JPH0452684B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides an electric brake system that has both electric braking functions, such as regenerative braking and dynamic braking, as well as supplementary braking functions using mechanical brakes such as air brakes and hydraulic brakes. This invention relates to a braking control device for a vehicle.

[Conventional technology]

FIG. 1 is a block diagram showing the configuration of a conventional device. In this figure, the total brake force setter 2 in the brake control device 24 stores the set value of the total brake force that the driver should command by operating the notch. is output to one input side of the . The electric brake force calculation circuit 1 outputs its calculated value to the other input side of the comparator 3, and the comparator 3 outputs the difference between the two to the supplementary brake command circuit 4. Supplementary brake command circuit 4
outputs a supplementary brake command signal based on the deviation signal from the comparator 3, and outputs a supplementary brake command signal to the supplementary brake control device 5.
is designed to control the supplementary brake based on this designated signal.

Here, the relationship between the total braking force, the electric braking force, and the supplementary braking force will be explained based on FIG. 2. Generally, the level of electric braking force varies greatly depending on the state of the regenerative load. For example, during times when a large number of trains are in operation, a situation in which there is no load to be regenerated hardly occurs, so it is possible to obtain a stable electric braking force above a certain level. Therefore, in this case there is no need to increase the level of supplementary braking force too high.

However, when the number of trains running is low, the load to be regenerated becomes very small, and as shown near the center of Figure 2, the level of electric braking force decreases. Therefore, it is necessary to increase the level of supplementary braking force. In this way, in order to always obtain a constant total braking force, the ratio of electric braking force and supplementary braking force changes in response to fluctuations in regenerative load, and the total braking force is force and the supplementary braking force.

Now, returning to FIG. 1 and continuing the explanation, the deviation signal of the comparator 3 is also output to the electric brake force command circuit 8. The electric brake force command circuit 8 is configured to output a phase command signal to the field chopper circuit 14 based on the input of this deviation signal to control the electric brake.

Further, a series connection body of a current detector 21, a main motor shunt winding 15, and a field chopper device 14 is connected to the pantograph 11 via a field circuit sheath breaker 12. Note that 20 is a flywheel diode.

A main circuit sheath breaker 13 is also connected to the pantograph 11 . This main circuit breaker 13 includes a current detector 22, a main motor armature 1
6. The series connection body of the main motor series winding 17 is connected to the series connection body of the power generating brake sheath disconnector 18 and the main resistor 19. The armature 16, the series winding 7, and the differential winding 15 constitute a main motor 23.

During regenerative braking, the breaker 12,
13 is turned on and the breaker 18 is turned off, and the power generated from the traction motor armature 16 is turned on and the breaker 13 is turned on.
It is supplied to the regenerative load via the pantograph 11. Further, during dynamic braking, the shield breaker 13 is turned off, the shield circuit breakers 12 and 18 are turned on, and the power generated by the main motor armature 16 is consumed by the main resistor 19. The current detectors 21 and 22 detect the current during such electric brake control, and feed back the detection signal to the electric brake force calculator 1. The electric brake force calculator 1 calculates the electric brake force based on this feedback current detection value.

[Problem to be solved by the invention]

By the way, the main resistor 19 in FIG. 1 is very large and occupies a large portion of the underfloor fitting space of the vehicle, which has been a major obstacle in vehicle design.

The reason why the capacity of the main resistor 19 is made so large is to ensure that the braking force corresponding to the maximum deceleration can be obtained only by the electromagnetic brake, thereby minimizing wear on the brake shoe of the mechanical brake. This is because it was intended.

However, since the frequency of occurrence of the state in which the regenerative load is almost eliminated is small, the number of times that the electromagnetic brake is actually used is small. In this way, it is not a good idea in terms of vehicle design to increase the capacity of the main resistor for dynamic braking, which is not used very often.

The present invention has been made with attention to these points, and by reducing the capacitance of the main resistor as much as possible, it creates an extra space for under-floor equipment, which is advantageous in terms of vehicle design. The present invention aims to provide a braking control device for vehicles.

