force will be obtained.

The pre-processing unit 122 obtains the time average value difference of the sliding degree with respect to the rear vehicle for each vehicle (the time average value difference of the sliding degree in the car i is expressed as SD _DAi ). Specifically, the pre-processing unit 122 indicates the sliding degree of each carriage from the ABS part 24 (the sliding degree of the car No. 1 car No. ¹ is expressed as SD _i ¹ and the sliding degree of the car No. ¹ car No. 2). the When receiving the SD _i ² and denoted) first, the sliding degree of each vehicle (the sliding degree of the i car is denoted as SD _i). As shown in the following equation (3), the sliding degree for each vehicle is obtained as an average value of the sliding degree of each carriage.

前処理部１２２は、次に、現時点からＡ秒前までの滑走度合の時間平均値（ｉ号車における当該時間平均値をＳＤ_Ａｉと表記する）を算出する。この場合の算出式を下記式（４
）に示す。式（４）に示される△ＡはＡＢＳの演算周期、すなわち、ＡＢＳ部２４から編成ブレーキ制御部１２に滑走度合の入力される周期を示し、ＡはＳＤ_Ａｉの算出に考慮する時間を示す。△Ａ及びＡは、編成ブレーキ制御部１２内のメモリ等に予め記憶される。△Ａは、上記式（２）に示すＡＢＳの演算周期と同じ値を使うようにしてもよいし、編成ブレーキ制御部１２の特有の設定値としてもよい。Ａ／△Ａは整数値となるようにそれぞれ設定され、Ａは例えば３から１２０（秒）の範囲の値が好適である。なお、下記式（４）を実現するために、編成ブレーキ制御部１２は当該演算結果を随時メモリ等に記憶する。

Next, the pre-processing unit 122 calculates a time average value of the degree of sliding from the present time to A seconds before (the time average value in the i-th car is expressed as SD _Ai ). The calculation formula in this case is the following formula (4
). ΔA shown in the equation (4) indicates an ABS calculation cycle, that is, a cycle in which the sliding degree is input from the ABS unit 24 to the knitting brake control unit 12, and A indicates a time to be taken into consideration for the calculation of SD _Ai . ΔA and A are stored in advance in a memory or the like in the knitting brake control unit 12. ΔA may be the same value as the ABS calculation cycle shown in the above formula (2), or may be a specific set value of the knitting brake control unit 12. A / ΔA is set to be an integer value, and A is preferably in the range of 3 to 120 (seconds), for example. In addition, in order to implement | achieve following formula (4), the formation brake control part 12 memorize | stores the said calculation result in memory etc. at any time.

前処理部１２２は、最終的に、各車両についてそれぞれ隣接する後ろの車両との滑走度合の時間平均値差（ＳＤ_ＤＡｉ）を求める（下記式（５）参照）。得られた各車両のＳＤ_ＤＡｉは、ファジィ推論部１２３に渡される。

The pre-processing unit 122 finally obtains the time average value difference (SD _DAi ) of the degree of sliding with the adjacent rear vehicle for each vehicle (see the following formula (5)). The obtained SD _DAi of each vehicle is passed to the fuzzy inference unit 123.

ファジィ推論部１２３は、前処理部１２２から各車両の滑走度合の時間平均値差（ＳＤ_ＤＡｉ）を受け、各車両のブレーキ力増減率（ＲＡＴＥ_ｉ）をそれぞれ推論する。ｉ号車のブレーキ力増減率をＲＡＴＥ_ｉと表記する。ファジィ推論部１２３は、を推論するにあたり、まず、図７に示すメンバーシップ関数を用いて各車両のＳＤ_ＤＡｉのグレードを求める。

The fuzzy inference unit 123 receives the time average value difference (SD _DAi ) of the degree of sliding of each vehicle from the preprocessing unit 122 and _infers the brake force increase / decrease rate (RATE _i ) of each vehicle. The brake force increase / decrease rate of car _i is denoted as RATE _i . The fuzzy inference unit 123 first _obtains the SD _DAi grade of each vehicle using the membership function shown in FIG.

