Patent Application
20120296501
The present invention relates to a brake control device and brake control method for a train employing both electric brakes and air brakes.
A friction brake device is used on trains to apply a brake force to various axles on the train via friction. The friction brake device generates the brake force by pressing a brake shoe against a disc or drum mounted on a wheel or axle. A brake device that uses compressed air to drive a brake cylinder for pressing the brake shoe is called an air brake device. An air brake device supplies air to or exhausts air from the brake cylinder by magnetizing or demagnetizing electromagnetic control valves. Braking using an air brake device is called an air brake.
Trains that run on electric motors include motor cars and trailer cars. Motor cars are equipped with electric motors and are self-propelled cars. Trailer cars are not equipped with electric motors for running, instead being cars that are pulled by or propelled by motor cars. Motor cars are equipped with air brake devices and electric brake devices that use regenerative braking from the electric motor driving the car. Trailer cars are generally equipped with air brake devices. On electric railways, blended control is accomplished using electric brakes and air brakes. Blended control aims to accomplish brake control by combining electric brakes and air brakes.
With blended control, electric brake force is distributed with priority as the brake force necessary for motor cars. On trains containing motor cars and trailer cars, surplus electric brake force that exceeds the brake force necessary for the motor cars is distributed with weighting to all trailer cars. On trailer cars, brake force remaining after subtracting from the brake force necessary for the train the weighted distribution of electric brake force in excess of that needed by the motor cars is covered by an air brake (for example, see Patent Literature 1). Controlling the air brake to supplement the amount by which the electric brake force is insufficient is called air brake supplemental control. Air brake supplemental control supplements the electric brake force using electromagnetic valves for supplying air and electromagnetic valves for exhausting air, by generating necessary air brake force by turning these electromagnetic valves on and off.
Patent Literature 1: Unexamined Japanese Patent Application KOKAI Publication No. H11-8906.
In blended control when there are a large number of motor cars and trailer cars composing a train, when there is a surplus of electric brake force, that surplus is distributed with weighting to all trailer cars. Conversely, when the electric brake force on all motor cars is less (insufficient) than the brake force necessary for all motor cars, in the trailer cars the brake force necessary for that car can be covered with the air brakes for each, and in the motor cars, the shortage in electric brake force is distributed with weighting to the air brakes of the motor cars.
However, electric brake devices used in conventional trains are not necessarily able to generate the indicated brake force constantly, and there are fluctuations in the electric brake force. With the above-described method of weighted distribution of surplus or shortages, in order to maintain the brake force at the commanded value by supplementing during fluctuations in the electric brake force, the air brake devices on all trailer cars, or the air brake devices on all motor cars, must have their electromagnetic supply valves and electromagnetic exhaust values operated each time there is a fluctuation in the electric brake force. As a result, the problem arises that the operation frequency of the electromagnetic valves of the air brake device increases and the life thereof is shortened.
In consideration of the foregoing, it is an object of the present invention to provide a brake control device and brake control method that extend life by reducing the operation frequency of electromagnetic valves in an air brake device.
The brake control device according to a first aspect of the present invention acquires, by means of a necessary brake force acquisition unit, the necessary brake force necessary for each car or flatcar in a train containing a plurality of motor cars, and detects, by means of an electric brake force detection unit, an electric brake force of the entire composition of the train, the entire composition including the plurality of the motor cars. A brake force adjustment unit distributes air brake force so that fluctuations in the electric brake force are compensated for by the air brake force of one car or flatcar, in an action period of one deceleration of the train or from running to stopping. A control unit controls the air brake of the car or flatcar in accordance with the value distributed by the brake force adjustment unit.
The brake control method according to a second aspect of the present invention acquires, by means of a necessary brake force acquisition step, the necessary brake force necessary for each car or flatcar in a train containing a plurality of motor cars, and detects, by means of an electric brake force detection step, an electric brake force of the entire composition of the train, the entire composition including the plurality of the motor cars. A brake force adjustment step distributes air brake force so that fluctuations in the electric brake force are compensated for by the air brake force of one car or flatcar, in an action period of one deceleration of the train or to running until stopping. A control step controls the air brake of the car or flatcar in accordance with the value distributed in the brake force adjustment step.