[Means to solve the problem]

As a means for solving the above problems, the present invention includes an electric brake force calculation circuit 1, a total brake force setter 2, a first comparator 3, a supplementary brake force command circuit 4, and an upper limit value setter 6. , a low priority circuit 7 , an electric brake force command circuit 8 , and a second comparator 9 . The electric vehicle has a main motor controlled by a field chopper circuit 14 . 23 controls the power running and the electric brake, and the electric brake is one in which a generating brake or a regenerative brake is selected as appropriate, and also has a mechanical supplementary brake, and the electric brake force calculation circuit 1 is , the current detection values 21 and 22 of the main electric motor 23 are input, and the electric brake force during brake operation is calculated and output. The supplementary brake force command circuit 4 sets and outputs the value of the first comparator 3.
Input the deviation of the output between the total brake force setting device 2 and the electric brake force calculation circuit 1 calculated by
The command value of the supplementary brake force is output to the supplementary brake control device 5, and the upper limit value setter 6 outputs the brake force necessary to obtain a constant deceleration often used during braking to the generated brake force. This value is set in advance as the upper limit value of , and outputs this value during dynamic braking.
The electric brake force command circuit 8 inputs the outputs of the upper limit value setters 6 and outputs the lower level side values, and the electric brake force command circuit 8 is connected to the low priority circuit 7 and the electric brake calculated by the second comparator. The deviation of the output from the force calculation circuit 1 is inputted, and a generated brake force command value is outputted to the field chopper circuit 14.

[Effect]

In the above configuration, when the set value output from the total brake force setter by the driver's notch operation when performing dynamic braking is at a lower level than the upper limit value determined by the upper limit value setter, the low priority circuit Outputs the set value from the brake force setting device as is.

On the other hand, when the set value of the total brake force setter is at a higher level than the upper limit value of the upper limit value setter, the lower priority circuit selects and outputs the upper limit value. This upper limit value corresponds to the electric brake force required to obtain a constant deceleration that is often used during braking, and is higher than the value corresponding to the electric brake force required to obtain the maximum deceleration. It's small.

Feedback control of the power generation brake is then performed using the limit value output from this low priority circuit as a command value. In this case, the total brake force is controlled to be the sum of the electric brake force and the supplementary brake force, so the supplementary brake force The braking force borne by the vehicle will be large.

However, since the electric generating brake itself is not used very often, even if the braking force borne by the supplementary brake increases to some extent, the degree of wear on the brake shoe does not increase significantly. Then, the capacity of the main resistor can be reduced by the amount of increase in the braking force borne by the supplementary brake.

〔Example〕

Embodiments of the present invention will be described below with reference to FIGS. 3 and 4. However, the same components as in FIG. 1 are given the same reference numerals, and redundant explanation will be omitted.

FIG. 3 is a block diagram showing the configuration of this embodiment. The configuration of FIG. 3 is different from that of FIG. 1 in that an upper limit value setter 6, a low priority circuit 7, and a comparator 9 are newly added to the brake control device 24A, and the capacitance of the main resistor 19A is increased. The point is that it is smaller than the main resistor 19.

The upper limit value setter 6 is set with a value corresponding to the brake force required to obtain a constant deceleration of the vehicle, which is often used during braking control, as the upper limit value of the electric brake force. Here, "deceleration" is the rate of speed decrease change in unit time, and is relative to "acceleration" which is the rate of speed increase change in unit time. The unit is [Km/sec ² ], which is the same as acceleration. Furthermore, if the number of notches in the main controller operated by the driver is, for example, seven, the notch position corresponding to the frequently used constant deceleration is usually the fourth notch position. However, depending on the model, other notch positions may be most frequently used.

FIG. 4 is a characteristic diagram showing a comparison between the braking force for obtaining such a constant deceleration and the braking force for obtaining the maximum deceleration. As shown in this figure, the values of both brake forces change depending on the load state of the vehicle. Furthermore, as shown by the dashed-dotted line, if the braking force to obtain a constant deceleration is fixed at the value when the vehicle is full, as the load becomes lighter, a larger deceleration greater than the constant deceleration can be obtained. You will be able to do this.

The low priority circuit 7 receives the upper limit value from the upper limit value setter 6 set in this way and the total brake force setter 2.
, and selects the value on the low level side and outputs it to the comparator 9. The comparator 9 is configured to output a deviation signal between the selected value and the calculated value from the electric brake force calculation circuit 1 to the phase command device 8. Note that the low priority circuit 7 and the comparator 9 are designed to work only when braking is performed using a regenerative brake, and when braking is performed using a regenerative brake, the calculated value from the electric brake force calculation circuit 1 bypasses the comparator 9. The electric brake force command circuit 8 is configured to output the electric brake force directly to the electric brake force command circuit 8.

Next, a description will be given of the operation in the case where the electromagnetic brake is performed by this embodiment configured as described above.
However, in this embodiment, as described above, the number of notches in the master controller is seven, and the notch position corresponding to the total braking force for obtaining a constant deceleration is the fourth notch.

