WO2015020062A1 - 鉄道車両用ブレーキシステム、鉄道車両用ブレーキ制御装置、および、鉄道車両用ブレーキ制御方法 - Google Patents
鉄道車両用ブレーキシステム、鉄道車両用ブレーキ制御装置、および、鉄道車両用ブレーキ制御方法 Download PDFInfo
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- WO2015020062A1 WO2015020062A1 PCT/JP2014/070643 JP2014070643W WO2015020062A1 WO 2015020062 A1 WO2015020062 A1 WO 2015020062A1 JP 2014070643 W JP2014070643 W JP 2014070643W WO 2015020062 A1 WO2015020062 A1 WO 2015020062A1
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- WIPO (PCT)
- Prior art keywords
- brake
- brake control
- vehicle
- control device
- force value
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/02—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of self-applying brakes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes
- B61H9/006—Brakes for locomotives
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a railway vehicle brake system, a railway vehicle brake control device, and a railway vehicle brake control method.
- a brake control device for a railway vehicle is usually configured to collectively control a plurality of vehicle brake devices constituting a train (for example, see Patent Document 1).
- the brake control device for railway vehicles is duplicated in consideration of safety. More specifically, if the brake control device fails, the brake device cannot be operated, so a spare brake control device or the like is provided in the railway vehicle. However, even if the brake control device is duplicated, the possibility that both brake control devices break down is not zero. Therefore, in order to reduce the possibility of failure of the brake control device, further multiplexing such as triple and quadruple needs to be performed. However, such multiplexing requires that a large number of brake control devices be provided for backup, which leads to complication of the brake system for railway vehicles.
- the present invention provides a railway vehicle brake system, a railway vehicle brake control device, and a railway vehicle brake control method capable of realizing control multiplexing with a simpler configuration. And aim.
- a brake system for a railway vehicle includes a plurality of brake control devices that are individually provided in a plurality of vehicles constituting a train, and each of the brake control devices. Is capable of outputting information of the host vehicle as the vehicle on which the brake control device is installed to another brake control device via a transmission device, and outputting the information from the other brake control device to the transmission device. Using the information thus obtained, it is possible to calculate a necessary overall braking force value necessary for braking the whole of the plurality of vehicles constituting the formation.
- each brake control device uses the information from the other brake control devices to obtain the necessary overall braking force necessary for braking the entire plurality of vehicles constituting the train. It can be calculated. Therefore, the brake system for railway vehicles can smoothly perform a braking process for a plurality of vehicles.
- each vehicle constituting the train is provided with a brake control device. Therefore, for example, even when an abnormality occurs in the transmission device, the knitting vehicle can be caused to perform a brake operation by the control of each brake control device. Therefore, multiplexing of brake control devices can be realized.
- a simple configuration in which a brake control device is provided for each vehicle may be used. Therefore, according to the present invention, multiplexing of control can be realized with a simpler configuration.
- the brake control device calculates a required brake force value necessary for braking the host vehicle, and uses the required brake force value as the information to the transmission device. Output.
- each brake control device calculates the required brake force value necessary for braking the host vehicle.
- each said brake control apparatus adds the said required brake force value calculated in the said other brake control apparatus, and the said required brake force value required for the braking of the said own vehicle. The necessary overall braking force value is calculated.
- the railway vehicle brake system can calculate the necessary overall braking force value with a simple configuration.
- the one brake control device is configured as a motor vehicle brake control device provided in a motor vehicle as the vehicle including a motor, and the motor vehicle brake control device is the necessary Based on the total brake force value, a target regenerative brake force value generated by the motor is calculated.
- the brake system for railway vehicles can calculate a more appropriate target regenerative braking force value.
- each of the vehicles has a mechanical brake device for imparting frictional resistance to a wheel, and each of the brake control devices needs the regenerative braking force value actually generated in the motor vehicle. Based on a value subtracted from the total braking force value, a target mechanical braking force value to be generated by the mechanical braking device of the host vehicle is calculated.
- the railway vehicle brake system can calculate a more appropriate target mechanical brake force value in consideration of the actual regenerative brake force value.
- the one brake control device is configured as a trailer vehicle brake control device provided in a trailer vehicle as the vehicle, and the trailer vehicle brake control device transmits the information to the transmission device. Is not transmitted, the necessary brake force value necessary for braking the trailer vehicle is calculated without using the information output from the other brake control device to the transmission device.
- the trailer vehicle brake control device can calculate a necessary brake force value necessary for braking the trailer vehicle even when a communication abnormality occurs in the trailer vehicle brake control device. Therefore, the brake control device for trailer vehicles can perform control to brake the trailer vehicle, and can suppress a shortage of braking force as the entire knitting.
- the one brake control device is configured as a motor vehicle brake control device provided in a motor vehicle as the vehicle including a motor, and the motor vehicle brake control device is the trailer.
- the motor vehicle brake control device can calculate a necessary brake force value necessary for braking the motor vehicle even when a communication abnormality occurs in the trailer vehicle brake control device. Therefore, the motor vehicle brake control device can perform control to brake the motor vehicle, and can suppress a shortage of braking force as the entire knitting.
- the said one brake control apparatus is comprised as a brake control apparatus for motor vehicles provided in the motor vehicle as the said vehicle provided with a motor
- the said brake control apparatus for motor vehicles is the said transmission apparatus.
- the necessary brake force value necessary for braking the motor vehicle is calculated without using the information output from the other brake control device to the transmission device.
- the motor vehicle brake control device can calculate a necessary brake force value necessary for braking the motor vehicle even when communication abnormality occurs in the motor vehicle brake control device. Therefore, the motor vehicle brake control device can perform control to brake the motor vehicle, and can suppress a shortage of braking force as the entire knitting.
- the motor vehicle includes the motor coupled to a wheel of the motor vehicle, and a mechanical brake device for imparting a frictional resistance to the wheel, and the motor vehicle brake control device. Operates the mechanical brake device without causing the motor to perform a regenerative braking operation.
- the motor vehicle brake control device can perform a brake operation by the mechanical brake device even when information cannot be transmitted to the transmission device.
- the information cannot be transmitted from the motor vehicle brake control device to the transmission device.
- the plurality of predetermined brake control devices calculate necessary brake force values necessary for braking the whole of the plurality of vehicles other than the motor vehicle.
- the brake control device other than the motor vehicle brake control device that has caused the communication abnormality cooperates with the motor vehicle in which the communication abnormality has occurred.
- Brake control of vehicles other than can be performed. As a result, it is possible to suppress a shortage of braking force as a whole knitting.
- the one brake control device is configured as a trailer vehicle brake control device provided in a trailer vehicle as the vehicle, and the trailer vehicle brake control device receives the information from the transmission device. Is not received, the necessary brake force value necessary for braking the trailer vehicle is calculated without using the information output from the other brake control device to the transmission device.
- the trailer vehicle brake control device can calculate a necessary brake force value necessary for braking the trailer vehicle even when a communication abnormality occurs in the trailer vehicle brake control device. Therefore, the brake control device for trailer vehicles can perform control to brake the trailer vehicle, and can suppress a shortage of braking force as the entire knitting.
- the trailer vehicle brake control device brakes the trailer vehicle based on a deceleration command signal when the information cannot be received when the information cannot be received from the transmission device.
- the trailer vehicle brake control device can continue the process of braking the trailer vehicle even when a communication abnormality occurs.
- the trailer vehicle brake control device cannot receive the information from the transmission device.
- the plurality of predetermined brake control devices calculate necessary brake force values necessary for braking the host vehicle for the plurality of predetermined brake control devices, and are necessary for braking the trailer vehicle. By estimating the necessary brake force value, a necessary overall brake force value necessary for braking the entire plurality of the vehicles is calculated.
- the brake force value that other brake control devices need to generate in the host vehicle can be calculated more accurately by considering the trailer vehicle in which communication abnormality occurs.
- the plurality of predetermined brake control devices are based on a necessary brake force value necessary for braking the trailer vehicle calculated by the trailer vehicle brake control device before the reception becomes impossible.
- the necessary brake force value necessary for braking the trailer vehicle is estimated.
- the brake control device other than the trailer vehicle brake control device calculates the required brake force value necessary for braking the trailer vehicle more accurately. it can.
- the brake control device calculates a value obtained by subtracting a brake force value generated in the deceleration operation of the trailer vehicle from the required total brake force value as a corrected required total brake force value.
- the brake force value that the other brake control device needs to generate in the host vehicle is further increased. It can be calculated accurately.
- one said brake control apparatus is comprised as a brake control apparatus for motor vehicles provided in the motor vehicle as the said vehicle provided with a motor,
- the said brake control apparatus for motor vehicles is the said transmission apparatus.
- a necessary brake force value necessary for braking the motor vehicle is calculated without using the information output from the other brake control device to the transmission device.
- the motor vehicle brake control device can calculate a necessary brake force value necessary for braking the motor vehicle even when communication abnormality occurs in the motor vehicle brake control device. Therefore, the motor vehicle brake control device can perform control to brake the motor vehicle, and can suppress a shortage of braking force as the entire knitting.