The membership function shown in FIG. 7 is composed of five characteristic functions of NB, NS, Z0, PS, and PB. NB is a straight line of (SD _DAi <−Z, grade = 1) and a straight line from (SD _DAi = −Z, grade = 1) to (SD _DAi = −Z / 2, grade = 0) and (SD _DAi > − Z / 2, grade = 0). NS is (SD _DAi <-Z, grade = 0) and (SD _DAi = -Z, grade = 0) to (SD _DAi = -Z / 2, grade = 1) and (SD _DAi =- Z / 2, grade = 1) to (SD _DAi = 0, grade = 0) and (SD _DAi > 0, grade = 0). Z0 is a straight line from (SD _DAi <−Z / 2, grade = 0) and a straight line from (SD _DAi = −Z / 2, grade = 0) to (SD _DAi = 0, grade = 1) and (SD _DAi = 0, grade = 1) to (SD _DAi = Z / 2, grade = 0) and (SD _DAi > Z / 2, grade = 0). PS is a line from (SD _DAi <0, grade = 0) and a line from (SD _DAi = 0, grade = 0) to (SD _DAi = Z / 2, grade = 1) and (SD _DAi = Z / 2, A straight line from grade = 1) to (SD _DAi = Z, grade = 0) and a straight line from (SD _DAi > Z, grade = 0) are shown. PB is a straight line of (SD _DAi <Z / 2, grade = 0) and a straight line from (SD _DAi = Z / 2, grade = 0) to (SD _DAi = Z, grade = 1) and (SD _DAi > Z, It is indicated by a straight line of grade = 1).

With the membership function shown in FIG. 7, the grade of SD _DAi of each vehicle is obtained for NB, NS, Z0, PS, and PB, respectively. For example, when Z is set to 300 as shown in FIG. 5, the NB grade is 0, the NS grade is 0, the Z0 grade is 0.8, and the PS grade is 30 for the SD _DAi of 30. 0.2, PB grade is 0. Thus, in the case of a three-car train, the SD _DA1 grade for the first car and the SD _DA2 grade for the second car are acquired.

When the fuzzy inference unit 123 _obtains the SD _DAi grade of each vehicle, it _infers the brake force increase / decrease rate (RATE _i ) (%) of each vehicle based on the control rule shown in FIG. “A **” shown in FIG. 8 indicates the membership function of SD _DA1 , “B **” indicates the membership function of SD _DA2 , and “**” indicates each characteristic of the membership function. Functions (NB, NS, Z0, PS, and PB) are shown. Further, “B” in the table of FIG. 8 is a multiple of RATE _i and can be set as a control parameter. For example, when the control parameters are Z = 300 and B = 10, respectively, and SD _DA1 is 30 and SD _DA2 is 30, RATE _i is inferred as shown in the following equation.