First, assume that the driver has set the notch position to the third stage in order to decelerate the vehicle. Then. Since the set value output from the total brake force setter 2 is at a lower level than the upper limit value output from the upper limit value setter 6, the low priority circuit 7 outputs the setting value from the total brake force setter 2. Select a value and output it to comparator 9.

The comparator 9 outputs a deviation signal between the selected set value and the calculated value from the electric brake force calculator 1 to the electric brake force command circuit 8. and,
Electric brake force command circuit 8 is field chopper circuit 1
By performing chopper control on 4, the power generated from the main motor armature 16 is transferred to the main resistor 19A.
consumed in

At this time, the supplementary brake command circuit 4 outputs electric brake force (generated brake force) from the total brake force.
A signal corresponding to the subtracted value is input. The signal level in this case is not so large.

Next, it is assumed that the driver sets the notch position to the 7th gear in order to further decelerate the vehicle and obtain a braking force corresponding to the maximum deceleration. Then, in this case,
Since the set value of the total brake force setter 2 is at a higher level than the upper limit value of the upper limit value setter 6, the low priority circuit 7 receives the value from the upper limit value setter 6 which is on the lower level side. Select the upper limit value and output it to the comparator 9.

After this, power will be consumed in the main resistor 19A in the same way as above, but the upper limit value setter 6 will suppress the power consumption in the main resistor 19A to a certain level or below. The resistor 19A will not burn out even if its capacity becomes small.

On the other hand, even though the total braking force has reached its maximum, the electric braking force is kept below a certain level, so the output of comparator 3 increases, and the braking force borne by the supplementary brake increases accordingly. become. However, since it is rare to use a dynamic brake, this increase in braking force does not significantly increase wear on the brake shoe. Furthermore, even if the life of the brake shoe is shortened to some extent, the benefits derived from reducing the capacity of the main resistor 19A more than compensate for this.

〔Effect of the invention〕

As described above, according to the present invention, when braking is performed using a power-generating brake, the braking force to be borne by the power-generating brake is limited to a certain value or less, and the braking force to be borne by the supplementary brake is correspondingly increased. Since the structure increases the main resistor, the capacitance of the main resistor can be made smaller than that of the conventional one. Therefore, it is possible to provide ample space for under-floor fittings of the vehicle, and the degree of freedom in designing the vehicle can be increased.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of a conventional device, FIG. 2 is a characteristic diagram of braking force to explain the operation of FIG. 1, and FIG. 3 is a block diagram showing the configuration of an embodiment of the present invention. FIG. 4 is a characteristic diagram of the braking force of the device according to FIG. 3. 1...Electric brake force calculation circuit, 2...Total brake force setter, 3, 9...Comparator, 4...Supplementary brake force command circuit, 5...Supplementary brake control device, 6...Upper limit value setter , 7...low priority circuit,
8... Electric brake force command circuit, 19A... Main resistor, 21, 22... Current detector, 23... Main motor, 24A... Braking control device.

Claims (1)

[Claims] 1. Electric brake force calculation circuit 1, total brake force setter 2, first comparator 3, supplementary brake force command circuit 4, upper limit value setter 6, and low priority circuit 7. , an electric brake force command circuit 8 , and a second comparator 9 , the electric vehicle is powered by a main motor 23 controlled by a field chopper circuit 14 . , and an electric brake are controlled, and the electric brake is one in which a generating brake or a regenerative brake is appropriately selected, and also has a mechanical supplementary brake. It inputs the detected values 21 and 22, calculates and outputs the electric brake force during brake operation, and the total brake force setting device 2 sets the value of the total braking force required during braking. The supplementary brake force command circuit 4 outputs the first comparator 3.
Input the deviation of the output between the total brake force setting device 2 and the electric brake force calculation circuit 1 calculated by
The command value of the supplementary brake force is output to the supplementary brake control device 5, and the upper limit value setter 6 outputs the brake force necessary to obtain a constant deceleration often used during braking to the generated brake force. This value is set in advance as the upper limit value of , and outputs this value during dynamic braking.
The electric brake force command circuit 8 inputs the outputs of the upper limit value setters 6 and outputs the lower level side values, and the electric brake force command circuit 8 is connected to the low priority circuit 7 and the electric brake calculated by the second comparator. A braking control device for an electric vehicle, which inputs the deviation of the output from the force calculation circuit 1 and outputs a generated brake force command value to the field chopper circuit 14.