With the brake control device and brake control method for the train of the present invention, it is possible to reduce the operation frequency of electromagnetic supply valves and electromagnetic exhaust valves for braking control of an air brake device, and consequently, it is possible to obtain a brake control device and brake control method that extend life.
The electric brake device 3 is provided on motor cars (hereafter, M cars) of the train, on each car or on each car's flatcar. The air brake control device 2 is provided on the M cars and trailer cars (hereafter, T cars) of the train, on each car or each flatcar.
The electric brake device 3 uses an electric motor on the M cars as a generator, converts the operating energy of the train into electric energy and exercises control by returning the converted electric energy to the power supply side (overhead wires or storage battery, and/or the like). In this embodiment, the electric brake device 3 may control multiple electric motors of the M cars in bulk or may control multiple electric motors one by one.
The air brake control device 2 controls an air brake device provided on a car's axle. The air brake device generates brake force by pressing a brake shoe against a disc or drum attached to a wheel or axle, through a brake cylinder driven by compressed air. The air brake control device 2 supplies air to and exhausts air from the brake cylinder by magnetizing or demagnetizing electromagnetic control valves.
The brake control valves 22a and 22b are composed of electromagnetic valves that supply air to the relay valves 23a and 23b and electromagnetic valves that exhaust air from the relay valves 23a and 23b. These electromagnetic valves are controlled by the brake control unit 21. Pressure sensors 24a and 24b are connected to the two relay valves 23a and 23b on the brake control valve 22a and 22b side, respectively, and pressure sensors 24c and 24d are connected to the two relay valves 23a and 23b on the brake cylinder side, and detect pressure on the control side and the supply side to the cylinder. Each pressure sensor 24a, 24b, 24c and 24d sends detected pressure signals to the brake control unit 21. The brake control unit 21 controls the brake control valves 22a and 22b so that the pressure detected by the pressure sensors 24a, 24b, 24c and 24d becomes pressure corresponding to the ordered brake force.
The relay valves 23a and 23b amplify air pressure input from the brake control valves 22a and 22b, respectively, and supply this to the brake cylinder. That is to say, the pressure of air supplied to the brake cylinder from the relay valves 23a and 23b is adjusted in proportion to the pressure on the output side of the brake control valves 22a and 22b.
The AS pressure sensor 25 detects air pressure in an air suspension (unrepresented) of the flatcar and sends this to the brake control unit 21. The air suspension keeps the height of the chassis constant in accordance with the load on the car. The load on that flatcar can be determined by the air pressure of the air suspension.
A regular brake command from the driver's seat is sent to the brake control unit 21. The regular brake command indicates the deceleration of the train. The brake control unit 21 computes the brake force necessary for that car or flatcar (necessary brake force) from the air suspension's air pressure detected by the AS pressure sensor 25 and the regular brake command. The necessary brake force is theoretically the product of the load on the car (or a value to which the mass under the spring has been added) and the regular brake command (deceleration). In the present invention, the necessary brake force thus commanded is called simply the necessary brake force. The brake control unit 21 computes the air pressure to be applied to each brake cylinder in accordance with the brake force using a prescribed method, and controls the brake control valves 22a and 22b to achieve this air pressure. The brake control unit 21 sends the necessary brake force for that car or flatcar to the control device 1 of
The control device 1 of
The electric brake force detection unit 11 inputs the value of the electric brake force of each car or each flatcar from the electric brake device 3. Furthermore, this electric brake force is totaled to obtain the magnitude of the electric brake force of the entire composition of the train. The electric brake force detection unit 11 may use any kind of method as long as the electric brake force of the entire composition of the train can be detected. For example, it would be fine to use a method that finds the electric brake force of the entire composition by detecting the current or voltage regenerated to the power supply side from the train. In the explanation below, the electric brake force of the composition as a whole is called simply the electric brake force.