Grade of SD _DA1 and SD _DA2 : NB = 0, NS = 0, Z0 = 0.8, PS = 0.2, PB = 0
RATE ₁ = (0 × 0 × 60 + 0 × 0 × 50 + 0 × 0.8 × 40 + 0 × 0.2 × 0 + 0 × 0 × 0) + (0 × 0 × 40 + 0 × 0 × 30 + 0 × 0.8 × 20 + 0 × 0. 2 × 0 + 0 × 0 × 0) + (0.8 × 0 × 20 + 0.8 × 0 × 10 + 0.8 × 0.8 × 0 + 0.8 × 0.2 × −10 + 0.8 × 0 × −20) + ( 0.2 × 0 × 0 + 0.2 × 0 × 0 + 0.2 × 0.8 × −20 + 0.2 × 0.2 × −30 + 0.2 × 0 × −40) + (0 × 0 × 0 + 0 × 0 × 0 + 0 × 0.8 × −40 + 0 × 0.2 × −50 + 0 × 0 × −60) = − 6
RATE ₂ = (0 × 0 × 0 + 0 × 0 × −10 + 0 × 0.8 × −20 + 0 × 0.2 × 0 + 0 × 0 × 0) + (0 × 0 × 10 + 0 × 0 × 0 + 0 × 0.8 × −10 + 0 × 0.2 × 0 + 0 × 0 × 0) + (0.8 × 0 × 20 + 0.8 × 0 × 10 + 0.8 × 0.8 × 0 + 0.8 × 0.2 × −10 + 0.8 × 0 × −20) ) + (0.2 × 0 × 0 + 0.2 × 0 × 0 + 0.2 × 0.8 × 10 + 0.2 × 0.2 × 0 + 0.2 × 0 × −10) + (0 × 0 × 0 + 0 × 0 × 0 + 0 × 0.8 × 20 + 0 × 0.2 × 10 + 0 × 0 × 0) = 0.8 × 0.2 × −10 + 0.2 × 0.8 × 10 = 0
RATE ₃ = (0 × 0 × −60 + 0 × 0 × −40 + 0 × 0.8 × −20 + 0 × 0.2 × 0 + 0 × 0 × 0) + (0 × 0 × −50 + 0 × 0 × −30 + 0 × 0.8 × −10 + 0 × 0.2 × 0 + 0 × 0 × 0) + (0.8 × 0 × −40 + 0.8 × 0 × −20 + 0.8 × 0.8 × 0 + 0.8 × 0.2 × 20 + 0.8 × 0 × 40) + (0.2 × 0 × 0 + 0.2 × 0 × 0 + 0.2 × 0.8 × 10 + 0.2 × 0.2 × 30 + 0.2 × 0 × 50) + (0 × 0 × 0 + 0 × 0 × 0 + 0 × 0.8 × 20 + 0 × 0.2 × 40 + 0 × 0 × 60) = 0.8 × 0.2 × 20 + 0.2 × 0.8 × 10 + 0.2 × 0.2 × 30 = 6
The acquired braking force increase / decrease rate (RATE _i ) of each vehicle is passed to the first control unit 121. In the case of this example, the mechanical brake force output from the first control unit 121 to the brake control unit 21 of the first car is reduced by the brake force increase / decrease rate (−6), and that amount (+6) is reduced to the brake of the third car. The mechanical braking force output to the control unit 21 is increased. Thus, the brake force increase / decrease rate inferred by the fuzzy inference unit 123 is inferred to be 0 for the entire knitting.

  However, the mechanical brake force obtained by adding the respective mechanical brake forces corrected by the brake force increase / decrease rate in this way for all vehicles and the mechanical brake force necessary for the entire knitting previously calculated by the first control unit 121 are obtained. There may be some deviation. For example, this is a case where each mechanical brake force previously calculated by the first control unit 121 is different for each brake control unit 21. In such a case, the first control unit 121 further corrects each mechanical brake force output to each brake control unit 21 as follows.

The first control unit 121 multiplies the mechanical brake force SB _i to be shared by the brake control unit 21 in the vehicle i previously calculated by the first control unit 121 by the brake force increase / decrease rate RATE _i in the vehicle i. A brake force increase / decrease value SC _i of _i is calculated (see equation (6)). Subsequently, the first control unit 121 obtains a correction coefficient ΔSC by summing the brake force increase / decrease values SC _i of the respective vehicles and dividing by the number of vehicles N (see Expression (7)). Then, the first control unit 121 further corrects each mechanical braking force corrected by the braking force increase / decrease rate with the correction coefficient ΔSC (see Expression (8)). The mechanical brake force SE _i shown in Expression (8) is finally output to each brake control unit 21.