- the motor vehicle brake control device brakes the motor vehicle based on a deceleration command signal when the information cannot be received when the information cannot be received from the transmission device.
- the motor vehicle brake control device can continue the process of braking the motor vehicle even when a communication abnormality occurs.
- the motor vehicle includes the motor coupled to a wheel of the motor vehicle, and a mechanical brake device for imparting friction resistance to the wheel, and the motor vehicle brake control device. Operates the mechanical brake device without causing the motor to perform a regenerative braking operation when the information cannot be received from the transmission device.
- the motor vehicle brake control device can perform control to give a more appropriate brake force to the motor vehicle even when the regenerative brake force of the motor cannot be measured, for example.
- the motor vehicle brake control device cannot receive the information from the transmission device.
- the plurality of predetermined brake control devices calculate necessary brake force values necessary for braking the host vehicle for the plurality of predetermined brake control devices, and are necessary for braking the motor vehicle. By estimating the necessary brake force value, a necessary overall brake force value necessary for braking the entire plurality of the vehicles is calculated.
- the plurality of predetermined brake control devices are based on a necessary brake force value necessary for braking the motor vehicle calculated by the motor vehicle brake control device before the reception becomes impossible.
- the brake force value necessary for braking the motor vehicle is estimated.
- the brake control device other than the motor vehicle brake control device calculates the necessary brake force value necessary for braking the motor vehicle more accurately. it can.
- the plurality of predetermined The brake control device calculates a value obtained by subtracting a brake force value generated in the deceleration operation of the motor vehicle from the required total brake force value as a corrected required total brake force value.
- the brake force value that other brake control devices need to generate in the host vehicle is further increased. It can be calculated accurately.
- a brake control device is a brake control device used in the above-described railway vehicle brake system.
- the brake control device can output information of the host vehicle as the vehicle on which the brake control device is installed to another brake control device via a transmission device, and can transmit the information from the other brake control device.
- the information output to the apparatus it is possible to calculate a necessary overall braking force value necessary for braking the plurality of vehicles as a whole.
- each brake control device uses the information from the other brake control devices to obtain the necessary overall braking force necessary for braking the entire plurality of vehicles constituting the train. It can be calculated. Therefore, the brake system for railway vehicles can smoothly perform a braking process for a plurality of vehicles.
- each vehicle constituting the train is provided with a brake control device. Therefore, for example, even when an abnormality occurs in the transmission device, the knitting vehicle can be caused to perform a brake operation by the control of each brake control device. Therefore, multiplexing of brake control devices can be realized.
- a simple configuration in which a brake control device is provided for each vehicle may be used. Therefore, according to the present invention, multiplexing of control can be realized with a simpler configuration.
- a brake control method for a railway vehicle is such that a plurality of brake control devices individually provided in a plurality of vehicles constituting a train are respectively associated with the brake control.
- calculating a necessary overall braking force value necessary for braking the entire plurality of the vehicles constituting the formation and Is included.
- each brake control device uses the information from the other brake control devices to obtain the necessary overall braking force necessary for braking the entire plurality of vehicles constituting the train. It can be calculated. Therefore, according to this method, the braking process of a plurality of vehicles can be performed smoothly.
- each vehicle constituting the train is provided with a brake control device. Therefore, for example, even when an abnormality occurs in one transmission device, the knitting vehicle can be caused to perform a braking operation by the control of each brake control device. Therefore, multiplexing of brake control devices can be realized.
- a simple configuration in which a brake control device is provided for each vehicle may be used. Therefore, according to the present invention, multiplexing of control can be realized with a simpler configuration.
- multiplexing of control can be realized with a simpler configuration.
- A It is a block diagram for demonstrating the operation
- (A) It is a block diagram which shows an example of operation
- (A) It is a flowchart which shows an example of operation
- (A-1) It is a flowchart for demonstrating an example of the flow of a process in case a trailer vehicle performs brake operation independently.
- (A-2) It is a flowchart for demonstrating an example of the flow of a process in case a motor vehicle performs brake operation independently.
- (B) It is a block diagram which shows an example of operation
- (B) It is a flowchart which shows an example of operation
- (C) It is a flowchart which shows an example of operation
- (C-1) It is a flowchart for demonstrating an example of the flow of a process in case a motor vehicle cooperates and performs brake operation
- (C-1) It is a flowchart for demonstrating an example of the flow of a process in case a motor vehicle cooperates and performs brake operation
- (D) It is a block diagram which shows an example of operation
- (D) It is a flowchart which shows an example of operation
- (D-1) It is a flowchart for explaining an example of the flow of processing when a normal motor vehicle and a trailer vehicle cooperate to perform a braking operation.
- (D-1) It is a flowchart for explaining an example of the flow of processing when a normal motor vehicle and a trailer vehicle cooperate to perform a braking operation.
- FIG. 1 is a block diagram of a railway vehicle unit 100 including a railway vehicle brake system according to an embodiment of the present invention.
- FIG. 2 is a block diagram for explaining one formation 104 of the railway vehicle unit 100.
- the railway vehicle unit 100 includes a trailer vehicle 101 and motor vehicles 102 and 103.
- the railway vehicle unit 100 is composed of a plurality of trains 104, with the trailer vehicle 101 and the motor vehicles 102 and 103 connected in sequence as one train 104.
- the railway vehicle unit 100 includes an operation device 105 in each of a front end vehicle (in this embodiment, a trailer vehicle 101) and a rear end vehicle (in this embodiment, a motor vehicle 103).
- the operation device 105 is operated by a driver, and outputs a deceleration command signal S1 and an acceleration command signal corresponding to the operation.
- the brake control device 10 (11, 12, 13) is individually provided in the trailer vehicle 101 and the motor vehicles 102, 103 that constitute the formation 104.
- the brake control devices 11, 12, and 13 are collectively referred to as the brake control device 10.
- the brake system 1 includes the plurality of brake control devices 11, 12, and 13.
- the brake control device 11 is configured as a trailer vehicle brake control device provided in the trailer vehicle 101.
- the brake control devices 12 and 13 are configured as motor vehicle brake control devices provided in the motor vehicles 102 and 103, respectively.
- the brake control devices 11, 12, and 13 transmit information related to the brake operation of the own vehicles 101, 102, and 103 as vehicles on which the brake control devices 11, 12, and 13 are installed, respectively. It is possible to output to another brake control device 10 via (21, 22, 23). Each brake control device 10 is necessary for braking the entire train 104 (a plurality of vehicles 101, 102, 103) using the information regarding the brake operation output from the other brake control device 10 to the transmission device 20. The necessary overall braking force value BRA can be calculated.
- the transmission devices 21, 22, and 23 are attached to the vehicles 101, 102, and 103, respectively.
- Each of the transmission devices 21, 22, and 23 is provided as a communication device, and is configured to be able to transmit information signals to each other.
- the transmission devices 21, 22, and 23 are collectively referred to simply as the transmission device 20.
- the trailer vehicle 101 does not include a motor as a prime mover that applies acceleration force to the trailer vehicle 101, and travels by receiving the power of the motor vehicles 102 and 103.
- the motor vehicles 102 and 103 have motors 102b and 103b as prime movers that apply acceleration force to the motor vehicles 102 and 103, respectively. These motors 102b and 103b are driven by receiving electric power from the overhead wire 106.
- the trailer vehicle 101, the motor vehicle 102, and the motor vehicle 103 are configured to be communicable via the transmission device 20.
- the trailer vehicle 101, the motor vehicle 102, and the motor vehicle 103 are each configured to be able to receive a command signal from the operation device 105 via the transmission device 20.
- the trailer vehicle 101 includes a transmission device 21, a brake control device 11, a mechanical brake device 31, and a pressure sensor 41.
- the transmission device 21 is configured to input and output electrical signals.
- the transmission device 21 is electrically connected to the transmission device 22 of the adjacent motor vehicle 102 and the brake control device 11.
- the brake control device 11 is configured to control the mechanical brake device 31 of the trailer vehicle 101.
- FIG. 3 is a block diagram of the brake control device 11 and the mechanical brake device 31.
- the brake control device 11 has, for example, a PLC (Programmable Logic Controller), a CPU (Central Processing Unit), a RAM (Random Access Memory), ROM (Read Only Memory) etc. are included.
- PLC Process Control Controller
- CPU Central Processing Unit
- RAM Random Access Memory
- ROM Read Only Memory
- the brake control device 11 includes a communication unit 51, a calculation unit 52, a brake control valve 53, and a relay valve 54.
- the communication unit 51 is provided to communicate with the transmission device 21.
- the communication unit 51 includes an input line 551b and an output line 551a.
- the input line 551b is configured to receive an electrical signal from the transmission device 21.
- the output line 551a is configured to output an electrical signal to the transmission device 21.
- the communication abnormality signal S3 is output to the brake control devices 12 and 13 via the transmission device 20.
- the communication part 51, the calculating part 52, and the brake control valve 53 are physically separated. If the brake control valve 53 fails, the calculation unit 52 outputs a brake control valve failure occurrence signal to the transmission device 20 via the communication unit 51.