The necessary brake force acquisition unit 12 inputs the value of the necessary brake force for each car or each flatcar from the each air brake control device 2. The necessary brake force acquisition unit 12 inputs the value of the air pressure of the air suspension of each car or flatcar and the regular brake command, and may compute the value of the necessary brake force for each car or flatcar.
The brake force adjustment unit 13 inputs the magnitude of the electric brake force of the entire composition of the train from the electric brake force detection unit 11, and inputs the value of the necessary brake force for each car or flatcar from the necessary brake force acquisition unit 12. Furthermore, the brake force adjustment unit 13 distributes the air brake force that should be generated to each car or flatcar. When the electric brake force of the entire composition is less than the brake force necessary for the entire composition of the train (the total of the necessary brake forces of each car), the brake force adjustment unit 13 distributes that difference to the electric brake force of the corresponding cars or flatcars in a determined order successively until the difference is eliminated, in amounts of necessary brake force for each car or flatcar of the train or amounts of the maximum brake force in the electric brake device.
The computation unit 15 computes the difference between the total of the necessary brake forces of the M cars and the electric brake force of the entire composition. When the electric brake force of the entire composition is greater than the total of the necessary brake forces of the M cars, the absolute value of that difference is called the electric brake force surplus. When the electric brake force of the entire composition is less than the total of the necessary brake forces of the M cars, the absolute value of that difference is called the electric brake force shortage.
When the train decelerates and stops from a running state, the state moves from the point G where application of the brake is started on the right in
When the electric brake force further decelerates from the maximum state, the electric brake force E steadily declines and when this falls below the necessary brake force for the M cars, the necessary brake force for the T cars is covered by the air brake force Ft from the T cars. As the electric brake force E becomes smaller than the necessary brake force of the M cars, that shortfall is covered by the air brake force Fm of the M cars. The above is the change in the electric brake force and the air brake force of the train as a whole.
Within the range in which the electric brake force E changes in accordance with car speed shown in
With the embodiments of the present invention, distributing brake force to each car may be replaced with distributing brake force to the flatcars of the cars. In the explanation below, the case where the brake force is distributed to each car is described, but the exact same result is achieve by replacing “car” with “car's flatcar.” The explanation below can be understood by appropriately replacing “car” with “car or car's flatcar.” If one car is composed of two flatcars and an air brake device is prepared on each flatcar and can be controlled independently, the embodiment of the present invention is also established for the case in which a train is composed of one car.
Here, “predetermined order” means that during the action interval of at least one deceleration or from running to stopping of the train, the order of the cars (or flatcars) distributing the difference between the necessary brake force and the electric brake force to the air brake does not change. To be more specific, if the order of distributing up to the difference in the state in which the electric brake force of
With the example of
Changing the way of looking at this, distribution of the difference is the surplus of the electric brake force being distributed (allocated to necessary brake force) to cars corresponding in the reverse order, successively until the surplus is eliminated, for the necessary brake force amount of the T cars. In the example of
With the example in
Stating the method of distributing the brake force explained in
In both
The brake force adjustment unit 13 of
Measurement errors occur in the air brake force generated by operation of the air brake device. When the brake force of multiple air brake devices are simultaneously caused to fluctuate to cover fluctuations in electric brake force, the error is added and becomes greater by the number of operating air brake devices. In this embodiment, the air brake device of only one car (or one flatcar) fluctuates at one point in time, so errors related to fluctuations in the electric brake force are not summed. In addition, compared to the method of causing the brake forces of multiple air brake devices to change simultaneously, errors in air brake force related to changes in electric brake force are reduced.
The electric brake force detection unit 11 inputs the value of the electric brake force of each car or each flatcar from the electric brake device 3. Furthermore, the electric brake forces are totaled to obtain the magnitude E of the electric brake force of the entire composition of the train (step S02). In addition, the air brake forces F(n) that should be generated by all of the air brake devices are set to 0. Of the air brake forces F(n) of each car, the air brake forces of the T cars are expressed as Ft and the air brake forces of the M cars are expressed as Fm.