次に、４両編成以上の鉄道車両に関する上記編成ブレーキ制御部１２の制御手法について説明する。以下の説明では１１両編成の場合を例に挙げる。なお、編成ブレーキ制御部１２の第一制御部１２１については３両編成の場合と同様であるため説明を省略する。

Next, a control method of the knitting brake control unit 12 relating to a railway vehicle having four or more cars will be described. In the following description, the case of 11-car train is taken as an example. In addition, about the 1st control part 121 of the formation brake control part 12, since it is the same as that of the case of 3 car formation, description is abbreviate | omitted.

In this case, the sliding degree processed by the pre-processing unit 122 and the fuzzy reasoning unit 123 is limited to three representative vehicles. For example, the preprocessing unit 122 and the fuzzy inference unit 123 use the sliding degree of the first car (leading vehicle), the sixth car (middle vehicle), and the eleventh car (last car) to increase or decrease the braking force of each vehicle ( RATE _i ) is inferred.

The pre-processing unit 122 calculates the sliding degree (SD ₁ ¹ , SD ₁ ² , SD ₆ ¹ , SD ₆ ² , SD ₁₁ ¹ , SD ₁₁ ² ) related to each carriage from the ABS unit 24 of the first car, the sixth car, and the eleventh car. receive. The pre-processing unit 122 obtains the sliding degree (SD ₁ , SD ₆ , and SD ₁₁ ) of each vehicle from the sliding degree related to each carriage. The degree of sliding of each vehicle is obtained using the above formula (3). Thereafter, the preprocessing unit 122 calculates the time average value (SD _A1 , SD _A6 , SD _A11 ) of the sliding degree for each vehicle using the above formula (4).

The pre-processing unit 122 finally obtains the time average value difference (SD _DAi ) of the sliding degree with the rear vehicle for each vehicle using the equation (5). That is, the difference in time average value of the sliding degree with the sixth car is obtained for the first car, and the time average value difference of the sliding degree of the eleventh car is obtained for the sixth car. The obtained SD _DA1 and SD _DA6 are passed to the fuzzy inference unit 123.

The fuzzy inference unit 123 _obtains the grade of each SD _DAi using the membership function shown in FIG. 7 based on the time average value difference (SD _DA1i , SD _DA6 ) of the sliding degree received from the preprocessing unit 122. That is, the SD _DA1 grade for the first car and the SD _DA6 grade for the sixth car are acquired. The method for obtaining the grade is the same as in the case of the three-car train.

The fuzzy inference unit 123 infers the brake force increase / decrease rate (RATE _i ) for each vehicle based on the grades of the SD _DA1 and SD _DA6 . In this inference, the control rule shown in FIG. 8 is used. In this case, the “first vehicle” in the table shown in FIG. 8 indicates the first car, the “second vehicle” indicates the sixth car, “3 vehicles” indicates the 11th car. Further, “A **” shown in FIG. 8 indicates the membership function of SD _DA1 , and “B **” indicates the membership function of SD _DA6 . As a result, the braking force increase / decrease rate of the first car, the sixth car, and the eleventh car is obtained.

Then, the fuzzy inference unit 123 calculates the braking force increase / decrease rate of the remaining vehicles using the calculated braking force increase / decrease rates of the first car, the sixth car, and the eleventh car. For example, 2 to 5 for the car using the linear function connecting the first car of the RATE ₁ and 6 car of RATE _6, a linear function connecting the car No. 6 of RATE ₆ and 11 car of RATE ₁₁ for 7-10 car Is calculated as shown in the following equation.