- the communication unit 51 and the calculation unit 52 have no movable part, and therefore are less likely to fail.
- the communication part 51 can be made into a compact structure. Therefore, it is easy to duplicate the communication unit 51 in the brake control device 11.
- the communication unit 51 is connected to the calculation unit 52.
- the calculation unit 52 is necessary for the deceleration of the trailer vehicle 101 based on the deceleration command amount of the deceleration command signal S1 given from the operation device 105 via the transmission device 21 and the pressure detection signal P1 from the pressure sensor 41.
- the required brake force value BR1 as the brake force is calculated.
- the required brake force value BR1 is the same value as the target mechanical brake force value BM1.
- the pressure sensor 41 is connected to an air spring (not shown) of the trailer vehicle 101, and outputs a pressure value corresponding to the vehicle weight of the trailer vehicle 101 as the pressure detection signal P1.
- the calculation unit 52 outputs a valve operation signal based on the calculated target mechanical brake force value BM1 to the brake control valve 53.
- the brake control valve 53 opens by an amount corresponding to the valve operation signal.
- the brake pipe 56 is supplied with pressurized air from an air compressor (not shown).
- the pressure change in the brake pipe 56 is transmitted to the brake cylinder 57 of the mechanical brake device 31 via the relay valve 54.
- the brake cylinder 57 operates and a brake caliper (not shown) connected to the brake cylinder 57 is operated.
- the brake pad fixed to the brake caliper comes into contact with the wheel 101a of the trailer vehicle 101, and friction resistance is applied to the wheel 101a. Thereby, the trailer vehicle 101 is braked.
- the motor vehicle 102 includes a transmission device 22, a brake control device 12, a mechanical brake device 32, a pressure sensor 42, a motor control device 62, and a motor 102 b connected to the wheels 102 a of the motor vehicle 102. Yes.
- the transmission device 22 has the same configuration as the transmission device 21 and is electrically connected to the transmission devices 21 and 23 of the adjacent vehicles 101 and 103, the brake control device 12, and the motor control device 62, respectively. ing.
- the brake control device 12 is configured to control the mechanical brake device 32 and the motor 102b of the motor vehicle 102.
- the brake control device 12 and the mechanical brake device 32 have the same configurations as the brake control device 11 and the mechanical brake device 31, respectively.
- the brake control device 12 is configured to calculate a necessary brake force value BR2 necessary for braking the motor vehicle 102 based on the deceleration command of the deceleration command signal S1 and the pressure detection signal P2 from the pressure sensor 42. Yes.
- the pressure sensor 42 is connected to an air spring (not shown) of the motor vehicle 102, and outputs a pressure detection signal P2 corresponding to the vehicle weight of the motor vehicle 102.
- a brake cylinder (not shown) of the mechanical brake device 32 operates to generate a target mechanical brake force value BM2 described later. As a result, frictional resistance is applied to the wheels 102a of the motor vehicle 102, and as a result, the motor vehicle 102 is braked.
- the communication unit of the brake control device 12 is provided to communicate with the transmission device 22.
- This communication unit has an input line 552b and an output line 552a.
- the input line 552b is configured to receive an electrical signal from the transmission device 22.
- the output line 552a is configured to output an electrical signal to the transmission device 22.
- the motor control device 62 operates the motor 102b based on the signal given from the operation device 105 via the transmission device 22.
- the motor 102b applies power to the wheel 102a.
- the motor 102b is driven by the wheel 102a to generate regenerative power.
- This regenerative electric power is supplied to other railway vehicle units via the overhead line 106, for example.
- the upper limit value of the regenerative power is determined according to the number of other railway vehicle units. More specifically, the larger the number of other railway vehicle units connected to the overhead line 106, the larger the upper limit value of regenerative power that can be output from the motor vehicle 102 to the overhead line 106.
- the motor wheel 103 has the same configuration as the motor wheel 102. Specifically, the motor wheel 103 includes a transmission device 23, a brake control device 13, a mechanical brake device 33, a pressure sensor 43, The motor control device 63 and the motor 103 b connected to the wheel 103 a of the motor vehicle 103 are included.
- the transmission device 23 has the same configuration as the transmission device 22, and is electrically connected to each of the transmission device 22, the brake control device 13, and the motor control device 63 of the adjacent vehicle 102.
- the brake control device 13 is configured to control the mechanical brake device 33 and the motor 103b of the motor vehicle 103.
- the brake control device 13 and the mechanical brake device 33 have the same configurations as the brake control device 12 and the mechanical brake device 32, respectively.
- the brake control device 13 is configured to calculate a necessary brake force value BR3 necessary for braking the motor vehicle 103 based on the deceleration command amount of the deceleration command signal S1 and the pressure detection signal P3 from the pressure sensor 43. ing.
- the pressure sensor 43 is connected to an air spring (not shown) of the motor wheel 103 and outputs a pressure detection signal P3 corresponding to the vehicle weight of the motor wheel 103.
- a brake cylinder (not shown) of the mechanical brake device 33 operates to generate a target mechanical brake force value BR3 described later. Thereby, frictional resistance is given to the wheel 103a of the motor wheel 103, and as a result, the motor wheel 103 is braked.
- the communication unit of the brake control device 13 is provided to communicate with the transmission device 23.
- This communication unit has an input line 553b and an output line 553a.
- the input line 553b is configured to receive an electrical signal from the transmission device 23.
- the output line 553a is configured to output an electrical signal to the transmission device 23.
- the motor control device 63 operates the motor 103b based on a command signal given from the operation device 105 via the transmission device 23.
- the motor 103b supplies power to the wheel 103a.
- the deceleration command signal S1 is output from the operating device 105
- the motor 102b is driven by the wheel 103a to generate regenerative power. This regenerative power is supplied to other railway vehicle units via the overhead line 106, similarly to the regenerative power from the motor 102b.
- the above is the schematic configuration of the railway vehicle unit 100.
- FIG. 4 is a flowchart for explaining the normal operation (1/4) to (2/4) of the brake system 1.
- FIG. 5 is a flowchart for explaining the normal operations (3/4) to (4/4) of the brake system 1.
- FIG. 6 is a block diagram for explaining the normal operation (1/4) of the brake system 1.
- the brake control devices 11, 12, and 13 require the necessary brakes for braking the own vehicles 101, 102, and 103 when receiving the deceleration command signal S ⁇ b> 1.
- Force values BR1, BR2 and BR3 are calculated.
- the brake control devices 11, 12, and 13 output the calculated necessary brake force values BR 1, BR 2, and BR 3 to the transmission device 20, respectively.
- the deceleration command signal S1 is transmitted to the brake control devices 11, 12, 13 via the transmission device 20. Is output. Thereby, each brake control device 11, 12, 13 receives the deceleration command signal S1 (step S11).
- each brake control device 11, 12, 13 receives the pressure of the own vehicle (trailer vehicle 101, motor vehicle 102, 103) in which the brake control device 11, 12, 13 is installed. P1 to P3 are acquired from the corresponding pressure sensors 41, 42, 43 (step S12).
- each of the brake control devices 11, 12, and 13 is based on the pressure values specified by the pressure detection signals P1 to P3, and the vehicles 101, 102, and 103 in which the brake control devices 11, 12, and 13 are installed.
- Vehicle weights W101, W102, and W103 are calculated (step S13).
- Each of the brake control devices 11, 12, 13 is based on the vehicle weight W101, W102, W103 and the deceleration specified by the deceleration command signal S1, and the necessary braking force required for the corresponding own vehicle 101, 102, 103.
- Values BR1, BR2 and BR3 are calculated (step S14).
- each brake control device 11, 12, 13 transmits the calculated required brake force values BR1, BR2, BR3 to the transmission device 20 (step S15).
- the above is the normal operation (1) of the brake system 1.
- each brake control device 11, 12, 13 adds up the necessary brake force values BR 1, BR 2, BR 3 of the vehicles 101, 102, 103 in the formation 104, and obtains the required overall brake force value BRA as the entire formation 104. Calculate (step S17).
- the brake control devices 12 and 13 calculate the target regenerative braking force values BRE20 and BRE30 generated by the motors 102b and 103b of the corresponding own vehicles 102 and 103 based on the necessary total braking force value BRA (step S18). . It is conceivable to set a predetermined ratio (for example, equally divided) as the ratio between the target regenerative braking force values BRE20 and BRE30. In addition, a dynamically changing ratio such as the weight ratio of the motor vehicles 102 and 103 and the ratio of the necessary brake force values BR20 and BR30 may be applied as the above-described ratio.
- the brake control devices 12 and 13 transmit the calculated target regenerative braking force values BRE20 and BRE30 to the transmission device 20 (step S19).
- FIG. 8 is a block diagram for explaining the normal operation (3/4) of the brake system 1.
- motor control devices 62 and 63 receive target regenerative braking force values BRE20 and BRE30, respectively (step S20).
- the motor control devices 62 and 63 control the corresponding motors 102b and 103b to cause the motors 102b and 103b to perform a regenerative braking operation so that the corresponding target regenerative braking force values BRE20 and BRE30 are generated (steps). S21).