If the electric brake force E is at least as large as the necessary brake force D (step S03: No), it is not necessary to cause the air brakes to operate, so the brake force adjustment unit 13 sets each air brake force F(n) to 0 and the brake force command unit 14 sends a command for that value to the air brake control device 2 of each car (step S20). The air brake control device 2 of each car controls that air brake in accordance with the commanded value. In this case, none of the air brake devices generates a brake force.
When the electric brake force E is less than the necessary brake force D (step S03: Yes), the flowchart branches depending on whether the electric brake force E is at least as great as the necessary brake force Dm of the M cars or less than such (step S04). When the electric brake force E is at least as great as the necessary brake force Dm of the M cars (step S04: Yes), the variable i of the T cars is set to 1 and the variable X is set to the difference (D−E) found by subtracting the electric brake force E from the necessary brake force D (step S05). If X is greater than the necessary brake force dt(i) of the T car specified by the variable i (step S06: No), that necessary brake force dt(i) is set (distributed) to that air brake force Ft(i) of that T car (step S07). Furthermore, the value of the variable X is updated to X−Ft(i) (step S08). The variable X represents what remains after the difference (D−E) is distributed from the air brake force. The number variable i of the T cars is incremented (step S09) and a determination is made as to whether or not a T car having that number exists (step S10). If there are remaining T cars (step S10: Yes), the flowchart returns to a comparison of X and the necessary brake force dt(i) of the ith T car (step S06).
If X is not greater than the necessary brake force for the T car specified by the variable i (step S06: Yes), X is set (distributed) as the air brake force Ft(i) of that T car (step S11). At this point in the time, the remainder of the difference that should be distributed is eliminated, so the air brake forces of the remaining T cars become 0 and the brake force command unit 14 sends a command for the set air brake forces to the air brake control devices 2 of each car (step S20). Because the electric brake force E is at least as great as the necessary brake force Dm of the M cars and accordingly the difference (D−E) is less than the total of the necessary brake forces of the T cars, in reality the NO branch is not taken in the determination (step S10) of whether or not there are remaining T cars.
When the electric brake force E is less than the necessary brake force Dm for the M cars (step S04: No), the air brake force Ft(k) is set (distributed) to the necessary brake force dt(k) of that T car, for all T cars (step S12). This time, the number variable j of the M cars is set to 1, and the variable X is set to the shortage (Dm−E) found by subtracting the electric brake force E from the necessary brake force Dm for the M car (step S13).
If X is greater than the maximum air brake force A(j) generated by the air brake device of the M car of number variable j (step S14: No), the air brake force Fm(j) of that M car is set (distributed) to A(j) (step S15). Furthermore, the value of the variable X is updated to X−A(j) (step S16). The variable X represents the remainder after the air brake force is distributed from the shortage (Dm−E). The number variable j of the M car is incremented (step S17) and a determination is made as to whether or not an M car with that number exists (step S18). If there is a remaining M car (step S18: Yes), the flow returns to the comparison (step S14) of X and the maximum air brake force A(j) of the nth M car.
If X is no greater than the maximum brake force A(j) of the M car specified by the variable j (step S14: Yes), the air brake force Fm(j) of that M car is set (distributed) to X (step S19). At this point in time, the air brake force (remaining shortage) that was to be distributed is no longer needed, so the air brake force of the remaining M cars is 0 and the brake force command unit 14 sends a command for the set air brake force to the air brake control device 2 of each car (step S20). In general, the air brake device of the M car is designed to cover the necessary brake force of a car even when the electric brake force is 0, so in reality the NO branch is not taken at the determination (step S18) of whether or not there is a remaining M car.
When the electric brake force E is at least as great as the necessary brake force Dm of the M car, after all of the remainder of the difference is distributed to the air brake force of a given T car, or, when the electric brake force E is less than the necessary brake force Dm of the M car, after the remainder of the shortage is distributed to the air brake force of a given M car, the brake force command unit 14 sends a command for the set air brake force to the air brake control device 2 of each car (step S20). The air brake control device 2 of each car controls that air brake in accordance with the value commanded.