このように得られた各車両のブレーキ力増減率（ＲＡＴＥ_ｉ）は第一制御部１２１に渡され、この各車両のブレーキ力増減率が第一制御部１２１により求められていた各車両のブレーキ制御部２１へ出力される機械ブレーキ力に掛け合わされ、最終的な機械ブレーキが求められる。なお、ブレーキ力増減率により修正された各機械ブレーキ力を全ての車両について合計した機械ブレーキ力と第一制御部１２１が先に算出していた編成全体で必要な機械ブレーキ力とがずれる場合には上述のように補正処理を行うようにしてもよい。

The brake force increase / decrease rate (RATE _i ) of each vehicle obtained in this way is passed to the first control unit 121, and the brake force increase / decrease rate of each vehicle for which the first control unit 121 has obtained the brake force increase / decrease rate. The final mechanical brake is obtained by multiplying the mechanical brake force output to the control unit 21. In addition, when the mechanical brake force that is calculated by the brake force increase / decrease rate for all vehicles and the mechanical brake force necessary for the entire knitting previously calculated by the first control unit 121 deviate from each other. May be corrected as described above.

[Operation example]
Hereinafter, the operation of the brake control system in the present embodiment will be described.

  In the brake control system according to the present embodiment, when a brake command including a braking force required for the entire knitting is output from the brake handle 11, the actual regenerative braking force by the regenerative braking activated by the VVVF control unit 13 and each brake control unit 21. The mechanical braking force generated by the brake device 22 to be controlled is applied to the railway vehicle. In this case, the knitting brake control unit 12 calculates the necessary mechanical brake force for each brake control unit 21 from the AS pressure indicating the weight of each vehicle, information on the actual regenerative braking force passed from the VVVF control unit 13, and the like. Then, a mechanical brake instruction including the calculated mechanical brake force is output to each brake control unit 21.

  On the other hand, when the braking force is applied to the railway vehicle, the ABS unit 24 controls the opening and closing of the AV and RV of the brake control unit 21 acting on the control target axle, and promptly controls the brake control unit 21. The BC pressure generated by is discharged.

  In the brake control system according to the present embodiment, in addition to the slip prevention control in the ABS unit 24, the mechanical brake force to each brake control unit 21 output from the knitting brake control unit 12 when the sliding occurs is dynamically changed. Reduce the occurrence of gliding. In the following, the operation of the knitting brake control unit 12 and the ABS unit 24 particularly when sliding occurs will be described.

  The ABS unit 24 acquires the rotational speed of each axle in the vehicle on which the cart to be controlled is installed from the speed detection unit 25 as needed. In the present embodiment, each vehicle is composed of two trolleys having two axles, so the ABS unit 24 acquires the rotational speed for four axes.

The ABS unit 24 infers the degree of sliding for each axle based on the rotational speed of each axle that it controls. In this embodiment, since the ABS unit 24 is provided for each carriage, the sliding degree for two axes is inferred. The ABS unit 24 determines the opening and closing operations of the AV and RV of the brake control unit 21 provided for the truck (two axes) to be controlled based on the inferred sliding degree for the two axes, and the determination Is output to the brake control unit 21. Further, the inferred sliding degrees for the two axes are converted into cart units and sent to the knitting brake control unit 12.

  When the knitting brake control unit 12 receives the sliding degree from all the ABS parts 24, the pre-processing unit 122 calculates the average sliding degree in units of the brake control unit 21. That is, the knitting brake control unit 12 averages the sliding degree of each carriage for two cars for each vehicle, and obtains the average sliding degree. Furthermore, the pre-processing unit 122 obtains the time average value of the sliding degree from the time of the previous calculation to the current time, and finally the difference in time average value of the sliding degree with the rear brake control unit 21 for each brake control unit 21. Ask for. The calculated difference in time average value of the sliding degree related to each brake control unit 21 is passed to the fuzzy inference unit 123 of the knitting brake control unit 12.