- the brake control devices 12 and 13 calculate values of the regenerative braking force actually generated (regenerative braking force values BRE21 and BRE31) from the current and voltage generated in the motors 102b and 103b (step S22). Then, the brake control devices 12 and 13 output the calculated regenerative braking force values BRE21 and BRE31 to the transmission device 20 (step S23).
- the above is the description of the normal operation (3/4) of the brake system 1.
- FIG. 9 is a block diagram for explaining the normal operation (4/4) of the brake system 1.
- each brake control device 11, 12, 13 regenerative braking force value actually generated in motor wheels 102, 103.
- target mechanical brake force values BM1, BM2 and BM3 to be generated in the mechanical brake devices 31, 32 and 33 of the own vehicles 101, 102 and 103 are calculated. .
- each brake control device 11, 12, 13 receives the regenerative braking force values BRE21, BRE31 of the motor vehicles 102, 103 (step S24).
- each brake control device 11, 12, 13 calculates target mechanical brake force values BM1, BM2, BM3 to be generated by the mechanical brake devices 31, 32, 33 in the own vehicles 101, 102, 103.
- each brake control device 11, 12, 13 subtracts the entire regenerative brake force value (BRE 21 + BRE 31) of the train 104 from the overall required brake force value BRA of the train 104.
- each brake control device 11, 12, 13 calculates the corresponding target mechanical brake force values BM1, BM2, BM3 based on the total value of the target mechanical brake force values BM1, BM2, BM3 (step S25).
- the target mechanical brake force values BM1, BM2, and BM3 set by each brake control device 11 may be equal or may be set according to the vehicle weight of each vehicle 101, 102, 103.
- the brake control devices 11, 12, and 13 operate the corresponding mechanical brake devices 31, 32, and 33 so that the corresponding target mechanical brake force values BM1, BM2, and BM3 are generated (step S26).
- FIG. 10 is a block diagram showing an example of the operation of the brake system 1 when a transmission failure from the brake control device 11 of the trailer vehicle 101 to the transmission device 21 occurs.
- FIG. 11 is a flowchart showing an example of the operation of the brake system 1 when a transmission failure from the brake control device 11 of the trailer vehicle 101 to the transmission device 21 occurs.
- the brake control device 12 provided in the motor vehicle 102 does not use information output from the other brake control devices 11 and 13 to the transmission device 20, and the necessary brake force value necessary for braking the motor vehicle 102.
- BR2a is calculated.
- the brake control device 13 provided in the motor vehicle 103 does not use information output from the other brake control devices 11 and 12 to the transmission device 20, and the necessary brake force value necessary for braking the motor vehicle 103.
- BR3a is calculated. More specific description will be given below.
- the transmission device 21 When the transmission device 21 has not received a signal for a certain period of time from the brake control device 11 of the trailer vehicle 101 (YES in step S101), the transmission device 21 generates a communication abnormality signal S3a indicating that a communication abnormality has occurred in the trailer vehicle 101, and the like. To the transmission devices 22 and 23 and the brake control device 11 (step S102). In this case, each vehicle 101, 102, 103 of the formation 104 performs a braking operation independently (step S103).
- FIG. 12 is a flowchart for explaining an example of the processing flow when (a-1) the trailer vehicle 101 performs a braking operation alone.
- brake control device 11 of trailer vehicle 101 receives deceleration command signal S1 from operating device 105 (step S111). Moreover, the brake control apparatus 11 acquires the pressure detection signal P1 from the pressure sensor 41 (step S112). Then, the brake control device 11 calculates the vehicle weight W101 of the trailer vehicle 101 specified from the pressure detection signal P1 (step S113), and then calculates the necessary brake force value BR1a of the trailer vehicle 101 (step S114). Then, the brake control device 11 operates the mechanical brake device 31 so that the necessary brake force value BR1a (that is, the target mechanical brake force value BM1a) is generated (step S115).
- FIG. 13 is a flowchart for explaining an example of the flow of processing when (a-2) the motor vehicle 102 performs a braking operation alone.
- the brake control device 12 of the motor vehicle 102 receives the deceleration command signal S ⁇ b> 1 from the operation device 105 (step S ⁇ b> 121), and the pressure from the pressure sensor 42.
- the detection signal P2 is acquired (step S122).
- the brake control device 12 calculates the vehicle weight W102 of the motor vehicle 102 specified from the pressure detection signal P2 (step S123).
- the brake control device 12 calculates a necessary brake force value BR2a of the motor vehicle 102 (step S124).
- the brake control device 12 calculates a target regenerative braking force value BRE20a based on the necessary braking force value BR2a (step S125).
- the brake control device 12 outputs a command signal for generating the target regenerative braking force value BRE 20 a to the motor control device 62.
- the motor control device 62 controls the motor 102b so as to generate the target regenerative braking force value BRE 20a (step S126).
- the brake control device 12 calculates the target mechanical brake force value BM2a by subtracting the actual regenerative brake force value BRE20a generated by the motor 102b from the required brake force BR2a of the motor vehicle 102 (step S127). . Then, the brake control device 12 operates the mechanical brake device 32 so that a mechanical brake force corresponding to the target mechanical brake force value BM2a is generated (step S128).
- movement similar to the motor vehicle 102 is performed in the motor vehicle 103, description is abbreviate
- FIG. 14 is a block diagram showing an example of the operation of the brake system 1 when a transmission failure from the brake control device 12 of the motor vehicle 102 to the transmission device 22 occurs (b).
- FIG. 15 is a flowchart showing an example of the operation of the brake system 1 when a transmission failure from the brake control device 12 of the motor vehicle 102 to the transmission device 22 occurs.
- step S ⁇ b> 201 when transmission device 22 has not received a signal for a certain period of time from brake control device 12 of motor vehicle 102 (YES in step S ⁇ b> 201), communication abnormality has occurred in motor vehicle 102.
- a communication abnormality signal S3b indicating this is output to the other transmission devices 21 and 23 and the brake control device 12 (step S202).
- the motor vehicle 102 in which an abnormality has occurred performs a mechanical brake operation using the mechanical brake device 32 alone (step S203).
- the brake control device 12 calculates the necessary brake force value BR2b of the motor vehicle 102 based on the deceleration command signal S1 and the pressure detection signal P2 from the pressure sensor 42. Then, the brake control device 12 operates the mechanical brake device 32 so that the same target mechanical brake force value BM2b as the necessary brake force value BR2 is generated.
- step S204 the motor vehicle 103 and the trailer vehicle 101 that are not in an abnormal state cooperate to perform a braking operation. Specifically, in the normal operation of the brake system 1 shown in FIGS. 4 and 5 (steps S11 to S26), the same operation as that when the motor vehicle 102 does not exist is performed. In this case, the brake control devices 11 and 13 calculate a necessary overall brake force value BRAb necessary for braking the entire vehicles 21 and 23 other than the motor vehicle 102 in the formation 104.
- FIG. 16 is a block diagram illustrating an example of the operation of the brake system 1 when a transmission failure occurs from the transmission device 21 to the brake control device 11 of the trailer vehicle 101.
- FIG. 17 is a flowchart showing an example of the operation of the brake system 1 when a transmission failure from the transmission device 21 to the brake control device 11 of the trailer vehicle 101 occurs.
- the brake control device 11 uses another brake control device.
- the necessary braking force value BR1c necessary for braking the trailer vehicle 101 is calculated without using the information output from the transmission devices 12 and 13 to the transmission device 20. More specific description will be given below.
- the brake control device 11 When the brake control device 11 has not received a signal for a certain period of time from the transmission device 21 of the trailer vehicle 101 (YES in step S301), the brake control device 11 transmits a communication abnormality signal S3c indicating that a communication abnormality has occurred in the trailer vehicle 101.
- the data is output to the devices 21, 22, and 23 (step S302).
- the brake control device 11 of the trailer vehicle 101 performs a brake operation independently based on the deceleration command signal S1 at the time when information cannot be received (step S303). In this case, an operation similar to the operation in steps S112 to S115 in FIG.
- each motor vehicle 102 and 103 cooperates and performs brake operation (step S304).
- 18 and 19 are flowcharts for explaining an example of the flow of processing when (c-1) the motor vehicles 102 and 103 cooperate to perform a braking operation.
- the brake control devices 12 and 13 of the motor vehicles 102 and 103 other than the trailer vehicle 101 in which an abnormality has occurred are provided with the brake control devices 12 and 13.
- the required brake force value BR2c + BR3c necessary for braking the motor cars 102 and 103 that are present is calculated.
- the brake control devices 12 and 13 when receiving the deceleration command signal S1 from the operation device 105 (step S311), the brake control devices 12 and 13 first calculate (estimate) the vehicle weight of the trailer vehicle 101 (step S312). In this case, the brake control devices 12 and 13 require the necessary brake force BR1c ′ of the trailer vehicle 101 calculated by the brake control device 11 at the latest time point before the communication failure occurs in the trailer vehicle 101, and the deceleration command signal at that time. Based on S1, the vehicle weight W101 of the trailer vehicle 101 is calculated (step S312).
