JPS5957053A - Control device for deceleration of train - Google Patents

Abstract

PURPOSE:To obtain the maximum brake force without sliding even in an inclined section or a moistened state by changing the target pattern of deceleration in accordance with the sliding state of wheels. CONSTITUTION:A target-pattern selecting unit 12 selects a deceleration pattern on the basis of a signal from a brake-command input unit 11, and a correction unit 13 corrects it on the basis of a signal from a slide-detection information input unit 14. A speed information from an input unit 17 is inputted to a target deceleration generating unit 15 via an output unit 16 to output the pattern from the selecting unit 12. A train deceleration from a deceleration information output unit 18 is compared with the target pattern, and a brake command is transmitted to an output unit 20 from a brake force computation unit 19. As the deceleration pattern is changed in accordance with the sliding of wheels, the maximum braking force can be obtained even in an inclined section or a moistened state.

Description

Detailed Description of the Invention Thurs) #1r94 D, Regarding a train deceleration control device that controls a train's brake system to obtain a desired deceleration ○ As a conventional deceleration control device, rail There is a target deceleration button for each brake command that is created in advance considering the viscosity N characteristics between wheels, and when a brake command is issued, the target deceleration button that corresponds to the brake command is selected, and the train deceleration is set to the target deceleration. There is tσ) which attempts to control the braking force so as to follow the slam. FIG. 1 shows an example of the target deceleration slam, and the vertical axis shows the deceleration and the lateral SA train speed. Each one is provided corresponding to the target deceleration slam brake commands N1 to N4. In addition, it is also possible to have only one target deceleration button as a reference and to calculate other values from it. In this method, the braking force is controlled so that the necessary deceleration is achieved, regardless of the slope of the route, the coefficient of friction between the wheels and the rails, etc. At this time, for example, if it is a slope section, the component of the blade perpendicular between the rails of the wheel M amount will be reduced compared to a flat section. As a result, the adhesion between the wheels and the rails decreases, making it more likely that the vehicle will skid when trying to achieve a deceleration based on a flat section. Furthermore, if the rail wheels are wet, the adhesion coefficient decreases, and if the deceleration slam VC is applied based on dry conditions, there is a possibility of skidding (if smooth running is lost) Not only will the braking distance be longer, but the tires may also become flat due to poor skid footing.

An advantage of the present invention is that by changing the target deceleration pattern according to the skidding situation, the train is decelerated with the maximum effective braking force that does not cause skidding. DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. Figure 2 shows an example of the basic configuration of the device according to the present invention. In the T'o diagram, +11 is the brake equipment, driver %, L
This brake command is given to the controller gtMs 131 via the ATC or automatic control unit 12+t1', which outputs a command for the brake applied to the device. (4) The speed detector outputs a speed signal of 0, which is given to the calculation unit (3) through the level conversion unit (5). This skid detection signal a level conversion m + 8) t i which detects a skid and outputs the skid situation as a signal is given to the calculation unit (3). The arithmetic unit (3) integrates the above information, calculates the necessary braking force, and outputs it.

This brake force command output is passed through the level conversion circuit (9) and applied to the brake device (lO). Brake device (
lO) exerts a corresponding brake force in accordance with the brake force command of operation 8(3).

Figure 3 shows an example of the control m block inside the calculation unit (31). In the figure, 0υ is the brake command input unit, and the brake command all target deceleration J button selection capital uz is the transfer code 0u4). The skid detection information input section inputs the V skid detection information to the deceleration slam correction section (1:'Avc3η^.

Decrease j・1=, the anal slam correction unit α3 determines the correction amount of the deceleration slam based on the skiing situation, and calculates the target speed slam)'
Output to iQ selection ○Target deceleration button selection selection l5 (
Select 1m iJ deceleration and speed slam according to the brake command value for IZ. 1. If the target deceleration slam correction value is 8, select the corrected target deceleration bang according to +'L, VC. Select 0 or subtract the target deceleration bang value. is the speed signal input section to the target deceleration generation section (Toriwata Rirun0 force), and the speed signal is sent to the speed information output section QQ4C
The speed information VC that can be used in common within the calculating section is passed to the convex speed information output section aO, and then passed to the target deceleration slam generation section Q51. Target deceleration week (degree slam generation section α9 outputs the target deceleration slam selected by the target deceleration bang generation section mouth to the speed information V from the speed 1 blueprint output section αG
0~ is the deceleration report output unit, which detects the acceleration/deceleration of the train based on the speed information or a speed signal and outputs it as deceleration information.Target deceleration button The deceleration of the train outputted by the deceleration information output section 11al'f is subtracted from the target deceleration generated by the occurrence section, and the deviation is transferred to the brake force calculation maq.Brake force calculation Uli Q According to the deviation between the target deceleration and the deceleration of the train, use the sickle to apply a brake force that reduces the deviation f: & k L, and set the brake force command to the brake force finger 4 output mother XC illusion. .

FIG. 4 is a characteristic diagram showing an example of occurrence of target deceleration slam σ) according to the present method. In the figure vc, the vertical axis is the target deceleration,
The horizontal axis shows the train traffic K, and the solid line indicates the occurrence of 'f1. The figure shows the rate at which a brake command is generated at point A, and a deceleration slam corresponding to the brake command is selected and generated. It also detects that the sliding force has exceeded the threshold of 5 at point B VC, and activates the target deceleration.

At the 0 and 0 points, the target deceleration is corrected according to the (decreased +!: ″″r) point, and the awn slides at the OC point. Hereafter f
In this case, the haze deceleration slam for which the adhesion performance of il-min is obtained is not corrected by more than one stiffness.

In this example, when a skid occurs, the target deceleration (target deceleration) is lowered, but if the skid does not completely subside, the target deceleration can be increased. The VCL can be easily realized using a general microcomputer.

In response to the above-mentioned problems, the present invention is designed to change the target deceleration slam according to the sliding situation VC.
The train can be decelerated with a deceleration that corresponds to the adhesion limit between the wheels and the rail.

[Brief explanation of drawings]

Fig. 1 is a characteristic diagram showing an example of the target deceleration slam caused by the conventional deceleration control device V, and Fig. 2 is a characteristic diagram showing an example of the target deceleration slam caused by the conventional deceleration control device V. Fig. 3 is a block diagram showing a concrete example of the present invention, and Fig. 4 is a block diagram showing a specific example of the present invention. be. In the figure, +Il i brake setting device, (31 is a calculation section, (
4) is the speed detector, (7) is the skid detection device, (10) is the brakes/position, αDrr brake command input section, Sopo target slam selection section, a3 is the pattern correction for deceleration, 04)
Skid detection information input section, 0!51 target deceleration generation section,
00 is a speed information output section, αηa speed speed information input formula 1 (
) is the deceleration information Tabe, θG is the brake force wave calculation part, and is)
This is the brake force command output section. The same reference numerals in the figures indicate the same or large equivalent parts. Agent Kazuno Ichigi

Claims (1)

[Claims] A device that sets a target deceleration slam based on a brake command from a brake setting device or rzA'rc, etc., and controls the braking force so that the deceleration of the train follows the target deceleration tap. A train deceleration control button 1 characterized in that a means for detecting a skidding state of the wheels is provided, and the target deceleration button is changed according to the skidding state VC of the wheels.