  The fuzzy reasoning unit 123 performs each fuzzy reasoning using the membership function of FIG. 7 and the control rule of FIG. 8 based on the time average value difference of the sliding degree related to each brake control unit 21 calculated by the preprocessing unit 122. A brake force increase / decrease rate related to the brake control unit 21 is inferred. The inferred brake force increase / decrease rate for each brake control unit 21 is multiplied by the required mechanical brake force for each brake control unit 21 already calculated by the first control unit 121 of the knitting brake control unit 12. Thus, the final mechanical brake force is obtained for each brake control unit 21. If the total mechanical brake force finally obtained is different from the insufficient brake force to be shared by the brake control unit 21, a predetermined correction process is performed. The mechanical brake force finally obtained in this manner is output to each brake control unit 21.

[Operation and effect of the embodiment]
In the brake control system in the present embodiment, in addition to the slip prevention control in the ABS unit 24, the sliding degree of each axis output by the ABS unit 24 at a predetermined calculation cycle is input to the knitting brake control unit 12 to The mechanical brake force output from the knitting brake control unit 12 to each brake control unit 21 is dynamically changed.

  The ABS unit 24 sequentially acquires the rotational speed of each axle, and calculates the slip ratio and deceleration of each axle based on the acquired rotational speed of each axle. Further, the calculated slip rate and deceleration are used to calculate the degree of sliding for each axle. In the ABS unit 24, the opening / closing operation of the slip prevention valve to be controlled is determined based on the calculated sliding degree.

  Since the BC pressure is quickly controlled by the control of the anti-skid valve by the ABS unit 24, the subsequent anti-sliding at the time of the occurrence of the sliding is promptly performed.

  In the knitting brake control unit 12, the sliding degree calculated by the ABS unit 24 is acquired, and the sliding degree is collected for each brake control unit 21 to be controlled by the axle having the sliding degree. Calculated as the average run rate. Subsequently, the knitting brake control unit 12 obtains a time average value of the average running degree from the time of the previous calculation to the present time, and finally each brake control unit 21 is in a state related to the other one brake control unit 21. The difference in time average value of the average sliding degree is obtained. The brake force increase / decrease rate for each brake control unit 21 is finally calculated by using fuzzy reasoning for the time average value difference of the average sliding degree for each brake control unit 21.

The calculated brake force increase / decrease rate for each brake control unit 21 is multiplied by the mechanical brake force required for each brake control unit 21 calculated by the knitting brake control unit 12, and further, a predetermined correction is performed as necessary. As a result, the necessary mechanical braking force is obtained for each final brake control unit 21. This is output from each brake control unit 21 in accordance with the occurrence of sliding while keeping the necessary braking force constant throughout the knitting.
The C pressure is controlled.

  Thus, in the brake control system in the present embodiment, the occurrence of sliding itself is reduced by integrating the sliding prevention control in the ABS unit 24 and the knitting brake control by the knitting brake control unit 12. In other words, it is possible to prevent the sliding by the ABS that quickly discharges the BC pressure for each carriage, and the BC pressure necessary for each axle is controlled to increase or decrease as a whole of the knitting based on the sliding degree of each axle. Compared to the current system that performs only prevention control, it is possible to shorten the brake distance and reduce damage to the wheel tread at the same time.

<Results of numerical simulation>
Hereinafter, the result of the numerical simulation that demonstrates the effect of the present embodiment will be described with reference to FIGS. FIG. 9 is a table showing control conditions for numerical simulation. FIG. 10 is a table showing control parameters used in the numerical simulation. FIG. 11 is a diagram showing an adhesion coefficient model used in the numerical simulation. FIG. 12 is a diagram showing a numerical simulation result.

  As shown in FIG. 9, in this numerical simulation, an example of a railway vehicle having a three-car train, in which each vehicle is provided with two carriages and each carriage is provided with two axles. Used. In addition, the ABS unit 24 is provided for each carriage and controls RV and AV for each carriage, and the brake control unit 21 is provided for each vehicle.