- the brake control devices 12 and 13 calculate (estimate) the necessary brake force value BR1c of the trailer vehicle 101 based on the vehicle weight W101 of the trailer vehicle 101 and the deceleration specified by the latest deceleration command signal S1. (Step S313).
- the brake control devices 12 and 13 of the motor vehicles 102 and 103 respectively obtain the pressure detection signals P2 and P3 of the own vehicles 102 and 103 from the corresponding pressure sensors 42 and 43 (step S314).
- the brake control devices 12 and 13 calculate the vehicle weights W102 and W103 of the motor vehicles 102 and 103 based on the pressure detection signals P2 and P3 (step S315). Each of the brake control devices 12 and 13 determines the brake force value (necessary brake force values BR2c and BR3c) required for the own vehicles 102 and 103 based on the vehicle weights W102 and W103 and the deceleration specified by the deceleration command signal S1. Is calculated (step S316).
- the brake control devices 12 and 13 add up the necessary brake force values BR2c and BR3c of the motor vehicles 102 and 103 and the necessary brake force value BR1c estimated by the trailer vehicle 101, so that the entire train 104 is obtained.
- the necessary overall braking force value BRAc is calculated (step S317).
- the brake control devices 12 and 13 subtract the target mechanical brake force value BM1c (required brake force value BR1c) generated in the trailer vehicle 101 from the required overall brake force value BRAc, thereby correcting the overall required brake after correction.
- the force value BRAc ′ is calculated (step S318).
- the brake control devices 12 and 13 calculate target regenerative braking force values BRE20c and BRE30c to be borne by the own vehicles 102 and 103, respectively (step S319).
- a ratio of the target regenerative braking force values BRE20c and BRE30c a predetermined ratio (for example, equal division) can be set.
- a dynamically changing ratio such as the weight ratio of the motor vehicles 102 and 103 and the ratio of the required brake force values BR2c and BR3c may be applied as the above-described ratio.
- the brake control devices 12 and 13 transmit the target regenerative braking force values BRE20c and BRE30c in the corresponding own vehicles 102 and 103 to the transmission device 20 (step S320).
- the motor control devices 62 and 63 receive the target regenerative braking force values BRE20c and BRE30c calculated by the brake control devices 12 and 13, respectively (step S321).
- the motor control devices 62 and 63 control the corresponding motors 102b and 103b to cause the motors 102b and 103b to perform a regenerative braking operation so that the corresponding target regenerative braking force values BRE20c and BRE30c are generated (step).
- the brake control devices 12 and 13 calculate values of regenerative braking force actually generated (regenerative braking force values BRE21c and BRE31c) from currents and voltages generated in the motors 102b and 103b (step S323).
- the brake control devices 12 and 13 output the calculated regenerative braking force values BRE21c and BRE31c to the transmission device 20 (step S324).
- the brake control devices 12 and 13 receive the regenerative braking force values BRE21c and BRE31c of the motor vehicles 102 and 103 (step S325).
- the brake control devices 12 and 13 calculate target mechanical brake forces BM2c and BM3c to be generated by the mechanical brake devices 32 and 33 in the own vehicles 102 and 103, respectively (step S326). Specifically, each of the brake control devices 12 and 13 subtracts the overall regenerative braking force value (BRE21c + BRE31c) of the formation 104 from the corrected overall required braking force value BRAc ′ of the formation 104, thereby obtaining the target mechanical braking force.
- the total value of the values BM2c and BM3c is calculated.
- the target mechanical brake force values BM2c and BM3c may be equal or may be set according to the weights of the vehicles 102 and 103.
- the brake control devices 12 and 13 operate the corresponding mechanical brake devices 32 and 33 so that the target mechanical brake force values BM2c and BM3c are generated (step S327).
- the brake control device 11 when the transmission failure of the above (c) occurs, when the deceleration command signal S1 from the operation device 105 is changed and the required deceleration becomes small, the brake control device 11 is notified of the deceleration command. The change of signal S1 is not communicated. In this case, the mechanical brake device 31 generates a larger mechanical braking force than necessary. In this case, the brake control devices 12 and 13 set a required brake force value that is smaller than the required brake force value that is normally set. Accordingly, the brake control devices 11, 12, and 13 can generate a braking force that is not excessive or insufficient as a whole of the knitting 104.
- each motor vehicle 102 and 103 may perform the brake operation independently instead of the process described in FIG. 18 and FIG. In this case, the motor vehicles 102 and 103 perform the same operations as steps S121 to S128 in FIG.
- FIG. 20 is a block diagram showing an example of the operation of the brake system 1 when a transmission failure from the transmission device 22 to the brake control device 12 of the motor vehicle 102 occurs.
- FIG. 21 is a flowchart showing an example of the operation of the brake system 1 when a transmission failure from the transmission device 22 to the brake control device 12 of the motor vehicle 102 occurs.
- brake control device 12 uses motor vehicle 102.
- a communication abnormality signal S3d indicating that a communication abnormality has occurred in 102 is output to the transmission apparatuses 21, 22, and 23 (step S402).
- the motor vehicle 102 in which an abnormality has occurred does not perform the regenerative braking operation, but performs the braking operation using the mechanical brake device 32 alone (step S403). Specifically, operations similar to the operations in steps S111 to S115 of (a-1) in FIG. More specifically, the brake control device 12 determines the required braking force value of the motor vehicle 102 based on the deceleration command signal S1 when the information cannot be received from the transmission device 20 and the vehicle weight W102 of the motor vehicle 102. BR2d is calculated.
- the brake control device 22 operates the mechanical brake device 32 so that the target mechanical brake force value BM2d corresponding to the necessary brake force value BR2d is generated.
- the brake control device 12 sets the deceleration to zero when the deceleration command signal S1 is not given at the time when the information transmission becomes impossible. That is, in this case, the brake control device 12 does not perform a deceleration operation.
- the motor vehicle 103 and the trailer vehicle 101 that are not in an abnormal state cooperate to perform a braking operation (step S404).
- 22 and 23 are flowcharts for explaining an example of the flow of processing when the motor vehicle 103 and the trailer vehicle 101 in which (d-1) no abnormality has occurred perform a braking operation in cooperation with each other.
- the motor vehicle 103 and the trailer vehicle 101 that do not cause an abnormality cooperate to perform a braking operation
- the motor vehicle 103 and the trailer vehicle 101 that do not cause an abnormality are After estimating the necessary brake force value BR2d of the motor vehicle 102 in which an abnormality has occurred, the same processing as the operation of the brake system 1 at the normal time is performed.
- the brake control devices 11 and 13 when receiving the deceleration command signal S1 from the operation device 105 (step S411), the brake control devices 11 and 13 first calculate (estimate) the vehicle weight W102 of the motor vehicle 102 in which an abnormality has occurred. (Step S412).
- the brake control devices 11 and 13 include the necessary brake force value BR2d ′ of the motor vehicle 102 calculated by the brake control device 12 at the latest time point before the communication failure occurs in the motor vehicle 102 in which an abnormality has occurred, The vehicle weight W102 of the motor vehicle 102 in which the abnormality has occurred is calculated based on the deceleration command signal S1 at that time.
- the brake control devices 11 and 13 determine the necessary brake force value BR2d of the motor vehicle 102 based on the vehicle weight W102 of the motor vehicle 102 in which an abnormality has occurred and the deceleration specified by the latest deceleration command signal S1. Is calculated (estimated) (step S413).
- the brake control devices 11 and 13 of the normal motor vehicle 102 and the trailer vehicle 101 obtain the pressure detection signals P1 and P3 of the own vehicles 101 and 103 from the corresponding pressure sensors 41 and 43, respectively (step S414). ).
- the brake control devices 11 and 13 calculate the vehicle weights W103 and W101 of the normal motor vehicle 103 and trailer vehicle 101 based on the pressure detection signals P1 and P3 (step S415).
- the brake control devices 11 and 13 calculate necessary brake force values BR1d and BR3d necessary for braking the own vehicles 101 and 103 based on the vehicle weights W101 and W103 and the deceleration specified by the deceleration command signal S1, respectively. (Step S416).
- each of the brake control devices 11 and 13 adds the estimated required brake force value BR2d in addition to the required brake force values BR1d and BR3d of the motor vehicle 103 and the trailer vehicle 101 in which no abnormality has occurred, thereby forming the train 104.
- the necessary overall braking force value BRAD is calculated as a whole (step S417).
- the brake control devices 11 and 13 calculate the corrected total required brake force value BRAd ′ by subtracting the target mechanical brake force value BM1d generated in the motor vehicle 102 from the required total brake force value BRAd ( Step S418).
- the brake control device 13 calculates a target regenerative braking force value BRE30d to be borne by the host vehicle 103 (step S419). In this case, the brake control device 13 sets the target regenerative braking force value BRE30d as close to the corrected necessary total braking force value BRAd 'as possible.
- the brake control device 13 transmits the target regenerative braking force value BRE30d in the host vehicle 103 to the transmission device 20 (step S420).
- the motor control device 63 receives the target regenerative braking force value BRE30d calculated by the brake control device 13 (step S421).