As explained above, with the brake control device 10 of this first embodiment, to the extent that the surplus in the electric brake force of the entire composition is greater than the necessary brake force of one T car, the number of air brake devices acting in T cars is few compared to the case of the difference being distributed with weighting to the T cars. In addition, when the electric brake force of the entire composition is less than the necessary brake force for the M cars (when a shortage occurs), to the extent that the electric brake force of the entire composition is greater than the necessary brake force for one M car, the number of air brake devices acting in M cars is few compared to the case of distributing the shortage with weighting. In both cases, when the electric brake force fluctuates, the air brake force fluctuates in accordance to that fluctuation only in the air brake device of cars to which the air brake force was ultimately distributed. Accordingly, compared to the case of distributing the air brake force with weighting, the frequency with which the electromagnetic valves of the air brake device are caused to operate is reduced. In particular, compared to the case of covering fluctuations in the electric brake force with the air brake devices as a whole for the train, the frequency with which the electromagnetic valves of the air brake devices are caused to operate is greatly reduced.
The life of the electromagnetic valves is considered to be the time until the accumulated operation count reaches a specified durability operation count, so with the brake control device 10 according to this embodiment, as a result of the operation frequency of the electromagnetic valves per deceleration or stopping of the train declining, the life of the electromagnetic valves of the air brake control devices 2 can be extended.
When the electric brake force E is at least as great as the necessary brake force Dm for the M cars (step S24: Yes), the brake force adjustment unit 13 sets the number of the T car as the number variable I of the T cars and sets the surplus (E−Dm) found by subtracting the necessary brake force Dm for the M cars from the electric brake force E as the variable Y (step S25). In
If Y is not greater than the necessary brake force of the T car specified by the variable I (step S26: Yes), a value (dt(I)−Y) found by subtracting the remainder Y of the surplus from the necessary brake force for that T car is set (distributed) to the air brake force Ft(I) of that T car (step S31). At this point in time, the surplus to be allocated to air brake force is eliminated, so Y is set to 0 (step S31). The number variable I of the T car is then decremented (step S29) and a determination is made as to whether there is a T car with that number (step S30). If a T car remains (step S30: Yes), the flowchart returns to a comparison of Y and the necessary brake force dt(I) of the Ith T car (step S26). After the remainder Y of the surplus becomes 0, the necessary brake force dt(I) of that T car is set as the air brake force Ft(I) of the remaining T car (step S31).
If there is no remaining T car (step S30: No), the electric brake force has been set for all T cars, so the brake force command unit 14 sends a command for the set air brake force to the air brake control device 2 of each car (step S41). The air brake control device 2 of each car controls that air brake in accordance with the value commanded.
(Variation of First Embodiment)
In
If X is greater than the maximum air brake force A(n) generated by the air brake device of the car having number variable n (starting with T cars) (step S55: No), A(n) is set (distributed) as the air brake force F(n) of that car (step S56). Furthermore, the value of the variable X is updated to X−A(n) (step S57). The variable X represents the remainder after the air brake force has been distributed from the difference (D−E), The number variable n of the car is then incremented (step S58) and a determination is made as to whether or not a car having that number exists (step S59). If there is a remaining car (T car or M car) (step S59: Yes), the flowchart returns to the comparison (step S55) of X and the maximum air brake force A(n) of the nth car.
If X is not greater than the maximum brake force A(n) of the car specified by the variable n (step S55: Yes), the air brake force F(n) is set (distributed) to X (step S60). At this point in time, the air brake force that was to be distributed (remaining difference) has been eliminated, so the air brake force of the remaining cars remains 0 and the brake force command unit 14 sends a command of the set air brake force to the air brake control device 2 of each car (step S61). In general, the total of the maximum air brake force of each car is greater than the necessary brake force for the train, so in reality the flowchart does not branch to NO at the determination (step S59) of whether or not there is a remaining car.