  Further, in this simulation, as shown in FIG. 11, a simulation is performed with respect to an adhesion coefficient model between three rails and wheels. This is because the adhesion coefficient in an actual vehicle varies widely and cannot be determined uniquely. Model 1 (FIG. 11 (A)) is easy to self-re-adhere (not easily fixed), and models 2 (FIG. 11 (B)) and 3 (FIG. 11 (C)) are less likely to self-re-adhere (lead to fixing). Easy). In addition, in the models 1 to 3, the adhesion coefficient of the front wheel is lower, the influence of the traveling speed on the adhesion coefficient is lower for the rear wheel, and the adhesion coefficient of the rear wheel is improved when the front wheel slides. It is functionalized considering qualitative trends.

  FIG. 12 shows the results of this numerical simulation for each item of the brake distance (FIG. 12A), the wheel damage evaluation amount (FIG. 12B), and the number of AV / RV operations (FIG. 12C). A comparison is made between the conventional system and the brake control system in the present embodiment. Here, the conventional system refers to a system in which the knitting brake control unit 12 does not acquire the degree of sliding from the ABS unit 24 in the above-described brake control system, that is, a system that only performs sliding prevention by ABS.

  As a result, as shown in FIG. 12, it can be seen that the brake control system reduces the brake distance, the wheel damage evaluation amount, the number of AV and RV operations, as compared with the conventional system in any of the adhesion coefficient models.

The wheel damage evaluation amount is the damage that the wheel receives from the rail during sliding as a quantitative evaluation of the control performance against the wheel damage, and the work due to the friction between the rail and wheel during the sliding is derived as an evaluation formula. . The wheel damage evaluation amount Q (N · m) was obtained by using the following equation, _where Q _k (N · m) is the work caused by friction between the k-axis rail and the wheel.

上記式におけるＦ_ｂｋはｋ軸の制輪子摩擦力（Ｎ）を示し、Ｊ_ｋはｋ軸の慣性モーメント（ｋｇ・ｍ^２）を示し、Ｒ_ｋはｋ軸の車輪半径（ｍ）を示し、ｖは編成車両の速度（ｍ／ｓ）、ｗ_ｋはｋ軸の角速度（ｒａｄ／ｓ）を示し、ｎは総軸数を示している。なお、この車輪損傷評価量については既に開示された文献があるため詳細な説明を省略する（以下の文献参照；野中俊昭、大山忠夫、遠藤靖典、吉川広、「編成としての鉄道車両における滑走防止制御（第１報、力学モデルの定式化と制御の評価法）」、日本機械学会論文集、71巻705号、2005-5）。

F _bk in the above equation represents the k-axis brake friction force (N), J _k represents the k-axis moment of inertia (kg · m ² ), R _k represents the k-axis wheel radius (m), v represents the speed (m / s) of the trained vehicle, w _k represents the angular velocity (rad / s) of the k axis, and n represents the total number of axes. Detailed description of the wheel damage evaluation amount is omitted because there are already disclosed documents (see the following documents; Toshiaki Nonaka, Tadao Oyama, Yasunori Endo, Hiroshi Yoshikawa, “Preventing sliding in railway cars as a formation) Control (1st Report, Formulation of Mechanical Model and Evaluation Method of Control) ", Transactions of the Japan Society of Mechanical Engineers, Vol. 71, No. 705, 2005-5).

<Results of actual vehicle test>
Hereinafter, the result of the actual vehicle test which demonstrated the effect of this embodiment is demonstrated using FIG. FIG. 13 is a diagram showing a vehicle configuration in an actual vehicle test. FIG. 14 is a diagram showing control parameters in an actual vehicle test. FIG. 15 is a diagram showing actual vehicle test results.

  As shown in FIG. 13, in the actual vehicle test, a railway vehicle composed of 10 articulated carriages was used. In the actual vehicle test, a part of the brake control unit 21 is provided for each carriage. Specifically, the brake control unit (1) for the axle of the first carriage, the brake control section (2) for the axles of the second and third carriages, the brake control section (3) for the axles of the third and fourth carriages, Brake control unit (4) for the axle of the bogie, Brake control unit (5) for the axles of the seventh and eighth carts, Brake control unit (6) for the axles of the ninth and tenth carts, Brake control unit for the axle of the eleventh cart Correspondence relationship (7) was adopted. Further, the ABS 24 is controlled by one truck and two trucks.