- the motor control device 63 controls the corresponding motor 103b to cause the motor 103b to perform a regenerative braking operation so that the target regenerative braking force value BRE30d is generated (step S422).
- the brake control device 13 calculates the value of the actually generated regenerative braking force (regenerative braking force value BRE31d) from the current and voltage generated in the motor 103b (step S423). Then, the brake control device 13 outputs the calculated regenerative braking force value BRE31d to the transmission device 20 (step S424).
- each brake control device 11, 13 receives the regenerative braking force value BRE31d of the motor vehicle 103 (step S425).
- the brake control devices 11 and 13 calculate target mechanical brake force values BM1d and BM3d to be generated by the mechanical brake devices 31 and 33 in the own vehicles 101 and 103, respectively (step S426). Specifically, each of the brake control devices 11 and 13 subtracts the overall regenerative brake force value BRE31d of the train 104 from the corrected necessary total brake force value BRAD ′, thereby obtaining the target mechanical brake force values BM1d and BM3d. The total value is calculated (step S426).
- the target mechanical brake force values BM1d and BM3d may be equal, or may be set according to the weights of the vehicles 101 and 103.
- the brake control devices 11 and 13 operate the corresponding mechanical brake devices 31 and 33 so that the corresponding target mechanical brake force values BM1d and BM3d are generated (step S427).
- the brake control device 12 is informed of the deceleration command.
- the change of signal S1 is not communicated.
- the mechanical brake device 32 and the motor 102b generate a braking force larger than necessary.
- the brake control devices 11 and 13 set a required brake force value smaller than the required brake force value set at the normal time. As a result, the brake control devices 11 to 13 can generate a braking force that is not excessive or insufficient as a whole of the knitting 104.
- the normal motor vehicle 103 and the trailer vehicle 101 may independently perform a braking operation instead of the process described in FIG. 22 and FIG.
- the motor vehicle 103 performs the same processing as the processing in steps S121 to S128 in FIG.
- the brake control devices 11 and 13 may operate so as to generate a brake force value corresponding to the total required brake force value of the vehicles 101 and 103 other than the motor vehicle 102.
- each brake control device 10 uses the information from the other brake control devices 10 to configure a plurality of trains 104. Necessary total braking force value BRA required for braking the entire vehicle 101, 102, 103 can be calculated. Therefore, the brake system 1 can smoothly perform the braking process for the plurality of vehicles 101, 102, 103.
- each vehicle 101, 102, 103 constituting the formation 104 is provided with a brake control device 11, 12, 13. Therefore, even when an abnormality occurs in the transmission device 20, the brake operation can be performed on the vehicles 101, 102, and 103 of the formation 104 by the control of each brake control device 10. Therefore, multiplexing of the brake control device 10 can be realized.
- a simple configuration in which the brake control device 10 is provided for each of the vehicles 101, 102, and 103 may be used. Therefore, control multiplexing can be realized with a simpler configuration.
- each brake control device 10 calculates the necessary brake force values BR1, BR2, BR3 necessary for braking the corresponding own vehicles 101, 102, 103 when receiving the deceleration command signal S1.
- the necessary brake force values BR1, BR2, and BR3 are output to the transmission device 20.
- each brake control device 10 calculates the necessary brake force values BR1, BE2, and BR3 necessary for braking the corresponding vehicles 101, 102, and 103, and the required overall brake force value BRA is calculated. Information necessary for calculation can be generated.
- each brake control device 10 includes the necessary brake force values (any two of BR 1, BR 2, BR 3) calculated by the other brake control devices 10 and the own vehicles 101, 102, 103.
- the necessary overall braking force value BRA is calculated by adding the necessary braking force value (any one of BR1, BR2 and BR3) necessary for braking. According to this configuration, the brake system 1 can calculate the necessary overall brake force value BRA with a simple configuration.
- the brake control devices 12 and 13 calculate the target regenerative braking force values BRE20 and BRE30 that are generated by the motors 102b and 103b, respectively, based on the necessary total braking force value BRA. According to this configuration, the brake system 1 can calculate more appropriate target regenerative braking force values BRE20 and BRE30.
- each brake control apparatus 10 is based on the own vehicle 101 based on the value which subtracted the regenerative brake force values BRE21 and BRE31 actually generated by the motor vehicles 102 and 103 from the necessary overall brake force value BRA. , 102, 103 target mechanical brake force values BM1, BM2, BM3 to be generated by the mechanical brake devices 31, 32, 33 are calculated. According to this configuration, the brake system 1 can calculate more appropriate target mechanical brake force values BR1, BE2, BR3 in consideration of the actual regenerative brake force value.
- the brake control device 11 in the case of (a), that is, when the brake control device 11 cannot transmit information to the transmission device 20, it is output from the other brake control devices 12, 13 to the transmission device 20.
- the necessary brake force value BR1a necessary for braking the trailer vehicle 101 is calculated without using the information.
- the brake control device 11 can calculate the necessary brake force value BR1a necessary for braking the trailer vehicle 101 even when a communication abnormality occurs in the brake control device 11. Therefore, the brake control device 11 can perform control for braking the trailer vehicle 101, and can suppress a shortage of the braking force as the entire train 104.
- the brake control device 12 in the case of (a), that is, when the brake control device 12 cannot transmit information from the brake control device 12 to the transmission device 20, the other brake control devices 11 and 13
- the brake force value BR2a necessary for braking the motor vehicle 102 is calculated without using the information output to the transmission device 20.
- the brake control device 12 can calculate the necessary brake force value BR2a necessary for braking the motor vehicle 102 even when a communication abnormality occurs in the brake control device 12. Therefore, the brake control device 12 can perform control to brake the motor vehicle 102, and can suppress a shortage of the braking force as the entire knitting 104.
- the brake control device 12 in the case of (b), that is, when the brake control device 12 for the motor vehicle 102 cannot transmit information to the transmission device 20, it is transmitted from the other brake control devices 11 and 13.
- the necessary brake force value BR2b necessary for braking the motor vehicle 102 is calculated without using the information output to the apparatus.
- the brake control device 12 can calculate the necessary brake force value BR2b necessary for braking the motor vehicle 102 even when a communication abnormality occurs in the brake control device 12. Therefore, the brake control device 12 can perform control to brake the motor vehicle 102, and can suppress a shortage of the braking force as the entire knitting 104.
- the brake control device 12 in the case of (b), that is, when the brake control device 12 of the motor vehicle 102 cannot transmit information to the transmission device 20, the motor 102b does not perform the regenerative braking operation. Then, the mechanical brake device 32 is operated. According to this configuration, the brake control device 12 can cause the mechanical brake device 32 to perform a brake operation even when information cannot be transmitted to the transmission device 20.
- the other brake control devices 11 and 13 are connected to the motor vehicle.
- a necessary brake force value BR1b + BR3b necessary for braking the entire vehicles 21, 23 other than 102 is calculated. According to this configuration, even when a communication abnormality occurs in the brake control device 12 of the motor vehicle 102, the brake control devices 11 and 13 other than the brake control device 12 that has caused the communication abnormality cooperate to cause a communication abnormality.
- the brake control of the vehicles 21 and 23 other than the motor vehicle 102 can be performed. As a result, it is possible to suppress a shortage of braking force as the entire knitting 104.
- the brake control device 11 of the trailer vehicle 101 in the case of (c), that is, when the brake control device 11 of the trailer vehicle 101 cannot receive information from the transmission device 20, the transmission device from the other brake control devices 12 and 13.
- the necessary brake force value BR1c necessary for braking the trailer vehicle 101 is calculated without using the information output to the vehicle 20.
- the brake control device 11 of the trailer vehicle 101 can calculate the necessary brake force value BR1c necessary for braking the trailer vehicle 101 even when communication abnormality occurs in the brake control device 11. Therefore, the brake control device 11 can perform control for braking the trailer vehicle 101, and can suppress a shortage of the braking force as the entire train 104.
- the brake control device 11 in the case of (c), that is, when the brake control device 11 of the trailer vehicle 101 cannot receive information from the transmission device 20, the deceleration command signal S1 at the time when reception becomes impossible. Based on the above, a necessary brake force value BR1c necessary for braking the trailer vehicle 101 is calculated. According to this configuration, the brake control device 11 can continue the process of braking the trailer vehicle 101 even when a communication abnormality occurs.
- the other brake control devices 12 and 13 By calculating the necessary braking force values BR2c and BR3c necessary for braking the vehicles 102 and 103 and estimating the necessary braking force value BR1c necessary for braking the trailer vehicle 101, braking of the entire vehicles 101, 102 and 103 is performed. Necessary total braking force value BRAC necessary for the calculation is calculated. According to this configuration, by considering the trailer vehicle 101 in which communication abnormality occurs, the other brake control devices 12 and 13 need to generate the necessary brake force values BR2c and BR3c that are required to be generated in the own vehicles 102 and 103. It can be calculated more accurately.