In this variation, the surplus or shortage that is the difference between the electric brake force and the necessary brake force of the M cars is not computed, so the computation unit 15 of
With this variation, the number of air brake devices that act is further reduced compared to the brake force distribution of
Conversely, when the shortage of electric brake force shown in
Above, a case was explained wherein the difference between the electric brake force and the necessary brake force of the train was distributed to the air brake force of corresponding cars or flatcars in a predetermined order successively until the difference was eliminated, in amounts of the necessary brake force of the cars or flatcars, or the maximum brake force of the air brake device of the cars or flatcars. With the train brake control device of the first embodiment, the magnitude of successively distributing the difference to the air brake force of the cars or flatcars may be in amounts within a range at least as great as the necessary brake force of each car or flatcar of the train and not greater than the maximum brake force of the air brake device of that car or flatcar. The magnitude of distributing the difference to the air brake force can be realized even at not greater than the necessary brake force of each car or flatcar, but in the sense of being able to distribute without fail and being able to reduce the number of air brake devices that act, it is rational for this to be at least the necessary brake force of each car or flatcar.
In the first embodiment, the order of cars to which the difference between the necessary brake force and the electric brake force is distributed may be arbitrarily set as long as this is not changed in an action period of at least one deceleration or from running to stopping of the train. For example, the order of T cars when distributing the difference when a surplus of electric brake force is generated can be set so as to distribute in an order starting with the largest necessary brake force. The surplus of the electric brake force can be distributed in an order starting from the T car with the smallest necessary brake force. When this is done, the number of T cars in which the air brake devices act can be reduced. In addition, because there is a large possibility with the lead car that running in which the wheels slip on the rails and gliding such that the rotational speed of the wheels drops could occur, making a setting so that distribution of the difference occurs last can be conceived.
With the first embodiment, it is envisioned that the difference between the necessary brake force and the electric brake force of the train will be distributed first to the T cars and the difference will be distributed to the M cars only after the electric brake force has become less than the necessary brake force of the M cars (and a shortage occurs). With the sole objective of reducing the number of air brake devices that act and limiting to one the air brake devices that absorb fluctuations in the electric brake power at one point in time, it is necessary to distribute the difference first to the T cars. Even when distributing the difference first to M cars generating electric brake force, if distribution is in order of amounts within a range not less than the necessary brake force of the car and not greater than the maximum brake force, it is possible to reduce the number of air brake devices that act and to limit to one the air brake devices that absorb fluctuations in the electric brake force. However, distributing the difference first to the T cars can reduce the stress on related sections between cars generated during deceleration.
Even in the case when the train is composed only of M cars and does not include T cars, the brake control device 10 of the first embodiment is effective. In this case, the necessary brake force for the train and the necessary brake force of the M cars match, so the state shown in
The order determination unit 16 changes the order of cars to which the brake force is distributed during a prescribed period.
In the first cycle of
In the second cycle, the order of T cars distributing the brake force is changed and the difference is distributed first from the car T1. With the car T1, the electric brake force is covered by a fixed brake cylinder pressure, and fluctuations in the electric brake force are compensated for by accomplishing an electric-air computation on the air brake device of the car T2 in real time.
With the example in
Changes in the order of distributing the brake force may as a rule be accomplished at any time so long as this is not during one deceleration. For example, changes in the order with the following timing can be conceived.
The timing of changing the order is not limited to the above-cited examples. In addition, conditions that combine these may be changed as well.
The order determination unit 16 uses some kind of method to input information about the train's speed from command information from the driver, for example. The unit waits for movement to start from the speed of the train being 0 (in other words, a stopped train) (step S71: No). If the train has begun running (step S71: Yes), now the unit waits for stopping of the train to be detected (step S72: No). If the train stops (step S72: Yes), the brake force distribution order is changed per a prescribed rule (step S73). For the brake force distribution order, multiple distribution orders may be placed in a table in advance and a method of selecting the distribution order in order from among these can be used. In addition, for example the T car and M car numbers may each be set in a round robin. Or, excluding the lead car the cars may be set randomly, and the lead car may be put last. In addition, the frequency with which the air brake device operates or the frequency with which the electromagnetic valves operate may be counted, and the order may be changed so that the operation frequencies becomes equal.
As explained above, with the brake control device 10 of the second embodiment, because the brake force distribution order at a prescribed period is changed at a predetermined period, the operating frequency of the electromagnetic valves of the air brake devices can be equalized without the operating air brake device being biased. As a result, it is possible to equalize and extend the lives of the electromagnetic valves without the length of the electromagnetic valves' lives being biased.