  FIG. 15 shows the result of operating the brake control system using the control parameters shown in FIG. 14 in such an actual vehicle configuration. Further, in this actual vehicle test, water is sprayed on the contact surface of the first bogie, the sixth bogie and the eleventh bogie with the rail of the leading shaft to create a situation where gliding is likely to occur. The result is obtained when the regular maximum brake is applied from the initial speed of 100 (km / h) in a state where the regenerative brake is not activated in all the vehicle empty vehicles.

  As can be seen from the results shown in FIG. 15, in the actual vehicle test in the 10-car train, the brake distance and the wheel damage evaluation amount are reduced in this brake control system as compared with the conventional system, as in the numerical simulation of the 3-car train. I understand.

It is a figure which shows the system configuration | structure of the brake control system for rail vehicles in embodiment. It is a figure which shows the membership function of slip ratio. It is a figure which shows the membership function of deceleration. It is a figure which shows the control rule used for sliding degree inference. It is a figure which shows the example of a control parameter. It is a figure which shows the detailed structure of a knitting brake control part. It is a figure which shows the membership function of SD _DAi . It is a figure which shows the control rule used for brake force increase / decrease rate inference. It is a figure which shows the control conditions of numerical simulation. It is a figure which shows the control parameter in numerical simulation. It is a figure which shows the adhesion coefficient model in numerical simulation. It is a figure which shows a numerical simulation result. It is a figure which shows the vehicle structure in a real vehicle test. It is a figure which shows the control parameter in a real vehicle test. It is a figure which shows a real vehicle test result.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Brake handle 12 Knitting brake control part 13 VVVF (variable voltage variable frequency) control part 21 Brake control part 22 Brake equipment 23 AS pressure (air spring pressure) detection part 24 ABS (sliding prevention control) part 25 Speed detection part 121 1st Control unit 122 Preprocessing unit 123 Fuzzy reasoning unit

Claims (2)

It is mounted on a railway vehicle having a plurality of axles including a plurality of first axles to be controlled for skid prevention and a plurality of second axles including the plurality of first axles and to be controlled for braking.
A plurality of brake control means for generating a braking force on each of the second axles according to a mechanical braking force included in a mechanical braking instruction;
Each of the second axles is inferred based on at least the rotational speed of the second axle, and each first axle is in accordance with the degree of the sliding of the first axle out of the inferred sliding degrees. A plurality of anti-skid control means for controlling the opening and closing of the anti-skid valve,
Calculate the insufficient braking force that should be generated by the plurality of brake control means among the braking force required for the entire knitting, and determine the mechanical braking force to be shared by each of the plurality of brake control means based on the insufficient braking force, Knitting brake control means for outputting the mechanical brake instruction including the determined mechanical brake force to each of the plurality of brake control means;
A railroad vehicle brake control system comprising:
The knitting brake control means includes:
Based on the sliding degree related to the second axle inferred by the plurality of anti-sliding control means, the braking force generated on the second axle having a high degree of sliding is reduced while satisfying the insufficient braking force. Change means for dynamically changing the mechanical brake force assigned to each determined brake control means;
Brake control system for railway vehicles. The knitting brake control means includes:
A plurality of sliding degrees inferred by the plurality of anti-sliding control means are totalized for each brake control means, and based on the difference of the total sliding degrees with other brake control means in each brake control means, An inference means for obtaining an increase / decrease rate of the mechanical brake force shared by each brake control means;
The changing means is
Change by multiplying the mechanical brake force shared by each brake control means by the increase / decrease rate of the mechanical brake force obtained by the inference means,
The brake control system for railway vehicles according to claim 1.

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