- the brake control devices 12 and 13 estimate the necessary brake force value BR1c necessary for braking the trailer vehicle 101. According to this configuration, even when a communication abnormality occurs in the brake control device 11, the brake control devices 12 and 13 other than the brake control device 11 can more accurately set the necessary brake force value BR1c necessary for braking the trailer vehicle 101. It can be calculated.
- the brake control device 11 of the trailer vehicle 101 becomes unable to receive information from the transmission device 21 while the trailer vehicle 101 is decelerating. Then, the other brake control devices 12 and 13 subtract the brake force value BR1c generated by the deceleration operation of the trailer vehicle 101 from the required total brake force value BRAc, and the corrected required total brake force value BRAc. Calculate as'. According to this configuration, the necessary brakes that the other brake control devices 12 and 13 need to generate in the own vehicles 102 and 103 by taking into account the braking operation performed by the brake control device 11 causing the communication abnormality. The force value can be calculated more accurately.
- the brake control device 12 of the motor vehicle 102 in the case of (d), that is, when the brake control device 12 of the motor vehicle 102 cannot receive information from the transmission device 20, the transmission device from the other brake control devices 11 and 13.
- the necessary brake force value BR2d necessary for braking the motor vehicle 102 is calculated without using the information output to the vehicle 20.
- the brake control device 12 of the motor vehicle 102 can calculate the necessary brake force value BR2d necessary for braking the motor vehicle 102 even when communication abnormality occurs in the brake control device 12. Therefore, the brake control device 12 can perform control to brake the motor vehicle 102, and can suppress a shortage of the braking force as the entire knitting 104.
- the brake control device 12 in the case of (d), that is, when the brake control device 12 of the motor vehicle 102 cannot receive information from the transmission device 20, the deceleration command signal S1 at the time when reception becomes impossible. Based on the above, a necessary brake force value BR2d necessary for braking the motor vehicle 102 is calculated. According to this configuration, the brake control device 12 can continue the process of braking the motor vehicle 102 even when a communication abnormality occurs.
- the brake control device 12 in the case of (d), that is, when the brake control device 12 of the motor vehicle 102 cannot receive information from the transmission device 20, the motor 102b is not caused to perform a regenerative braking operation. Then, the mechanical brake device 32 is operated. According to this configuration, the brake control device 12 can perform control to give a more appropriate braking force to the motor vehicle 102 even when the regenerative braking force of the motor 102b cannot be measured, for example.
- the brake control device 12 of the motor vehicle 102 cannot receive information from the transmission device 20, the other brake control devices 11 and 13 are necessary for braking the own vehicles 101 and 103.
- the necessary braking force values BR1d and BR3d are calculated, and the necessary braking force value BR1d necessary for braking the motor vehicle 102 is estimated, so that the necessary entire braking force value BRAd necessary for braking the entire vehicles 101, 102 and 103 is obtained. Is calculated.
- the necessary brake force values BR1d and BR3d that the other brake control devices 11 and 13 need to generate in the own vehicles 101 and 103 are considered by considering the motor vehicle 102 in which communication abnormality occurs. It can be calculated more accurately.
- the brake system 1 in the case of (d), based on the necessary brake force value BR2d ′ necessary for braking the motor vehicle 102 calculated by the brake control device 12 of the motor vehicle 102 before reception becomes impossible.
- the other brake control devices 11 and 13 estimate the necessary brake force value BR2d necessary for braking the motor vehicle 102. According to this configuration, even when communication abnormality occurs in the brake control device 12 of the motor vehicle 102, the other brake control devices 11 and 13 more accurately determine the necessary brake force value BR2d necessary for braking the motor vehicle 102. It can be calculated.
- the brake control device 12 of the motor vehicle 102 cannot receive information from the transmission device 20. Then, the other brake control devices 11 and 13 subtract the brake force value (target mechanical brake force value BM1d) generated by the deceleration operation of the motor vehicle 102 from the necessary overall brake force value BRAd, The post-correction necessary total braking force value BRAd ′ is calculated. According to this configuration, the brake force that the other brake control devices 11 and 13 need to generate in the own vehicles 101 and 103 by considering the braking operation performed by the brake control device 12 causing the communication abnormality. The value can be calculated more accurately.
- the present invention can be widely applied as a railway vehicle brake system, a railway vehicle brake control device, and a railway vehicle brake control method.
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Abstract
Description
を含んでいる。
図1は、本発明の実施形態に係る鉄道車両用ブレーキシステムを備える鉄道車両ユニット100のブロック図である。図2は、鉄道車両ユニット100の1つの編成104について説明するためのブロック図である。
次に、ブレーキシステム1の動作を説明する。具体的には、ブレーキシステム1の通常時の動作と、異常発生時の動作と、を説明する。
ブレーキシステム1は、通常時、下記に詳述する(1/4)~(4/4)の処理を行う。図4は、ブレーキシステム1の通常時の動作(1/4)~(2/4)を説明するためのフローチャートである。図5は、ブレーキシステム1の通常時の動作(3/4)~(4/4)を説明するためのフローチャートである。図6は、ブレーキシステム1の通常時の動作(1/4)を説明するためのブロック図である。
次に、ブレーキシステム1の異常時の動作を説明する。具体的には、(a)トレーラ車101のブレーキ制御装置11から伝送装置21への送信不良が生じた場合と、(b)モータ車102のブレーキ制御装置12から伝送装置22への送信不良が生じた場合と、(c)伝送装置21からトレーラ車101のブレーキ制御装置11への送信不良が生じた場合と、(d)伝送装置22からモータ車102のブレーキ制御装置12への送信不良が生じた場合と、を説明する。
図10は、(a)トレーラ車101のブレーキ制御装置11から伝送装置21への送信不良が生じた場合のブレーキシステム1の動作の一例を示すブロック図である。図11は、(a)トレーラ車101のブレーキ制御装置11から伝送装置21への送信不良が生じた場合のブレーキシステム1の動作の一例を示すフローチャートである。