The brake control device 10 of the third embodiment distributes the surplus or shortage that is the difference between the necessary brake force for the M car and the electric brake force to the T cars or M cars with weighting. However, in the third embodiment, fluctuations in the air brake force are supplemented by the air brake device of one car or one flat car at one point in time so that the total of the electric brake force and the air brake force of the train becomes the total of the necessary brake force for each car or flatcar of the train.
In order for fluctuations in the electric brake force E to be covered by the air brake device of one T car, for example until the amount of change in the electric brake force E after weighted distribution of the difference between the necessary brake force D and the electric brake force E exceeds a prescribed value, redistribution of the brake force is not accomplished and fluctuations are allocated to the air brake device of any one T car. When the amount of change in the electric brake force E exceeds the prescribed range of the brake force of the air brake device of the car to which the fluctuations were allocated, the difference between the necessary brake force D and the electric brake force E is redistributed. The prescribed range of the amount of change in the electric brake force E that is the standard for the determination to undertake redistribution of the difference is, for example, the smaller of the necessary brake force for the car to which the fluctuations were allocated or the difference between the maximum air brake force of that car and the necessary brake force.
In order for fluctuations in the electric brake force E to be covered by the air brake device of one M car, for example until the amount of change in the electric brake force E exceeds a prescribed value, redistribution of the brake force is not accomplished and fluctuations are allocated to the air brake device of any one M car. When the amount of change in the electric brake force E exceeds the prescribed range of the brake force of the air brake device of the car to which the fluctuations were allocated, the shortage that is the difference between the necessary brake force for the M car and the electric brake force E is redistributed. The prescribed range of the amount of change in the electric brake force E that is the standard for the determination to undertake redistribution of the shortage is, for example, the smaller of the air brake force distributed to the car to which the fluctuations were allocated or the difference between the maximum air brake force of that car and the distributed air brake force.
The flowchart branches depending on whether the electric brake force E is at least as great as or is smaller than the necessary brake force Dm of the M car (step S83). When the electric brake force E is at least as great as the necessary brake force Dm of the M car (step S83: Yes), the brake force adjustment unit 13 distributes the surplus that is the difference between the electric brake force E and the necessary brake force Dm of the M car to the various T cars with appropriate weighting (step S84). The brake force command unit 14 sends a command for the value distributed with appropriate weighting to each air brake control device 2 (step S85). The air brake control device 2 of each car controls that air brake in accordance with the value commanded.
The electric brake force detection unit 11 detects the change ΔE in the electric brake force when the brake force has been distributed with appropriate weighting (step S86). When the absolute value of ΔE is smaller than a prescribed value e (step S87: Yes), the brake force adjustment unit 13 distributes ΔE to specific T cars (step S88). That is to say, ΔE is subtracted from the air brake force of those T cars. The brake force command unit 14 sends a command for the altered air brake force to the specified T cars (step S89). Furthermore, the flowchart then returns to detecting electric brake force change (step S86). When the absolute value of the change ΔE in the electric brake force is at least as great as the prescribed value e (step S87: No), the flowchart returns to step S81 and repeats the steps starting with necessary brake force acquisition for each car.
When the electric brake force E is smaller than the necessary brake force Dm of the M car (step S83: No), the brake force adjustment unit 13 distributes the shortage that is the difference between the necessary brake force for the M cars and the electric brake force to each M car with appropriate weighting (step S90). In addition, the respective necessary brake forces are distributed (with appropriate weighting) to the T cars. The brake force command unit 14 sends a command for the value distributed with appropriate weighting to each air brake control device 2 (step S91). The air brake control device 2 of each car controls that air brake in accordance with the value commanded.