図14は、(b)モータ車102のブレーキ制御装置12から伝送装置22への送信不良が生じた場合のブレーキシステム1の動作の一例を示すブロック図である。図15は、(b)モータ車102のブレーキ制御装置12から伝送装置22への送信不良が生じた場合のブレーキシステム1の動作の一例を示すフローチャートである。
図16は、伝送装置21からトレーラ車101のブレーキ制御装置11への送信不良が生じた場合のブレーキシステム1の動作の一例を示すブロック図である。図17は、(c)伝送装置21からトレーラ車101のブレーキ制御装置11への送信不良が生じた場合のブレーキシステム1の動作の一例を示すフローチャートである。
図20は、(d)伝送装置22からモータ車102のブレーキ制御装置12への送信不良が生じた場合のブレーキシステム1の動作の一例を示すブロック図である。図21は、(d)伝送装置22からモータ車102のブレーキ制御装置12への送信不良が生じた場合のブレーキシステム1の動作の一例を示すフローチャートである。
10~13 ブレーキ制御装置
20~23 伝送装置
101 トレーラ車(車両)
102 モータ車
103 モータ車
104 編成
BRA 必要全体ブレーキ力値
Claims (23)
- 編成を構成する複数の車両に個別に設けられる複数のブレーキ制御装置を備え、
各前記ブレーキ制御装置は、当該ブレーキ制御装置が設置される前記車両としての自車両の情報を伝送装置を介して他の前記ブレーキ制御装置へ出力可能であり、かつ、他の前記ブレーキ制御装置から前記伝送装置へ出力された前記情報を用いて、前記編成を構成する複数の前記車両全体の制動に必要な必要全体ブレーキ力値を算出可能である、
ことを特徴とする、鉄道車両用ブレーキシステム。 - 請求項1に記載の鉄道車両用ブレーキシステムであって、
各前記ブレーキ制御装置は、減速指令信号を受信した場合、前記自車両の制動に必要な必要ブレーキ力値を算出し、当該必要ブレーキ力値を前記情報として前記伝送装置へ出力することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項2に記載の鉄道車両用ブレーキシステムであって、
各前記ブレーキ制御装置は、他の前記ブレーキ制御装置で算出された前記必要ブレーキ力値と、前記自車両の制動に必要な前記必要ブレーキ力値とを加算することで、前記必要全体ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項3に記載の鉄道車両用ブレーキシステムであって、
一の前記ブレーキ制御装置は、モータを備える前記車両としてのモータ車に設けられるモータ車用ブレーキ制御装置として構成されており、
前記モータ車用ブレーキ制御装置は、前記必要全体ブレーキ力値を基に、前記モータで発生させる目標回生ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項4に記載の鉄道車両用ブレーキシステムであって、
各前記車両は、車輪に摩擦抵抗を付与するための機械ブレーキ装置を有し、
各前記ブレーキ制御装置は、前記モータ車で実際に発生した回生ブレーキ力値を前記必要全体ブレーキ力値から減算した値に基づいて、前記自車両の前記機械ブレーキ装置に発生させる目標機械ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項1ないし請求項5のいずれか1項に記載の鉄道車両用ブレーキシステムであって、
一の前記ブレーキ制御装置は、前記車両としてのトレーラ車に設けられるトレーラ車用ブレーキ制御装置として構成されており、
前記トレーラ車用ブレーキ制御装置は、前記伝送装置へ前記情報を伝達不能である場合に、他の前記ブレーキ制御装置から前記伝送装置へ出力された前記情報を用いることなく、前記トレーラ車の制動に必要な必要ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項6に記載の鉄道車両用ブレーキシステムであって、
一の前記ブレーキ制御装置は、モータを備える前記車両としてのモータ車に設けられるモータ車用ブレーキ制御装置として構成されており、
前記モータ車用ブレーキ制御装置は、前記トレーラ車用ブレーキ制御装置から前記伝送装置へ前記情報を伝達不能である場合に、他の前記ブレーキ制御装置から前記伝送装置へ出力された前記情報を用いることなく、前記モータ車の制動に必要なブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項1ないし請求項7のいずれか1項に記載の鉄道車両用ブレーキシステムであって、
一の前記ブレーキ制御装置は、モータを備える前記車両としてのモータ車に設けられるモータ車用ブレーキ制御装置として構成されており、
前記モータ車用ブレーキ制御装置は、前記伝送装置へ前記情報を伝達不能である場合に、他の前記ブレーキ制御装置から前記伝送装置へ出力された前記情報を用いることなく、前記モータ車の制動に必要な必要ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項8に記載の鉄道車両用ブレーキシステムであって、
前記モータ車は、前記モータ車の車輪に連結される前記モータと、前記車輪に摩擦抵抗を付与するための機械ブレーキ装置とを有し、
前記モータ車用ブレーキ制御装置は、前記モータに回生ブレーキ動作を行わせることなく、前記機械ブレーキ装置を動作させることを特徴とする、鉄道車両用ブレーキシステム。 - 請求項8または請求項9に記載の鉄道車両用ブレーキシステムであって、
前記モータ車用ブレーキ制御装置以外の複数の前記ブレーキ制御装置を所定のブレーキ制御装置とした場合、前記モータ車用ブレーキ制御装置から前記伝送装置へ前記情報を伝達不能であるときにおいて、複数の前記所定のブレーキ制御装置は、前記モータ車以外の複数の前記車両全体の制動に必要な必要ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項1ないし請求項10のいずれか1項に記載の鉄道車両用ブレーキシステムであって、
一の前記ブレーキ制御装置は、前記車両としてのトレーラ車に設けられるトレーラ車用ブレーキ制御装置として構成されており、
前記トレーラ車用ブレーキ制御装置は、前記伝送装置から前記情報を受信不能である場合に、他の前記ブレーキ制御装置から前記伝送装置へ出力された前記情報を用いることなく、前記トレーラ車の制動に必要な必要ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項11に記載の鉄道車両用ブレーキシステムであって、
前記トレーラ車用ブレーキ制御装置は、前記伝送装置から前記情報を受信不能である場合に、前記受信不能となる時点での減速指令信号に基づいて、前記トレーラ車の制動に必要な必要ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項11または請求項12に記載の鉄道車両用ブレーキシステムであって、
前記トレーラ車用ブレーキ制御装置以外の複数の前記ブレーキ制御装置を所定のブレーキ制御装置とした場合、前記トレーラ車用ブレーキ制御装置が前記伝送装置から前記情報を受信不能であるときにおいて、複数の前記所定のブレーキ制御装置は、複数の前記所定のブレーキ制御装置についての前記自車両の制動に必要な必要ブレーキ力値を算出し、かつ、前記トレーラ車の制動に必要な必要ブレーキ力値を推定することで、複数の前記車両全体の制動に必要な必要全体ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項13に記載の鉄道車両用ブレーキシステムであって、
前記受信不能となる前において前記トレーラ車用ブレーキ制御装置が算出した、前記トレーラ車の制動に必要な必要ブレーキ力値を基に、複数の前記所定のブレーキ制御装置が、前記トレーラ車の制動に必要な必要ブレーキ力値を推定することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項13または請求項14に記載の鉄道車両用ブレーキシステムであって、
前記トレーラ車で減速動作が行われている最中に、前記トレーラ車用ブレーキ制御装置が前記伝送装置からの前記情報を受信不能となった場合、複数の前記所定のブレーキ制御装置は、前記必要全体ブレーキ力値から、前記トレーラ車の減速動作で発生しているブレーキ力値を減算した値を、補正後必要全体ブレーキ力値として算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項1ないし請求項15のいずれか1項に記載の鉄道車両用ブレーキシステムであって、
一の前記ブレーキ制御装置は、モータを備える前記車両としてのモータ車に設けられるモータ車用ブレーキ制御装置として構成されており、
前記モータ車用ブレーキ制御装置は、前記伝送装置から前記情報を受信不能である場合に、他の前記ブレーキ制御装置から前記伝送装置へ出力された前記情報を用いることなく、前記モータ車の制動に必要な必要ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項16に記載の鉄道車両用ブレーキシステムであって、
前記モータ車用ブレーキ制御装置は、前記伝送装置から前記情報を受信不能である場合に、前記受信不能となる時点での減速指令信号に基づいて、前記モータ車の制動に必要な必要ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項16または請求項17に記載の鉄道車両用ブレーキシステムであって、
前記モータ車は、前記モータ車の車輪に連結される前記モータと、前記車輪に摩擦抵抗を付与するための機械ブレーキ装置とを有し、
前記モータ車用ブレーキ制御装置は、前記伝送装置から前記情報を受信不能である場合に、前記モータに回生ブレーキ動作を行わせることなく、前記機械ブレーキ装置を動作させることを特徴とする、鉄道車両用ブレーキシステム。 - 請求項16ないし請求項18のいずれか1項に記載の鉄道車両用ブレーキシステムであって、
前記モータ車用ブレーキ制御装置以外の複数の前記ブレーキ制御装置を所定のブレーキ制御装置とした場合、前記モータ車用ブレーキ制御装置が前記伝送装置から前記情報を受信不能であるときにおいて、複数の前記所定のブレーキ制御装置は、複数の前記所定のブレーキ制御装置についての前記自車両の制動に必要な必要ブレーキ力値を算出し、かつ、前記モータ車の制動に必要な必要ブレーキ力値を推定することで、複数の前記車両全体の制動に必要な必要全体ブレーキ力値を算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項19に記載の鉄道車両用ブレーキシステムであって、
前記受信不能となる前において前記モータ車用ブレーキ制御装置が算出した、前記モータ車の制動に必要な必要ブレーキ力値を基に、複数の前記所定のブレーキ制御装置が、前記モータ車の制動に必要なブレーキ力値を推定することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項19または請求項20に記載の鉄道車両用ブレーキシステムであって、
前記モータ車で減速動作が行われている最中に、前記モータ車用ブレーキ制御装置が前記伝送装置からの前記情報を受信不能となった場合、複数の前記所定のブレーキ制御装置は、前記必要全体ブレーキ力値から、前記モータ車の前記減速動作で発生しているブレーキ力値を減算した値を、補正後必要全体ブレーキ力値として算出することを特徴とする、鉄道車両用ブレーキシステム。 - 請求項1~請求項21のいずれか1項に記載の鉄道車両用ブレーキシステムに用いられるブレーキ制御装置であって、
前記ブレーキ制御装置は、当該ブレーキ制御装置が設置される前記車両としての自車両の情報を伝送装置を介して他のブレーキ制御装置へ出力可能であり、かつ、他の前記ブレーキ制御装置から前記伝送装置へ出力された前記情報を用いて、複数の前記車両の全体の制動に必要な必要全体ブレーキ力値を算出可能であることを特徴とする、鉄道車両用ブレーキ制御装置。 - 編成を構成する複数の車両に個別に設けられる複数のブレーキ制御装置が、それぞれ、当該ブレーキ制御装置の設置される前記車両としての自車両の情報を伝送装置を介して他の前記ブレーキ制御装置へ出力する、情報出力ステップと、
各前記ブレーキ制御装置が、他の前記ブレーキ制御装置から前記伝送装置へ出力された前記情報を用いて、前記編成を構成する複数の前記車両全体の制動に必要な必要全体ブレーキ力値を算出する、算出ステップと、
を含んでいることを特徴とする、鉄道車両用ブレーキ制御方法。
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US (1) | US9764745B2 (ja) |
EP (1) | EP3031657B1 (ja) |
JP (1) | JP6449770B2 (ja) |
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DE102018121439A1 (de) | 2018-09-03 | 2020-03-05 | Wabco Gmbh | Anhängerbremssteuergerät sowie Verfahren und Software dafür und Anhängerfahrzeug damit |
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EP3031657A1 (en) | 2016-06-15 |
EP3031657A4 (en) | 2017-04-12 |
JP6449770B2 (ja) | 2019-01-09 |
EP3031657B1 (en) | 2019-12-04 |
JPWO2015020062A1 (ja) | 2017-03-02 |
US20160176419A1 (en) | 2016-06-23 |
KR101973246B1 (ko) | 2019-04-26 |
KR20160040609A (ko) | 2016-04-14 |
CN105452049B (zh) | 2018-01-16 |
CN105452049A (zh) | 2016-03-30 |
US9764745B2 (en) | 2017-09-19 |
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