The electric brake force detection unit 11 detects the change ΔE in the electric brake force when the brake force has been distributed with appropriate weighting (step S92). When the absolute value of ΔE is smaller than the prescribed value e (step S93: Yes), the brake force adjustment unit distributes ΔE to specified M cars (step S94). That is to say, ΔE is subjected from the air brake force of those M cars. The brake force command unit 14 sends a command for the altered air brake force to the specified M cars (step S95). Furthermore, the flowchart then returns to detecting electric brake force change (step S92). When the absolute value of the change ΔE in the electric brake force is at least as great as the prescribed value e (step S93: No), the flowchart returns to step S81 and repeats the steps starting with necessary brake force acquisition for each car.
As explained above, with the brake control device 10 of this third embodiment, the difference between the necessary brake force for the train and the electric brake force is distributed with appropriate weighting to the air brake device of each car, but when the electric brake force fluctuates, the air brake force that fluctuates in response to this fluctuation is only that of the air brake device of a specified car to which the change in the electric brake force was distributed. As a result, compared to the case of constantly distributing the air brake force with appropriate weighting, in the air brake devices of the train as a whole the frequency with which the electromagnetic valves of the air brake devices are caused to operate to compensate for the fluctuations of the air brake force declines. As a result, it is possible to extend the life of the electromagnetic valves of the air brake devices.
With this third embodiment, the train is assumed to have two or more units with which the air brake force can be controlled. The units with which the air brake force can be controlled are numerous in a normal car or flatcar. For example, when the train is composed of only one motor car and there is one air brake device (units with which the air brake force can be controlled), there is inevitably one air brake device that compensates for fluctuations in the electric brake force. When the train is composed of two or more cars including a motor car and there are two or more air brake devices, by applying the composition of the third embodiment, the frequency with which the electromagnetic valves of the air brake device operate is reduced by the fluctuations in the electric brake force being compensated for by one air brake device.
As shown in
The control unit 41 is composed of a CPU (Central Processing Unit) and/or the like, and executes the processes of the control device 1 in accordance with a control program 50 stored in the external memory 43.
The main memory 42 is composed of RAM (Random Access Memory) and/or the like, loads the control program 50 stored in the external memory 43 and is used as a work area for the control unit 41.
The external memory 43 is composed of non-volatile memory such as a flash memory, a hard disk, a DVD-RAM (Digital Versatile Disc Random Access Memory), a DVD-RW (Digital Versatile Disc ReWritable) and/or the like, stores in advance a program for causing the control unit 41 to execute the above-described processes, and in addition supplies data this program stores to the control unit 41, in accordance with instructions from the control unit 41, and stores data supplied from the control unit 41.
The operation unit 44 is composed of a keyboard and a pointing device such as a mouse and/or the like, and an interface device that connects the keyboard and pointing device and/or the like to the internal bus 40. Data such as the composition of the train and the order of T cars and M cars to which the brake force will be distributed is received via the operation unit 44. In addition, conditions for changing the distribution order of the brake force is input and supplied to the control unit 41. The operation unit 44 is not essential.
The display unit 45 is composed of a CRT (Cathode Ray Tube) or an LCD (Liquid Crystal Display) and/or the like, and displays data such as the composition of the train and the order of T cars and M cars to which the brake force will be distributed. The display unit 45 is not essential.
The input/output unit 46 is composed of a serial interface or a parallel interface for connecting sensors that detect the electric brake force or the electric brake devices 3. The magnitude of the electric brake force from the electric braked devices 3 or data detected by sensors for detecting the electric brake force is input into the control unit 41 via the input/output unit 46.
The transceiver 47 is composed of a serial interface or a LAN (Local Area Network) interface for connecting to the brake network of the train. The transceiver 47 receives the necessary brake force for that car or flatcar from the air brake control device 2 and sends the value of the air brake force that is to be generated by that air brake control device 2.
The processes of the electric brake force detection unit 11, the necessary brake force acquisition unit 12, the brake force adjustment unit 13 and the brake force command unit 14 of
Having described and illustrated the principles of this application by reference to one or more embodiments, it should be apparent that the embodiments may be modified in arrangement and detail without departing from the principles disclosed herein and that it is intended that the application be construed as including all such modifications and variations insofar as they come within the spirit and scope of the subject matter disclosed herein.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2010/050733 | 1/21/2010 | WO | 00 | 7/20/2012 |
